Petrolicious

Tom McComas Senior is a simple man with only a few indulgences: family, friends, and BMWs. Several months ago we profiled him and his son around a very special R60 motorcycle that has been passed down from when he bought it new to his son Tom Jr., Hollywood Stuntman, who rides it around the streets of Los Angeles to this day. That BMW R60 would be the machine that would start a life long love affair with the marque, leading to an exceptional circumstance around his son's birth, and a CS available to buy in Joliet Illinois. “I ran into the dealership and said to the man, “Don’t sell that coupe! My wife is in labor and I’ll be back in the morning to buy it.” As he was running out the sympathetic manager of the dealership said to his salesman, “If you don’t sell it to that man, you’re fired.” He returned shortly, bought the car, gave everyone in the dealership cigars, drove back to the hospital and picked his wife and newborn up "starting them off in style".

Typically 2+2 body styles are less desirable to two-seaters—that’s true of the Datsun 240Z and the Lotus Elan. But with the Lotus the Plus 2 wears the larger size with elegance, and at a still-attainable price point. While not enjoying the valuation of the lighter drophead coupe, the 10 inches of additional width and two feet of length give the classic a character of its own. Brieuc like other Elan enthusiasts was initially looking for a convertible, but fell in love when he saw this 1972 +2 coupe in Lotus Yellow with matching numbers. Beautifully maintained on the outside with not even a hint of a crack in its fiberglass body, the Elan delights on the inside with its burl wood dash. “I’m an idiot but I love it. I love this car,” said Brieuc. Seeing the lithe, 2000-pound coupe in motion, we can see why.

There are cars with history, and then there is OKV 2. The second works D-Type to roll out of the factory in Coventry in 1954 was immediately handed to Sterling Moss, where he and co driver Peter Miller set a new record speed on the Mulsanne Straight. A chipper 172.97 miles per hour. Over the next years the car would be held by the hands of some of the most capable racing drivers of the era. Norman Dewis, Peter Whitehead, Tony Role, Ken Wharton and Duncan Hamilton just to name a few. It went on to a successful career in the mid to late fifties racing around the UK and European circuits, but not without a significant series of crashes and rebuilds. Jack Broadhead hired Bob Berry to race it at Goodwood, securing multiple podiums in period. In 1956 the car was painted a lighter BRG where it then placed 3rd at Silverstone and 1st at Goodwood. Later in the meeting it was heavily crashed…again. At that point most had considered it a total write off after a cartwheel at St. Mary’s. Mercifully the car was rebuilt…again. From Coventrycars.com: “Through 1956-1958 OKV 2 continued to be raced by a variety of drivers including Jack Fairman, Ron Flockhart, Peter Blond and cyclist Reg Harris. In 1958 engine changed at works from E2004-9 to E2065-9. Soon thereafter sold to Gerry Crozier. In 1960 sold, via Chequered Flag, to David Jaycox in Canada. Later owners included George Gordon, James Mace and James Catto between early 1960s and 1980. During this period, one driver was killed and car was crashed, around 1964, by A. Smith at Mosport Park. In 1980 403 was sold in damaged state to Geoffrey Miller (Canada), and soon thereafter sold to Lynx. Car that was re-imported was to late D-Type production specification with steel frame. In the early 1980s it was rebuilt and sold to James Wallis of Sevenoaks, UK. In 1995 it was sold to Robert Cooper of Gloucestershire, UK., and in 1999 to Terry Larson of the USA. Terry’s first drive in the car was racing at the Goodwoo

These are pieces of art. In those days, engines and cars had personalities, and you could certainly see that from driving them.” Explains Phillipe Reyns of his 1960 Maserati 3500 GT Spyder Vignale. Cruising through the desert back roads just outside of Scottsdale, Arizona, behind the wheel of his gorgeous blue over red leather Gran Turismo drop top, Phillipe retells the history that lead Maserati to infuse their racing roots into production cars. “Before the war in the 20s and the 30s, racing was their thing. They were not concerned about making road cars. The primary reason for existing was racing, but to have a road car to sell along side is what paid the bills for racing. So, it was an easy decision for Maserati to build a road car. These cars were selling for quite a bit of money in the day and they really helped Maserati keep racing.” Originally focused solely on racing, like many automobile manufacturers Maserati was faced with serious financial limitations post-war. It was decided building production cars would greatly benefit its competition program. “The history of the Maserati 3500 GT started, really, in 1957—the banner year for Maserati. They won the Formula One championship with the 250F, and then they had success with their sports racer, the S350.” Maserati continued racing and the world benefitted from some of Italy’s most beautiful creations, the rest is history.

Mr. Middleton is the founder and acting manager of Middleton Motor Services—an Ullenhall based full service garage established 30 years ago. “Well, I’ll tell ya’ what. It’s 50 years on the 11th when I started my Austin apprenticeship and I was into motor racing straight away a couple years later.” Middleton has shared quite the romantic racing history with some of the all-time great drivers and motorsport mechanics. In an emotional tone, Middleton reads off a personal letter from Fangio, thanking him for his help in the inaugural opening of the Fangio Museum. With a seemingly endless archive of Haynes repair manuals within reach, a collection of still frame memories with the likes of Sterling Moss and Fangio, and a gentleman’s humble charm, it’s clear Middleton is far more than a fan of racing—its been his entire professional life. “It’s total passion,” Middleton describing his lifelong mechanical career, “It’s something that you feel for.” Middleton’s understated white Delta doesn’t wear the commonly tacked on rear spoiler or Martini graphics. “The Lancia Integrale is a beautiful tool because it’s very unassuming. It hasn’t got a huge amount of horsepower, it’s got four-wheel-drive, which in these type of cars is very reassuring.” Instead, it’s clean and orderly, maintained with the upmost precision. Maintained in the only mentality this veteran serviceman knows how to, “Everybody can make something look good, but it’s what’s underneath the paints that counts.”

This week we take a ride in Gilles Dicham’s Colorado Orange 1972 BMW 2002 Touring through Beaucort, France. Gilles grew up with a Golf GTI driving mother and Panhard wheeling father—needless to say, Gilles was unable to avoid receiving his parents’ petrolhead passion. “So, today, I have over 12 vehicles at my house. I think the story will go on. My love is insatiable,” says Gilles in the most relatable gearhead mentality. With a tightly packed garage full of Panhards, old motorcycles, and Volkswagen GTIs, this plucky old Bimmer found its way into Gilles’ heart in a totally unrelated way. Gilles tells, “On race tracks, I met a few friends who drove BMW New Class, and I would regularly join them in the Parisian region to attend Club Horizon 2002 cocktail parties. That is where I came across this famous Colorado Orange Touring and fell in love immediately. Not for the model or the engine power, but really for the color.” It’s oftentimes an unusual reasoning or characteristic that draws us into a particular car, but once it grabs ahold of you, it seems impossible to avoid. Gilles ends the film on a note that rings all too true for the lot of us, “Unfortunately, I cannot help myself when an interesting product meets my eye, particularly when I have a history with a specific car.”

This week, in partnership with Toyota, we take a ride in Ron Ng’s pair of Toyota 86. Although 31 years separate Ron’s Toyotas, both cars were concocted from similar recipes intended to delivery a tasteful drive. If you’re unfamiliar with the famous Japanese econobox tuned driver’s bargain, listen to what Ron has to say. After owning eleven classic AE 86, he’s gained an encyclopedic knowledge of the Japanese nostalgic car commonly referred to as Hachi-Roku—literally translating to “8-6.” Ron can’t seem to shake his hankering for the AE 86. “Whether it’s the AE 86 or the new Toyota 86, they’re a blast to drive. I can't get away from it,” he says. After rebuilding six, Ron seems to be stuck with the hallmark Japanese hatchback, so he felt its modern equivalent, the new Toyota 86, would make the perfect addition. “Driving the new Toyota 86, it definitely has the characteristics of driving the older Corolla. It’s engineered to be a driver’s car,” Ron states. Referring to his latest ‘86 GTS build and personal favorite Corolla to date, Ron admits it’s not an inherently fast car, “It's a momentum car. You always have to push it. You’ve gotta learn your brake points properly to keep your RPMs up.” So when driving Toyota's newest sportscar, Ron said "it kind of comes natural." With the high-strung 4GE-swapped four-pot blaring, Ron wrings out his Hachi-Roku through the winding back roads of Southern California’s magnificent mountain terrain, emulating a picturesque scene torn from the pages of Japanese touge anime. “The new 86, or the old AE 86 Corolla, both cars share an amazing driving spirit. It makes you want to go out and have fun and enjoy yourself," satisfyingly explains. That’s what it’s all about.

This week we take a ride in Peter Lentz’s Porsche 964 through Iceland’s most scenic mountainous switchback b-roads. A commercial pilot for Icelandair by trade, Peter came across this jet black Carrera 4 and had to have it. “You know, because we don't have so many cars in Iceland for sale, I just grabbed the opportunity and bought the one that was on sale.” Not that you’ll hear Peter complain about the air-cooled beauty he had to ‘settle for.’ “I'm not especially keen on driving fast anymore. I used to when I was younger, but not anymore. I like flying fast, especially if you level off on top of the clouds. When you cruise along at 860, or 880, almost 900 kilometers an hour, you have an immense sense of acceleration and speed. So, I get my kicks for speed up there because on the roads it's not so sensible." Living along the northern 64th parallel, it’s amusing if not a tad coincidental that he pilots a 964 when not charting commercial flight paths. Sheer ground speed isn’t what Peter is all about, but neither is his modern classic Carrera. “It's not about driving fast. You know, if you can drive a car that lies well on the road, feels good, sounds great, it's a good thing.” With worn leather driving gloves fixed to the four-spoke yaw-controlling helm, right hand dancing with cogs through a well-used shifter stalk, Peter seamlessly stitches his driving passion with the age-old “pilots drive Porsches” adage. “Of course, I didn't know that during my career I would get a job in Iceland. As it is for now, I've been with Icelandair for 18 years and, yeah, I always look forward to going to the job. The perfect end of the day is to go for a drive… in a Porsche.”

This week we take a ride in artist Camilo Pardo’s 2005 Ford GT. If you’re unfamiliar with the man, you best strap in: Camilo Pardo was the lead designer on the Ford GT program. Born in New York, Camilo and his family resettled in Detroit when he was 10 years of age. Already a fan of automobiles, the shift to Motor City only further enamored Camilo to the Domestic machines of the 1960s and 1970s. “I was on a mission to be an automotive designer,” says Camilo, and after graduating from the Center for Creative Studies in 1985, he was promptly hired by Ford for his evident talents. By 2005, Camilo was leading the SVT Studio Ford GT production design team. In response to working on such a special project, Camlio says, “You dive into it. You put all of your emotion into it, your heart. You wake up faster, you get into your car quicker, you drive to work, you're a little earlier. It changes your life.” But despite his ecstatic enthusiasm in playing such a vital role in Ford Motor Company heritage, Camilo admits the project had its hardships. “As we approached the auto show, they cancelled the production car. It was disappointing. My goal was to do a concept vehicle that really looked like a production car, could maybe some way talk everybody to put it back on for production.” The rest is history. Camilo and his design team’s Ford GT concept proved to be such a hit, Ford announced the car would be produced at the unveiling. Since 2005, Camilo has owned five previous GT with this custom liveried silver, black, and orange example being his sixth and latest example. From dreaming of classics as a youngster in Detroit, making his way through design school, and landing a key studio position at Ford, Camilo Pardo’s career hasn’t come without its challenges, but it’s been one hell of a ride. “I've spent a lot years designing cars and it doesn’t always come full circle. It is an automotive designers goal and dream.”

Each week with every film we produce we’re going to aim to give you a bit of a gallery from behind the scenes. This week we take a ride in Maxime Delestre’s 1975 Austin Mini through the rural back roads just outside of Normandie. The grandson of a Peugeot salesman and son of a rally co-driver, Maxime grew up within a passionate petrolhead family. After watching his father compete in rallies for years, at the age of 17 Maxime earned his own rally co-driver permit, following in his father’s flame suit and helmet-toting footsteps. At 18, Maxime secured his driver’s license—a possession we so easily forget we petrolheads all once craved to attain. Immediately, he made way for the twisting-and-turning roads so ideal for the spirited driving he wished to explore. There was just one problem: Max felt modern cars weren’t delivering the experience he so desired. “Something was missing. It lacked noise, it lacked vibration, and it didn't smell of anything.” Naturally, Maxime realized only an analog machine from the past could fulfill his driving needs. Being an 18-year-old student posed a financial limitation, but as we know a small car fund can buy small car fun—a classic Mini was the obvious choice. After a short stint with a deteriorating 1992 Mini Sprite, Maxime was able to source a stunning bronze 1975 Austin Mini he’s still revving out-and-about today. Finally satisfied with the Mini, Max confesses there were some growing pains involved with the coming of age. With cars and competition always on the mind, Maxime admits it was often a distraction. “In school, I spent more time drawing in my books than studying, the teachers hated me for it.” Instead of making his enthusiasm for machines and doodling a complication, Maxime decided to turn it into a career by studying automotive design. “The nice thing is that I can use many different aspects—the past with vintage cars such as the Mini, the present with racing cars and fun fast

This week we take a ride in Englishman John Holland’s Sandglow colored 1981 Range Rover through the rural lush greenery just outside of Worcestershire. John took a liking to the old British off-roaders after getting to know a local retired military officer. The service member regularly drove grand excursions in his Range Rovers, which left an impression of adventure on John. Inspired by the colonel, John couldn’t turn down the chance to acquire the gentleman’s Range Rover when the opportunity arose. “Once I'd driven it and used it, even though it ate petrol, it just consumed petrol, it was so much fun to drive.” Hooked on the driving manner, John blames his Landy love affair on the veteran service member. “I owe a lot to that guy because he was the inspiration for owning a Range Rover—for wanting to drive a Range Rover.” Smitten with his handsome stable chariot, John reflects on the truck’s finish. “I tell ya, it's a curious color,” John notes on the pale mustard hue. “It's definitely one thing, it's a color that seems to grow on people.” A tone derived from the Camel Trophy entrants, there’s a unique way the Sandglow paint works over the simple two-box designed classic—a perfect pairing on this motorcar. The magic in the machine’s honest, utilitarian shape and character has kept John committed in driving Range Rovers, in spite of their temperamental tendencies. “There are some times that car can be an absolute pain in the neck, but you've got to just balance that out with the pleasure it gives in terms of driving it, owning it, and enjoying it. So, that's why I'm going to keep driving a Range Rover, an old Range Rover.”

This week we take an all-out ride in Bjartur Gudmundsson’s Pininfarina styled MGB GT track car, gravel road slinger, and daily driver through some of Iceland’s most stunning back roads. “It's loud, it smells of gasoline and fumes, but that's part of the car. It is loud so you're not allowed to think. You can’t. You just have to drive,” chuckles Bjartur as he revs the stylish British coupe before sidestepping the clutch. It’s evident this petrolhead has mastered the “it’s more fun to drive a slow car fast than a fast car slow” mindset, as he’s caught sliding the flickable classic sports car down wet tarmac and fearlessly flogging over narrow muddy gravel paths. There aren’t many classic cars running around the small Nordic island nation, especially those that are notorious for dissolving via rust. But during a trip to the United Kingdom, Bjartur came across an MG and was immediately hooked. Drawn to the minimal but purposeful lines of England’s most popular sportscar, he admits, “Well, for me, I loved the look. When I saw it the first time, I said to myself, ‘I’ve got to have a car like this.’ I just fell in love. Everyone who has them knows what I'm talking about. It's just that simple.” Naturally, like most of us upon the discovery of a new “needed” car, when Bjartur returned home he began feverishly scouring the Internet in search of an MG to make his own. Today, he’s got three in the garage: the blue GT film star being thoroughly rung-out, and two more projects that are currently under the knife getting the royal restoration rotisserie treatment. “My wife's brother, he wanted one as well, so that's why we bought two. Every Monday night, he comes over and we work on the cars. Too many people have bought cars, taken them apart because they were going to do something, and never finish them. That's the truth. So, what I say is, one night a week just to work on the car. It doesn’t have to be more than that. If

This week we partnered with Alfa Romeo to sample a buffet of tasteful Italian machinery. The full spread includes an iconic Autodelta-prepared GTA racer, the Barchetta-style Giulietta Competizione Spider Sebring, the luxurious grand touring Montreal, and their modern brethren, the carbon tub chassis constructed 4C and the German-performance-sedan-crushing Giulia. We sat down with Alfa Romeo USA Brand Ambassador and all-around genuine Alfisti, Brandon Adrian, to uncover what it is about the century-old sports car staple that’s so special. Is it the sheer beauty evoked in so many of the marque’s designs? Or is it the way they deliver the drive and make their devout wheelman feel? Brandon proclaims it’s both. “An Alfisti is someone that has dreams of Alfa Romeo, pretty much constantly, and those dreams become a reality when you actually get in those cars and drive them.” Many would argue that the deep feelings stirred from driving an Alfa is a hyperbolic cliché, but that’s simply not the case for those bewitched by the Italian roundel. Like many Alfaholics, Brandon’s lifelong love affair with the manufacturer stemmed from its romantic racing history. “It all goes back to the racing heritage. I actually much prefer to be at the racetrack than a concours. If there's an opportunity between the two, I'll always pick the racetrack because that's where my passion and the fun lies. But these cars can do both,” declares Brandon. Alfa Romeo’s mix of divine driving dynamics and stunning design aesthetics has always secured the endearment of enthusiasts. Whether it’s a vintage racer or a modern performance sedan, “Any Alfisti would rather be driving an Alfa Romeo than looking at an Alfa Romeo, even though looking at it is just as beautiful.”

This week we take a turbocharged, all-wheel drive ride in Volker Gehrt’s 1985 Audi Sport Quattro S1 E2 replica through the rural roads just outside the central German state of Thuringia. Years ago while attending an auto show with his wife, Volker found an Audi Sport Quattro rally car scale model for sale at a vendor’s booth. Always a proponent of Audi’s iconic gravel and tarmac racer, Volker purchased the die-cast and made the little Group B toy a tasteful desk ornament. Over the course of countless days spent working in his office with the model nearby, Volker found himself infatuated with the idea of building a full-sized tribute. “With time I thought that there must be a way to build the car. I had to find a way to do it,” says Volker. Coincidentally and initially unbeknownst to him, Volker happened to cross paths with Roland Gumpert—the leading engineer behind Audi’s famous AWD drivetrain. After becoming acquainted with the Grandfather of Quattro, one day the two enthusiast friends started chatting about cars, reminiscing on the Golden Era of Rallying. That’s when Volker proposed building an accurate tribute to the most extreme version of the various Group B Quattros. Gumpert ecstatically agreed to assist, using his motorsports connections to source parts and manuals needed to properly recreate the racing identity of the homologation hero. It was decided that the build would pay homage to the E2 iteration that Walter Röhrl drove to victory in the 1985 Sanremo Rally—Audi’s first and only ‘85 WRC season win. To make the recreation all the more special, Gumpert made a surprise arrangement to have Walter Röhrl meet with Volker during the build. “I’ll never forget when he arrived,” reflects Volker. “He stood in front of the car and said, ‘Mr. Gehrt, I feel like I am having déjà vu. I am taken back to Audi Sport looking at my winning car.’” Humbled, Volker smittenly states, “That is one of those stories I’ll nev

This week we squeeze into an unusual Japanese car: a 1989 Nissan Pao. The smitten owner of this adorable compact city car, Godis Sanchez, tells us what it was about the pastel teal retro-mobile that lured him. After first discovering the limited production Japanese domestic market hatchback, Godis says, “I told my dad, ‘You know, that looks like a little wagon that never decided to grow.’ It was perfect. It's just a weird car, and I like that—the weirdness of it. It has it's own character. It looks like it came out of a Pixar movie.” Japanese cars have become more collectable than ever thanks to a growing fanbase and, in recent years, the Federal Motor Vehicle Safety Standard 25-year grey market vehicle import exemption has enabled stateside enthusiasts to dabble in foreign market autos that were never sold new in North America. While select cult-followed Japanese Nostalgic Cars, such as the Nissan R32 GT-R, are more mainstream, enthusiasts like Godis dared to differ from the common imports with surprisingly positive results. “I like the fact that people come and ask me about the car. I like that when you're passing by, they don't know what it is. They give you thumbs-up everywhere you go,” Godis says smiling, “To me, I didn't want a GT-R. I wanted something special, something different.” With an estimated 50 horsepower, the excessively accessorized car is more about style than speed. “It demands for you to be sympathetic with every input you put into it and to be gentle with it. You're not going to be speeding in it; this is a city car. 0-60 is dependent upon what you had for dinner last night.” But don’t let the Pao’s portion-control-proportions fool you. Once inside, it’s roomier than you’d expect thanks to its clever, minimalistic packaging. “Seeing such a tall guy coming out of such a small car, people wonder, ‘How'd you get in there? Do you fit?’ People don't realize there’s nothing in there other than the d

This Tuesday morning’s highly caffeinated Morning Coffee original film series serves up a hot-pressed shot of espresso in the form of a sinister 1959 Triumph TR3A. We find our focused petrolhead protagonist, Stadler Patrick, standing roadside, looking out over one of many idyllic valleys in the French countryside. As the day comes to life in the early morning light, total silence is only interrupted by the singing of birds and cool blowing winds—that is, until Stadler marches with purpose to the driver’s door of his old British roadster. The crunch of gravel under his soles stops at the metallic click that announces an open entrance into the cockpit, and a deliberate pull of the low-slung door being shut precedes the less-than-sedate drive ahead. Stadler’s demeanor makes it clear he’s on a mission to motor with earnest enthusiasm. Settled into the saddle, he twists the key in the center dash-mounted tumbler and gives the long pedal a jab of throttle, abruptly awaking the inline-four cylinder to a chattering idle. First gear is engaged, the clutch is released in opposition of throttle application, and forward motion begins as the needle in the rev-counter climbs. Perforated brown leather driving gloves tightly encase the white knuckles within, gripping the intricate black and polished metal steering wheel. The pace quickens. The Triumph’s sealed-beam eyes spear warm light as the fender-to-fender-wide grille devours the winding rural B-roads of Haut-Rhin in France's greater Alsace area. Banging up and down through the four-speed gearbox, Stadler locks up the front disc brakes, killing the built momentum. Paused at a fork in the road, our driver clenches his hands tighter around the wheel with the distinct sound of distressed leather wrinkling under pressure. He contemplates which path to take. The snow-embanked route is chosen after brief deliberation, and the spirited sprint continues. After a scenic ascent up the mountainside's ribbon of r

This week we take a ride from the bustling city streets of Bangkok to the winding rural roads just outside the capital in Chayanin Debhakam’s Ferrari 308 GTB. In Thailand, just catching a glimpse of a Prancing Horse out of the stable is a rare occasion, but Chayanin’s choice to daily drive his Ferrari is what elevates his enthusiasm for the marque. Before you can see one in the wild though, the car needs to be brought in first, and sourcing a Ferrari in the BKK is an entirely different challenge for these buyers. “The 308 GTB is the Ferrari that I grew up with and it was the first Ferrari I ever saw,” says Chayanin. When it came time to find a Ferrari of his own, he reached out to the president of the Ferrari Owners Club of Thailand, who was able to find the car that Chayanin now drives so often. “He finally found one and it was exactly what I was searching for.” Once he had the Rosso-Corsa-on-crème GTB parked in his garage, Chayanin did some research and discovered the car was originally Fly Yellow over black leather—another victim to “resale red.” This is when his quest for perfection began, “I wanted to restore the car back to the original factory standard.” Using some extra workspace at his office, Chayanin (with repair manual in hand) got to work. Singlehandedly tackling this project would have been tremendous, but Chayanin fortunately has a group of enthusiast friends who brought their individual talents to the table. Chayanin humbly admits, “Some of them have different skills than me. I don't know everything [and] cannot do everything myself, so having extra help and knowledge is great.” In recent years, tracking down correct 308 parts has become quite the task, but Chayanin was unwavering in achieving his vision, stating that his ultimate goal was to have it drive and feel as it did when it left the factory. His obsession to return the car back to factory spec went as far as buying a new old stock (NOS) exhaust syste

This week we take a ride in Petrolicious founder and CEO Afshin Behnia’s personal Alfa Romeo Sprint Speciale through the urban grid that makes up the roadways of Los Angeles. Mr. Drive Tastefully himself opens up to reveal what propels his passion for the marque: an almost dire desire to research, learn, seek out, collect, and—most importantly—drive vintage Alfa Romeos. But Afshin wasn’t always an Alfista, confessing his attraction toward the Italian marque wasn’t his first love. “I was always into the more obvious cars—BMWs, Porsches, Ferraris,” admits Afshin, “I didn't really discover the marque [Alfa Romeo] in its true sense until, I think, I was twenty or so.” Shortly after acquiring his first though, an ‘86 Spider, the ownership experience piqued his curiosity for the carmaker, and sparked the beginning of a long love affair with the manufacturer’s illustrious past. “Naturally, as with anything, if I get a new toy or if I discover a new hobby, etcetera, I kind of get obsessed and want to know as much about it as possible,” Afshin states in your typical gearhead logic. What really lured him in was the rich history and significance in motorsports, noting, “The lineage that it has, the models, and the people who raced for it and things like that, it just blew my mind. I said, ‘How the hell did I not know about Alfa Romeo before this?’” Of course, it didn’t take long for him to discover the extensive and undeniably impressive catalogue of beautiful classics Alfa has archived in its portfolio. The diversity in design caught Afshin’s attention on top of the racing endeavors: “All the top design houses from Zagato, to Pininfarina, to Bertone, to Ghia—they’ve all had some very interesting Alfa Romeos that they've designed. It was like discovering this whole world that I felt silly for not having known about before.” In the process of discovering and admiring decades’ worth of Alfa automobiles, he learned

This week we take a ride in Romain Saraiva’s firecracker red 1976 Toyota Corolla KE35 SR along the country roads just south of Paris. “I grew up in the back of a Renault 5 and Mercedes 190,” Romain reminisces, “On the highway, I would play a game with my father and my kid brother. The goal was to guess the make of cars and trucks. My father would always win because of all the old cars. That’s where it all started.” What began as an innocent game to pass the time on family road trips became the seed for a lifetime of automotive love. “I became interest[ed] in those cars,” Romain lovingly admits, “I am curious, and not knowing what make they were intrigued me.” In his younger years, Romain’s family acquired a sturdy Toyota Hilux—the seemingly immortal compact truck the world’s workforce has depended on for decades—and years later Romain’s grandfather is still driving the trusty Toyota hauler. His granddad’s Toyota pickup-turned-farm-truck, a neighbor’s often-driven Datsun, and the Saraiva family’s Mazda MX-5 with a six-digit odometer tally all came together to capture Romain’s curiosity: “I found it so interesting. I came to realize that these cars had a story and a soul.” When Romain eventually came of driving age, he was studying art in school and was after something special for his first car; something different, something with a soul. After discovering the unusual classic Toyota Corolla coupe in Portugal while on a family vacation, Romain kept an eye out for a similar sled once home back in France. Finally, he found a red and white Corolla KE35 SR for sale: “It reminded me of Starsky & Hutch, so I fell for it.” But Romain’s lusting eyes were blinded from what lay beneath the shiny red paint. He quickly discovered that the car was somewhat shoddily thrown together—not to mention it had been wrecked and hastily repaired for a quick sale—but the Corolla’s charm captivated Romain all the same, and he

Join us this week as we squeeze into Sergiu Topala’s Rover Mini Cooper for a ride around Moldova. Though produced in 1994, his little British box roundly recalls the styling and engineering that made the name so famous in the 1960s, and in keeping with the more modern model year, this Mini is subjected to long road trips and anything else that one might do in a normal car, albeit one with no air-conditioning or power steering. With years of experience working with vehicles like his Mini, Sergiu’s privy to all the tricks and issues that can crop up when purchasing a vintage enthusiast’s car. In fact, he recalls a trend in which a good lot of left-hand drive Minis from Continental Europe were scooped up, converted to right-hand drive, and then sold back to their home country in a strangely roundabout and not-quite-right type of homecoming. Some of these were even re-converted and sold outside of the UK for a second time, so when looking for one of his own, Sergiu knew it had to untouched in this regard. The car that he eventually purchased has none of this sketchy history, and coming from the twilight decade of the original shape’s production run, it is well-suited to creating many years of new memories. Of course, even a newer Rover Mini Cooper is still going to epitomize simplicity and eschew extravagance though. That’s no issue though when it comes to those lengthy road trips, as the later, ‘90s-era Minis were geared towards even greater accessibility than the originals. Retaining the same efficient layout and cheap entry point, these later Minis were designed for longer excursions and an overall greater frequency of use over the earlier models, and so were fitted with motors that spun the odometer with ease both around town and on the open road. Herein lies the reason for Sergiu’s choice. “I didn’t buy this car for a collection,” he says, “I got it to drive it.” Adding to this, he speaks of his Mini as if it were a good friend or f

Join us this week as we venture into the plush leather seats of the ultimate retro techno-toy: BMW’s 8-Series. In order to pay proper tribute to the veritable king of rapid luxury, we’ve tracked down Taylor Patterson’s pristine example of the line-topping, limited-production 850CSi. While BMW was revealed to have been making a bonafide go at an M8 variant of the big grand touring coupe back in the early ‘90s—and in fact the company’s sole box-flared beast of a prototype still exists, complete with carbon-fiber wheel covers—that car never made it to the masses, or at least to that portion with the taste and means to acquire such a car that would have likely carried an MSRP somewhere in the Ferrari territory it was aimed at. Luckily for those people though (and for the second and third and fourth owners), M still left some incriminating fingerprints on the 8-Series, and as with most stews stirred by its hand, the result was an unmatched vessel of prowess that they simply called the 850CSi. At the time of its reveal in 1992, the peer group for this car was almost nonexistent, and on a more abstract scale, there have been very few in its wake to attempt a similar blend of substance and poise. It never claimed to be a sporty coupe, yet it could outperform many of them. The car’s true domain however was a lengthy trip with the room to show off how comfortable 100+MPH can be; this was the kind of car whose essence was understated, yet its presence never went unnoticed. Though any form of the E31 chassis was and is a genuine rarity, the CSi stood even further apart. At the time, this was the end-all, be-all, the award-winning stew of a high-tech ecosystem paired to a taut motor that could push the impressive package well past the imposed safety speed threshold of 155 MPH. Further boosting the desirability of the CSi model was the inclusion of special staggered forged M-System wheels with the distinctive “throwing star” bladed covers, a more r

Each week with every film we produce we’re going to aim to give you a bit of a gallery from behind the scenes. This week we bring you some stills from our film shoot with Petrolicious’ Director of Marketing Andrew Poole and his 1974 Alfa Romeo Spider. Finished in a vibrant coat of Verde Inglese (the Italians’ take on British Racing Green) this convertible isn’t just for sauntering around town looking pretty as the sun pours in. Of course the little Italian beauty is happy to absorb the admiration of passersby, but the car’s swept-back stature, long unbroken belt lines, and endearingly eager fascia take care of that handily on their own, for radiating charm in a parking space doesn’t require chassis bracing and a worked-over motor. The tight cockpit and massive dome of visibility afforded by the absent roof can offer an ideal view of a quaint little town being explored in first gear, but it’s also perfectly suited to this car’s Mr. Hyde side, in this case providing better views of the gaps between slower cars. After adding an aura of authenticity to a morning espresso run, the little Alfa is ready to escape the bustle of population and find a place to indulge in its capabilities. This is no standard Spider after all. In addition to chassis stiffening and suspension tweaks, the car also houses a motor that’s received an abundance of upgrades, including hot cams and a dual Weber carburetors. Prepared by Petrolista and self-proclaimed Alfa Romeo nut (he does have at least 20 at any given time it seems) Manuel Minassian, the motor is both ready and asking to be used properly. In the film featuring his car, “This Alfa Romeo Spider Is A Well-Oiled Multitool,” Andrew proves that its potency lies not just in the ability to draw a gaze. Gone is the doughy body roll, and in its place a level of poise and nimbleness begging for a set of switchbacks. The power output has been upped accordingly, turning this car into a form of the classic “slee

This week we take a tandem ride in Jean Francois and Sarah Majkowski’s pair of Peugeot 205 GTIs through France’s Bourgogne countryside. Like many of us, Jean grew up around all things automobile—from stationary car shows to the dynamism of rallying, from diecast collecting to photography, the man has long been enamored with wheels and racing. Securing his driver’s license in 1985, the same year Peugeot dominated the World Rally Championship in 205 Turbo 16 spec racers, it’s no wonder that Jean took a particular liking for the snail-fed—es-turbo - escargot—hot-hatch production versions of the venerable French race car. Unfortunately, being 16 years old at the time, Jean couldn’t afford the rather pricey Peugeot—despite his father working for the marque at the time. Life happened and Jean didn’t revive the drive to get a 205 of his own until nearly a quarter-century later. While stopped at a store one day in the checkout aisle, Jean happened by chance to grab a magazine. “The 205 GTI was celebrating its 25th anniversary. I flipped through the pages, gazing at the car, [and] I fell in love again and needed one, fast,” says Jean. Call it chance or destiny, but the man and the machine were about to reconnect. A few months later, Jean found a crisp white earlier 1.5-liter example in a solid, “driver” condition. And just as his father influenced him decades earlier, Jean brought along his daughter Sarah for the trip to inspect the car candidate. The polar-painted 1.5-liter GTI was purchased soon after, but it wasn’t long before the father/daughter duo sought to add another. “I wanted another one,” Jean states, “ and I found a 1.9-liter, 130 horsepower, Miami Blue. However, it was a wreck.” “That car drove me crazy. Its Miami Blue carcass all beat up,” Sarah tells us as she recounts wondering if they’d ever manage to get the car drivable and presentable again. With two years of dedicated time and energy lovingly poured

This week we take a fully-flexed ride in Bromley Howser’s beloved 1969 Dodge Charger packing HEMI power and a four-speed through the Mojave Desert just outside of Colton, California. Growing up in the golden era of American motoring, Bromley always cherished the muscle cars of his youth—like the numbers-matching piano black ’63 split-window Corvette Sting Ray in his garage, of which he says, “I had a little model, a little gas-powered RC [Sting Ray] car. I suppose when you get older, you want the real thing.” The Howser garage also houses a custom 1970 Chevelle packing a 454 under its hood, which he says is, “Good for taking the edge off.” We believe him. But the highlighter-colored Charger featured in this film came into his ownership under less than ideal circumstances. One day, while out riding his motorcycle, Bromley was hit head-on by a fleeing motorist who left him wiped out in the middle of the street with a broken back. The road to recovery was long and painful. Able to smile about the incident now, Bromley recounts, “I was laying in the hospital bed and my girlfriend asked me if I would give up the motorcycle, which I said, ‘Yeah, probably… if I could get a HEMI Charger.’” Sounds like a fair tradeoff, no? He soon started looking for a project to build and found a listing for two classic Chargers in Denver up for grabs. One body was sitting dormant in a field with its engine parts spread rather unceremoniously across the seller’s garage floor. Hesitant, in fear of getting in over his head, Bromley looked through the parts thoroughly only to discover that “the car was every bit of what the fellow was representing. It was all 100 percent there.” After rebuilding the entire car using casting books as reference, Bromley discovered not only was the car complete, but it remained entirely as it would have been in ‘69 with the exception of the fuel pump and alternator, making the car “as close to original as you can g

This week we take a very special ride in one of Italy’s most celebrated and pedigreed entries in the book of automotive history: the Alfa Romeo GTA. While many get worked into a frenzy over the lightweight Bertone coupe’s rich racing history, that’s not what sparks this Alfista’s passion for the aluminum Alfa. Instead, owner Filippo Montini tells us that “The passion I have for this car is not due to its value or because it is rare, nor for its heritage. It’s just that when I get in it, and I close the door, I am in my own special world. I tune everything out. I leave for a timeless dimension; it is where I go to blow off steam.” In case you’re unfamiliar, the GTA is widely considered one of Alfa Romeo’s motorsport masterpieces, securing the Division 2 European Touring Car Championship in 1966, 1967, and 1969. Although it is based on the road-going Tipo 105 Giulia Sprint GT, the GTA is an Autodelta-built special built from the ground up for ultimate overall performance. The GT Alleggerita, meaning “lightweight,” features an abundance of plastics and an all-aluminum body skin to bring the pounds way down. Various magnesium components—including the featherweight 14-inch wheels, valve cover, timing cover, and bell housing—further eliminated unnecessary weight. Under the letterbox hood is a 1600cc twin-cam inline-four fitted with an upgraded distributor, larger 45mm carburetors, and most significantly, a trick twin-spark aluminum head that in Stradale trim made approximately 115 horsepower—Montini’s GTA, now in full Corsa spec, makes a screaming 160 from the little mill. Peering over the crisp Giorgetto Giugiaro-penned lines of this pristine GTA, you wouldn’t guess it was once a dismantled disaster of parts when Montini acquired it a decade ago. “We bought the GTA sight unseen because it was disassembled, without thinking what the build would entail,” (Montini cannot say this without a smile on his face), “without assessing

This week we take a stately stroll through Redditch, England in an olive (but not drab!) Range Rover that’s hiding an unusually high-class past. Having embedded the marque into his life after completing an engineering apprenticeship at Land Rover in the 1990s, Phil Holland, owner of Twenty-Ten Engineering, knows his way around classic Range Rovers. From nut-and-bolt resurrections of all but lost scrapyard-bound Rovers, to refurbishing genuine barn finds, the ranges in which Phil is willing to scale in saving these British motoring staples knows no bounds. With a career in rebuilding these old off-roaders, it’s no surprise Phil has uncovered some with interesting history over the years, but nothing’s quite as remarkable as the pale green box-on-wheels filmed here. A customer found this particular example abandoned in a farmyard in a rather poor state of care (read: neglect). It had been off the road for so long that there were no records of its last Ministry of Transport (MOT) inspection, indicating it had been many, many years since it was last roadworthy. A lot of classic cars tend to carry storied pasts by way of sheer age, but occasionally vintage machines are sold by overzealous owners who tie delusions of grandeur to their sale in hopes of increasing appeal and value. This doesn’t apply here. Phil tells us, “As the guy collected it, somebody—who worked or lived at the premises where it came from—made a reference, ‘Oh I think that used to belong to the Queen.’ ” Oh sure, of course it belonged to the British Royal Family. Obviously, this bit of weightless hearsay wasn’t taken all that seriously, but the Land Rover Heritage Division uncovered the truth: this Range Rover was sold new and delivered directly to the Royal Household. “It’s a proper, original Royal car. There’s still a bit of an investigation going on to try and work out exactly who drove it and owned it. But they didn’t have a huge amount of cars so it’s prob

The Fourth of July may not be celebrated outside of the US, but an appreciation of American muscle knows no bounds; join us this week as we take a rumbly ride in Mathieu Houtreille’s crisp Ermine White 1965 Chevrolet Corvette Stingray through the back roads surrounding Luxembourg, Belgium. Like many of us, Mathieu grew up under a gearhead’s roof. His father, Jean-Luc Houtreille, ensured he raised his son properly. “Ever since I learned to walk, my dad took me to all the car affairs,” Mathieu tells, “I would see the mechanics work under warm hoods, and the smell that emerged would captivate me.” A natural-born car-obsessed boy, where his father leaned towards the Italian marques, Mathieu differed, oddly falling for old American steel and iron. Mat says, “For me, the monsters that gave me goose bumps were the ones with massive V8s and a thunderous sound coming out of their tailpipes. That's what I loved.” Forever longing for Detroit muscle, a trip with his wife stateside sealed his fate with Corvettes. Referring to this excursion, Mat clarifies, “It is a country with a lot of wide-open spaces. It is magical, and you can't understand unless you've been there, and taken those roads, because you can't describe it [otherwise].” Learning of the ‘50s and ‘60s American car culture’s love of machine as well as its street racing scene, Mat realized this era was a special time that no longer exists, admitting that oftentimes, “If you tell people you hand-wash your car and you love your car, they will think you're dumb.” The sad truth is, most people view that mentality as outdated, but not Mathieu of course. Call it born in the wrong country in the wrong generation if you want, but we prefer to regard Mathieu’s passion a dying romance we’re happy to see still has a heart with a strong pulse. After wheeling a C3 for a while, his appreciation for the earlier C2 Stingray turned into an obsession. “I had to acquire one of those sacred

As an obsessive gearhead with some engineering background to boot, it seemed Martin Buckley was a young man destined to spin wrenches for a living—but he had different plans. “I went down that road a little bit, but being a mechanic didn’t seem to have anything to do with liking cars. It was almost about hating them,” Martin reflects. “There was nothing glamorous about it at all. I wanted the sexy part of it.” So, Martin took an unusual but highly rewarding route in turning cars into another career: writing about them. Jokingly referring to his self-proclaimed “Motoring Connoisseur” title, Martin wrote his first piece for Classic and Sports Car magazine at age 16. The topic? The then new and now iconic BMW E9 coupe, which Martin admits was the car he was “completely obsessed with at the time.” Understandable. Ever since then, Martin has been wholeheartedly committed to motoring magazines and professional automotive journalism, ranging from Classic and Sports Car to EVO, Autocar to Top Gear. His dedication to the car crazy wordsmith craft has paid off, too. With an assorted collection stabled in his automobilia-plastered garage, Martin has, as one might guess, a widespread appreciation for all types of automobiles. His passion for petrol is vast, but he does have a soft spot for the quirky but clever, funky but charming, NSU Ro 80. “I do remember seeing them on the road as a kid,” Martin remarks on the Wankel-whirling Ro 80, “Even in the ‘70s and ‘80s, it still looked futuristic, and it somehow still looks futuristic now.” Martin first purchased this NSU a decade ago. It was a decent original driver with sunbaked paint and a neglected powertrain. Within an hour of having it home, Martin and a friend were able to get the rotary revolving again after just minimal maintenance. After going through the rest of the drivetrain, Martin secured an MOT and sold the car to a friend… who eventually sold it back to Martin. As a sec

This week we join Michael Potiker for a ride back in time in his tastefully modified Mercedes 190 SL as he wheels around Los Angeles in the low-cut period-correct roadster. For most, the gorgeous Benz offers more than enough personality in stock form, and would be no difficult feat to become attached to, but to achieve an even deeper bond with his machine Michael hasn’t shied away from adding some custom touches. After acquiring the 190 SL following a serendipitous stroll down his father’s street where the pair came across the car for the first time, he went about researching the legacy of the model to discover what they were used for, trying to ascertain their place in the era from which they came. Though often shadowed by its older brother the 300 SL, Mercedes also offered packages for 190 SL owners who were looking to go racing, and upon learning of this option Michael went about sourcing parts and finding builders to transform his car into a Southern California-style racer while also paying homage to the original Rennsport kit (which Mercedes would sell to customers separate from the car, with the owners adding the pieces themselves). On the experience of driving the resulting slice-like Mercedes roadster, he explains that for him, “It’s not even about the roads and the scenery, it’s about rowing the gears and operating this absolutely ridiculous vehicle.” While it’s nice to enjoy our cars in ideal settings, we have to agree with Michael on what’s paramount in all of this, and that is the actual act of driving, regardless of where it’s happening. There are certain cars, like this one is for Michael, that have that kind of pull on us that can turn any drive into an activity that reaffirms your original passion for the car. And when you use such a thing regularly? That’s even better, and in keeping with his idea that it’s important to use cars like this, because it’s “about experiencing something that’s drastically different

This week take a lap through the French countryside in Gabriel Henaut’s 1973 Chevrolet Camaro. Gabriel grew up under an influential father who also happened to be a mechanic. You know this story; with the seed planted early on in his life, cars were a point of passion for a young boy, and that hasn’t changed since. But like every tale told often, there’s a reason for that. When it results in cars like Gabriel’s Camaro emigrating to France, when the journey and the result are equally intriguing, these are the examples of whatever the Hero’s Journey is for the world of cars that are worth telling. Growing up, his father taught him how to wrench and shared the tricks that come with experience, but more importantly, he encouraged Gabriel to adopt the do-it-yourself mindset. Getting a license and driving on his own began a longtime love affair with Mk1 Volkswagens, and Gabriel refreshed and restored several early Golfs, but after spending a good deal of time around, in, under, and on the iconic four-banger hot-hatches, he desired something different. Something unique thundering around in France. Maybe something American? They say forbidden fruit is the sweetest, and a plump V8 from Detroit is about as foreign as it gets in northwestern French. “V8s were just fantasy,” Gabriel says with a small smirk, “You think it’s impossible, until one day you ask yourself, ‘Why not?’ ” So, after colluding with a friend to take a trip to the United States, the search for a machine to quench his thirst for torque was underway in full. In 2013 they flew to Los Angeles to start poking around for something rust-free, but couldn’t pass up the chance to visit Las Vegas while on the West Coast. On the way out of the city, they get lost in the desert’s stretches of deserted roads for much longer than anyone would want to (which to be fair is not very long), and barely make it to a petrol station before running out of fuel. After topping off the tank agai

This week, Bill Atkinson takes us for a ride in his 1972 Piper P2 as he shares his history with the niche British marque. Back in the ‘60s, Veteran Formula 3 works team leader George Henrotte owned a small outfit called Campbell’s Garage, which was located in the village of Hayes, in Kent, England. The determined privateer banded together with a small group of talented tinkerers, wrenches, and visionaries to create a bespoke performance machine of their own. By 1966, Piper Cars was formed and development of their prototype racing car began. Soon after, a group of club racers convinced Piper to produce a GT-style sports car. Piper built a car in response, which gained traction by 1967, showing some promising demand for small-batch production. Made-to-order with a number of powertrain options, the sleek, low-slung, and lightweight fiberglass-bodied machine caught the attention of Brian Sherwood, a club series racer. He saw serious potential in the little GT, and quickly got involved with Piper Cars. It didn’t take long before Brian was put in charge of overseeing the production car segment of the company. Around this time, Bill Atkinson, the owner of the car in the film, recalls, “In 1968, I had a Rover 2000 and I decided I wanted a bit more performance from it. At the time, the only people in the country who could do head work on the car to improve performance was Piper Cars.” After hitting it off with Brian Sherwood, Bill reminisces, “At that time, I saw the Piper GT body and thought, ‘What a wonderful thing.’ I'd never seen anything quite like it…quite as beautiful, I suppose.” Infatuated with the project, Bill mentioned if the car were to make it to production, he’d be genuinely interested. Some time later, he received a letter from Brian Sherwood stating that the Piper, now named the GTT, was road worthy and available for purchase. Bill, keeping true to his word, made another trip to the Piper garage and placed an order, securing

This week we go for a lively ride in one of Britain’s (if not the world’s) most beautiful automobiles: an Aston Martin DBR1. One of just five hand-built DBR1s produced, this example is particularly significant due to it being the very first one made, in addition to it being the same model, though not the exact car, that earned Aston Martin an overall Le Mans victory and a worthy motorsport legacy. Obviously, a car of such importance requires expert narration, and we were lucky enough to get the perfect man for the job: Stephen Archer. Mr. Archer, a veteran Aston Marin racer since the late ‘70s, is the official Aston Martin Works Historian. Aston Martin Works is the historic home of the brand, and has a history of its own that is almost six decades in the making, so it goes without saying Stephen knows a thing or two about the cars. Stephen retells DBR1/1’s most memorable moment, a tale that places near the top of the all time greatest racing stories. “Come '55, John Wyer and David Brown decided to produce a racing car that'd finally take the fight properly to the opposition,” Stephen tells, “[And] right from the outset, the DBR1 was to prove itself an incredibly competent racing car. And yet it was designed by a tiny team led by one man, Ted Cutting, who designed the chassis, the engine, and the beautiful, beautiful body that epitomizes racing Aston Martins.” “Come 1959, the team of Aston Martins went on, of course, to win Le Mans—in fact, they took first and second. But why is this car, DBR1/1, so important if it wasn’t the winning car? Well, just three weeks before Le Mans was the 1,000 Kilometers of the Nürburgring and the factory wasn't going to enter a car there—the target was to win Le Mans—but Stirling Moss said, ‘Look we've won this race twice, we can win this race again. Just let me take the car there,’ and John Wyer agreed.” With a five minute and five second lead earned by the 17th lap, it appeared Moss wa

This week, join us for a late night cruise sitting shotgun in Sébastien Defaux’s 1985 BMW 316 across the cobblestones and lamplit streets of Lille, France. Like many young boys pushing toys around on the floor, Sébastien’s initial love for wheels came in the form of a firetruck infatuation. Obsessed with the vibrant red mobile extinguishers, it’s no surprise that Sébastien dreamt of growing up to become a firefighter himself one day. That profession plan stuck for a while, but it all changed when he came across a model of a Mercedes-Benz 300 SL. “Bye, bye, firefighters, hello, backfires,” Sébastien quips as he remembers the moment of transition, admitting that the form of the scaled-down Benz was enough to sway him away from the path of battling blazes and onto the track of sporting automobiles that would eventual lead him to the Ultimate Driving Machine. With a cousin already steeped in BMWs, not to mention an uncle who’d raced a 2002Tii around the Nürburgring, Sébastien became interested in the motorcars from Munich soon after that pivotal moment with the toy Gullwing, noting, “[My cousin] has owned a lot [of BMWs]. He’s an auto body mechanic, so he fixes a great deal of them.” Sébastien then finished school with his diploma in auto body repair after learning the trade under his cousin’s guidance. “This allowed me to get a closer feel for this brand's bodywork,” explains Sébastien, adding, “That's when the double grille managed to get me.” The BMW bug had bitten, and it left a permanent impression on Sébastien. While he adores many of the marque’s masterpieces, it was a happenstance run-in with an E30 M3 parked on the street that really influenced him when the time came to buy his first car. “I instantly fell in love with that model,” Sébastien tells us, “I was there facing her, and I thought, 'This is the one I need.'" While an E30 might seem like a perfectly suitable first car, many of us forget the ch

This week join us as we take a ride in Gary Corcoran’s prized De Tomaso Pantera along the mountain roads overlooking Los Angeles. Back in 1980, Gary was a recent college graduate who just had landed his first professional job. The company’s employees were offered a $250 automobile allowance as a perk after three years of employment—and that presented some opportunities for a young enthusiast. Subsidized rides are a nice benefit to anyone, but especially so for people like Gary. “I looked at a number of Corvettes, and I always loved exotic cars and looked at 246 Dinos,” Gary adds, “I actually came across [the Pantera] at a Ferrari dealership in Newport Beach while driving along Pacific Coast Highway.” Taken aback by the hard-edged and aggressive lines of the then-unknown car; he had to get a closer look to figure out who’d made the thing that caught his eye, and he promptly educated himself on the merits of the Pantera soon afterward. Having built a few American muscle cars back in high school, the Pantera’s Ford-derived 351 Cleveland V8 and ZF gearbox meant Gary could handle maintaining the otherwise exotic mid-engine sports car with ease, and he hasn’t looked back since, stating, “Although I paid the same price—about $20,000—that I could have spent on a 246 Dino, I’ve never regretted the decision, and today the Pantera enjoys a great increase in value and appreciation no matter where I go.” Gary enjoyed his beloved car for years, but as we know, life manages to get in the way sometimes. If wanting fun cars is a disease, then marriage, kids, and career were the vaccines that kept Gary from succumbing to the plans he’d laid out for the Pantera. That’s a dramatic way to put it though, and eventually (after 20 years of ownership and a few thoughts of selling along the way) Gary was able to get some work done to his hibernating Pantera. It began innocently enough. Gary brought his car to Don Byars at Full Throttle Pantera

This week we are paring down on horsepower and wheel-count while turning the charm up to 11 for a ride on the back of this 1957 Lambretta scooter. Though it began life inside the factory doors of Innocenti in Milan, this particular pale yellow sweetheart has spent its days in France, and mostly under the ownership of a single family. The 20-year-old current caretaker, Maxime Delestre, begins the story for us at the beginning, before recounting its tumultuous path through the decades. It exists now as a glossy and glinting example of post-war Italian design, but it hasn’t always been this way. The scooter became a part of the Delestre clan when Maxime’s great uncle Raymond purchased it in the ripe year of 1959. Having no license to drive a car, and given the popularity of these cheap and stylish modes of transportation (think Vespas, Lambrettas, Piaggios, lots of pastel colors accented in creme and chrome), he never even considered car ownership; it just wasn’t necessary. Raymond and his wife even took the little Lambretta on a 220-mile road trip one year. Luggage? Strapped to the rear tire. Why not? Using a scooter in place of a daily driver takes its toll though, and by 1970 it had fallen into a state of disrepair that rendered the cute cruiser inoperable. The issues relegated the Lambretta to occupying a space in the corner of the family’s barn, at Maxime’s grandmother’s house. And there it sat for just a year shy of two full decades of immobility. A sedentary lump of metal, the Lambretta sat amongst chickens and hay and other pastoral accoutrements, accumulating dust and the occasional chicken feather on top of the trove of memories still beating warmly in its soul. After the passing of his grandmother in 1989, Maxime and his family had to make a decision regarding the future of the forgotten scooter stored in her barn. 19 years had left it in a state of blight, and given that a neighbor had expressed interest in restoring it, the Dele

This week, in partnership with Mercedes-Benz, we take a ride in Jonathan Hodgman’s 1987 Mercedes-Benz AMG Hammer wagon along the lakeside roads just outside of Atlanta, Georgia. While today the AMG badge is an acronym known and revered for upscale German precision and performance, there was a time not too long ago when the cars of Aufrecht, Melcher, and Großaspach were produced independently, without official Mercedes oversight, as Mercedes didn’t officially absorb AMG as its in-house performance division until 1999. Though they may have more budget and a wider range of cars now, the AMG autos made before the merger were no less impressive machines. Far from it. More than a decade before the merger, in 1986, AMG began offering V8 engine upgrades for the W124 chassis—one of Mercedes’s most beloved mid-size sedans. Thanks to its understated but well-proportioned looks, excellent ergonomics, comfort, and solid out-of-the-box performance, the W124’s overall package was a competent one from the factory, but as we all know, everything can be improved. These traits made the vault-solid E-Class of the ‘80s an exceptional base to build upon, sure, but it was a wholly different car after AMG worked their magic, adding to the its capabilities by massaging nearly every aspect of the already exceptional platform. These V8-swapped W124s were designated as Hammers after some clever journalist coined the term when reviewing the Autobahn rocket, so it’s safe to say the AMG earned its name from the big bad V8s (which would include the 360-horsepower 5.6-liter V8 that made it the fastest sedan in the world at the time), but it wasn’t just the big tuned mill squeezed under hood that made the car such a success; AMG also reworked the transmission, suspension, brakes, and added an aero kit along with their equally blocky 17-inch three-piece wheels. It was the full package. And by 1987, AMG raised the performance bar once again with an even crazier 375-horsepo

Our films always aim to share the kinds of automotive stories that capture the essence of why enthusiasts like us love their cars beyond any physical or measurable properties; sometimes that means recounting the tales of obscure machines and their dedicated owners who are few in number but highly passionate, and then there are those centered around creations possessing a universal pull, a gravity around them that pulls us near and creates relationships with each of us in some form or another. The F40 falls emphatically in the latter group. We all know this car, we all have our opinions about it, and it’s safe to say even its detractors must acknowledge its significance not only in the history of Ferrari, but in the evolution and history of the supercar at large. It lives in the minds of everyone with more than a passing interest in high-performance automobiles, and for a lucky few, it lives in their garage. For father and son David and Cooper MacNeil, this is reality, but it will never be ordinary. As Cooper sums it up so succinctly, “To drive a red F40 really is a dream come true for me.” Having driven race cars for a decade now, it’s not like he’s been plopped into this car after solely spending time behind the wheel of a common commuter car. The F40 is about as close as possible to a race car for the street, and while that’s a cliche saying no doubt, it’s fitting here given the F40’s responsibility for so many utterances of it. The hallmark of any memorable performance vehicle is not just the capability to deliver speed and high-Gs though, as function without form is not enough to make forge the kind of yearning the F40 creates in so many minds. Indeed, this car represents a case of the form following an almost singular function, but it’s certainly not lacking in looks; at once sleek and full of right angles, defined creases, and punched-out negative space chopped into its planar panels, it is a definitive product of the 1980s that’s

The 911 T was the most stripped-down model in the range, and arguably the most pleasurable experience because of it. No excessive luxuries or functionality to take away from a pure driving experience.

Since 1988, Mike Muniz has owned this Toyota TE27 Corolla. In that time, its been street car, a drag car, a road race car, and currently it’s an homage to the TE27 rally cars that began with the chassis’ debut race at the 1973 RAC Rally.

When Enzo opened the doors to Ferrari 70 years ago, he could have hardly imagined the motorsports empire he was beginning. Twenty years later, when he debuted the 250 LM, there wasn't a doubt in the world that Ferrari was the pinnacle of design, style, and speed. This is the story of one of those rare and very special race cars.

There are many ways to measure the quality of a vehicle. Speed, rarity, and style are all tried and true favorites. But there's only one way to measure a Brütsch Mopetta: in smiles per gallon. In that category, this little peculiarity is number one.

This is the story of a 1991 Venturi 260 APC, an enthusiastic 24-year-old named Geordan Fusi, and a father and son bond over speed, style, and craftsmanship.

Ousted from a successful career as a chief engineer at Ferrari, Giotto Bizzarrini went off to build his own racing machines to compete on the international stage. Powered by a monstrous small block V8, this very car—Bizzarrini A3/C No. 0222—would go on to win its class at the 24 Hours of Le Mans in 1965.

A hearse is an unlikely hero car, but the converted Jaguar E-Type from Harold and Maude is one that’s worth reanimating. The original from the film was crushed and scrapped, but an enthusiast in Arizona has recreated a painstakingly perfect homage to the cult classic’s morbid but undeniably stylish Jag.

Losing a dad too soon in life is beyond difficult to deal with. Anthony Nicolo bonded with his from an early age, spending significant shared time around the Renault 8 in the family garage, teaching, learning. Building on these experiences and using what other mentors had passed on to him, Anthony would go on to build his late father’s Renault into a rally-inspired hot rod that honors their shared passion for these souped-up French classics.

You’ve heard the infamous origin story of Lamborghini, but what about another Italian sports car company that was birthed out of frustration with Enzo Ferrari? Renzo Rivolta decided to do something about his dissatisfaction with Ferrari cars, and so he built his own GT machine bearing his name: the Iso Rivolta. Giugiaro designed the car whilst employed at Bertone, and though it may seem quintessentially Italian, it has some international elements in its DNA too—namely the 5.4-liter Chevrolet Corvette V8 under its elegant hood. Though Renzo Rivolta passed suddenly in 1966, not long after the first Rivoltas were built, his story is being retold and rediscovered by the next enthusiast generation thanks to owners like Helmut Boening and his immaculate example of Italy’s muscled elegance.

The Volkswagen Golf GTI defined and led the wave of hot hatchbacks, but it’s harder these days to find early generations of the People’s Sports Car without questionable backstories and odd modifications. Andrew Tucker put in the time to find the right car, and his clean and complete 16-valve Mk2 GTI is a due reward for his efforts. It is a cult classic preserved as it should be, and it’s 27 years later it still offers dollops of driving joy alongside the inescapable nostalgia.

n this week’s film, we sit shotgun with Sean Lee for a drive around Los Angeles and its famed canyon roads in his first-generation 1991 Acura NSX. Tastefully modified with period-correct parts, this lithe streak of silver is an evolution of the stock car that was already a fantastic blend of sport and practicality, and though it isn’t factory-original, it has respectfully followed the trajectory, embodying the idea of “OEM plus.” It is, in a sense, more of an NSX than it was before; Sean has built upon the car, honing and enhancing this Honda (sorry, “Acura”) without coming at the cost of the car’s original identity.

When the Porsche 911T was introduced in 1968, it redefined the concept of sporting simplicity. In the years since, the ethos of the original has evolved to bring us the 2017 911 Carrera T. Though no longer the entry-level option it once was, the new T remains focused on the purity of the 911 experience; what isn’t necessary, isn’t there. It is light, focused, the antithesis to apathy, and tangible proof that some people still care about the way driving makes us feel.

Join us this week for a special film as we follow along with Marino Franchitti for a track session in Nick Mason’s 1959 Maserati Tipo 61 “Birdcage.” Delicate and purposeful in single swooping package, this is the car that defines what it means to be ethereal, and it is the best looking bit of motorsport engineering to be housed in a web of chromoly steel.

In this week’s film we head off to the French commune of Annemasse just outside of Switzerland, where we met multiple generations of the Degenève family as they recounted the story of this Toyota 2000GT. The clan operates the oldest Toyota dealer in the country, and at one point Jean-Pierre Degenève owned two of these cars. He was forced to sell them both, but decades later his sons tracked down this white example outside of Tokyo with the help of Toyota. After buying and then hiding the car from their father’s eyes for months, he was finally presented with it on his 70th birthday. That’s gifting tastefully.

Follow Petrolicious into the heartland of America as we pay a visit to Indiana to meet Matt Euson and his Porsche 911 reimagined by Singer Vehicle Design. Whether it’s a quick jaunt to the office, picking up the kids from football practice, or tearing through the secluded snakes of tarmac outside of town, this 911 is driven as it was built to be.