You can now buy a selection of TDRO photos in high-resolution digital format, on a canvas print, or a high-quality, hand-made stretched canvas!
Stretched Canvases are on sale now – prices start as low as $65.00!
Visit www.store.tdro.us to see our current selection!
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That’s right! The time has finally come! The first official addition to the TDRO garage has arrived… and it’s rather German.
Not only is it German, it’s nearly a classic. As you may have guessed by now if you follow me on social media (if you don’t, you really should), it is a BMW 325i. More specifically it is an E46 325i, making it one of the all time great BMW’s (at least in my mind). There are a number of reasons I chose this model and this particular car, but first let’s take a quick look at the E46 325i’s details.
The E46 325i began production in 2001, featuring a 2.5 liter straight-six blasting out a mind-bending 189 hp… okay, so maybe not so mind-bending after all. However, the car’s balance and cornering ability are what set it out as one of the all time greats. The combination of a well-balanced, rear-wheel-drive sedan with a manual transmission give the car a very sporty feel.
Okay so it’s no 812 Superfast and obviously, I haven’t chosen the 325 for its speed. While the M54 engine may not be particularly powerful by today’s standards, let’s keep in mind, this is a 16 year old car. In a sense, this car is nearly a classic. The E46 chassis was one of the last great designs before things began to uh… inflate. Modern cars are heavy and big. Lots of insulation. Lots of safety features. Lots of, well, everything. Not only has this made cars grow fatter and heavier, It has complicated in shrunk interiors. The E46 came just before this growth really began, and therefore doesn’t suffer the same weightiness. The doors are thin, the cabin is spacious despite the sedan’s compact design. The dash is simple, without too much clutter and gadgets to keep you from focusing on what you really need to.
At this point, you might be wondering, why not an M3? It has all the good looks and charm of the 325, but with the addition of a sixth gear and another 150 hp (nearly). The answer to that is simple. First of all, an E46 M3 in average condition costs about twice as much as a 325 or 330 in excellent condition. For the cost of an M3, I can get a 325 or 330 plus enough performance parts to make it considerably faster and better on track than the M3. When it came down to it, my choice between 325 and 330 came down to the best car available. Many (if not most) E46s on the used market have at some point been heavily modified and beaten to within an inch of its life by some guy who wears overpriced sports sunglasses and doesn’t know what heel-toe or throttle blipping is. Many of these cars probably have an ebay coffee-can muffler, a light-up shift knob atop a hacksawed off shifter lever and a “cold air intake” that sucks more mud and bugs into the intake than an anteater on Thanksgiving. Okay, maybe that is an exaggeration, but not by much.
This particular 325i has under 100k miles, essentially one owner (in California) and is in unusually immaculate condition. There are of course, a few minor flaws, but they can all easily be addressed. Over time, I plan to do a massive array of performance mods which will hopefully result in a car which is as fast or faster around a track as a new M3, for around the cost of a fifteen-year-old M3. Currently the car is bone stock, but that hasn’t stopped me from having a bit of fun – which you will see very soon! Now, it’s time to start preparing to get on track!
Track Day with Ryan Ogurek is proud to announce the TDRO Store will soon be open for business!
Track Day with Ryan Ogurek will soon include a new storefront where you can purchase high-resolution copies and high-quality canvas prints of your favorite photos from TDRO.
Our canvas prints are created from gallery-quality, eco-friendly, 100% PVC free canvas, and are wrapped on a flawless gallery-depth wood frame. These unique canvas photos can showcase your love for performance cars and will compliment any setting, with professional quality and craftsmanship.
Select photos and canvases will be available immediately upon the TDRO Store’s grand opening – date to be announced soon – and additional items will be announced in the future!
The TDRO Store will be launching soon, so keep an eye out for more announcements and possible coupon codes!
That’s right! It’s a new Ferrari! Set to replace the California, the Portofino will feature a host of improvements over its predecessor, along with new styling, a new chassis and more power! The question is: Will it be a “real Ferrari?”
The Ferrari California has remained the “entry-level” Ferrari for nearly ten years. Despite the length of its life, the California was never truly accepted until it was given new turbo-charged life with the California T for 2015. In many ways, it was too soft. The California’s looks were smoothed out; the edges softened, the corners rounded. The engine made a decent noise – when compared to a Mini – but it fell far short when compared to that of the 458 Spider. Its ride was smoother, but its abilities and intensity limited. The California was a great car, but was it a “real Ferrari?” Many felt not, and unfortunately the car went largely unnoticed by much of the Supercar world. Ferrari did manage to essentially remedy the problem in 2014, by adding in a turbo, bringing an additional 101 hp, and picking up some more aggressive styling cues. Now, they have taken that lesson forward to produce an all-new car.
The Portofino, which is set for a September debut in the Frankfurt International Auto Show, will arrive for the 2018 model year as the new Ferrari drop-top GT. While it hasn’t completely lost the downturned nose of the California, it certainly does have significantly more aggressive styling, and brings with it a new color: Rosso Portofino.
Along with better looks, the Portofino features a new, lighter, more rigid chassis to accompany its turbocharged V8. While being significantly lighter than the California T, the Portofino pushes out an additional 40 hp with the help of new pistons, connecting rods, and software. The increase in power and wieght reduction means the Portofino makes it from standstill to 62mph in just 3.5 seconds. Ferrari has also spent some time “enhancing” the sound from the Portofino’s exhaust.
The Portofino has also been fitted with Ferrari’s E-Diff3 electronic rear differential with F1-Trac. Ferrari has also decided to give the Portofino electronic steering, with a steering ratio reduced by seven percent. The damping system has been improved as well, to provide a better ride and performance simultaneously. Just in case you’re not sure what all that means, I’ll tell you. It means the Portofino can corner… aggressively.
Ferrari hasn’t stopped at looks and performance either. The Portofino features a new 10.2″ touchscreen infotainment system, new A/C, new seats (which Ferrari claims “boosts legroom for rear seat passengers,” although you may still have to decapitate them to close the top), a new steering wheel and a new wind deflector.
So it sounds like the Portofino could finally be a winning combination for an “entry-level” Ferrari. It’s fast, it looks good, sounds good (we expect), the top goes down and it might even fit unusually small adults into the rear seats. It sounds like, dare I say it, a “real Ferrari.” Although, I have to say, I’m still not that excited.
Those of you who who know me or have read a lot of my work will know, I love Ferraris. Ferrari is the only brand that consistently makes cars that make me want them more than anything else. I love the looks, the sound, and perhaps most of all, the way they drive. And for some reason, I’m still not that excited about the Portofino. Maybe it is just leftover criticism from the California, or maybe it is the fact that deep down I know Ferrari may never give us what we truly want: a bloodthirsty, drop-top, GT with ALL of the aggressive styling of the 812 and the very same V12 in the front.
Okay, so some of us are feeling a bit down about the fact that we aren’t yet flying around in Jetsons-like hovercars – but that’s okay, for soon we will have the Aston Martin Valkyrie.
In fact, cars seem to have gone the opposite direction of our nostalgic cartoon predictions – we try to push them downward into the road rather than making them fly. To some this may sound counterproductive, but since you have found your way here, I suspect that probably isn’t the case. If you are here, that means you probably love cars, and thus prefer them limited as such. However, we may be about to see that limit for road going cars raised… a whole hell of a lot.
The Aston Martin Valkyrie isn’t going to begin being delivered to the first lucky customers until sometime next year, and for many of us that can’t come soon enough. Not that we would be able to buy one, since between only 99 and 150 road cars will be made – including remaining prototypes and 25 track-only cars, but because it represents the next big step in hypercar performance. Not only does it mark the next big step, it does so while holding to the naturally aspirated V12 roots that petrolheads love in a hypercar.
The Valkyrie is being created in a collaborated effort by Aston Martin and Red Bull Racing, which brings some of the world’s leading Formula 1 and motorsport experience to the project. Details on the car are still few and far between, but based on what we do know there is no doubt the car’s performance will shatter current hypercar standards. The combination of lightweight technologies and materials, aerodynamic performance which will likely exceed that of an F1 car, and a V12 which we can expect to produce somewhere around or north of 1,000 bhp for a 1:1 power-to-weight ratio will undoubtedly make for an unprecedented combination.
So rest easy, we may not be flying, but who the hell wants to fly when you can drift the Valkyrie.
In an age of rapidly increasing technology and production ability, electric and autonomous vehicles seem to be set to thrive, despite the unfortunate aesthetics of concepts like Volkswagen’s Sedric (above). This leaves many petrolheads with a looming sense of fear and impending doom for the driver’s car. While the environment is, of course, an important factor, many of us would simply die off without the obnoxious symphony and toxic aroma of the petrol thirsty V12, or the tire shredding thrill of watching drift cars destroy their tyres and the environment at a similar rate. It seems we may have reached a golden age in the petrol powered automobile, but is it a final flare before the end?
Fully autonomous automobiles are still a ways off (at least as far as production models go), but they might be hitting dealership lots sooner than you think. Tesla’s fully electric cars have a semi-autonomous ability, which allows drivers to take their hands off the wheel while cruising, but that still requires the driver’s attention. However, many companies are hard at work developing fully autonomous technology, which would enable both fleet cars, public transportation and private vehicles to operate without any drivers or direct human input whatsoever. Surely, this will be the end of cars meant to be driven and enjoyed, right? We must only be a few years away from some autonomous reality similar to that seen in the hit movie “iRobot.” We even saw the spherical wheels and tires from that movie on display at the Geneva International Motor Show.
Fortunately, I don’t think the reality of tomorrow is that dark and gloomy. The reality of it is, manually driven vehicles will remain for those of us who choose to buy and drive them. Mass autonomous technology will only serve to make our drives more predictable and, quite likely, more pleasant. With advances in dual-clutch, flappy-paddle gearboxes, everyone feared the death of the manual gearbox; now we have the 911 R and the new 911 GT3 is being offered with an optional manual gearbox. We have the Jaguar F-Type SVR and its manual V8 which sounds like Thor in a frantic rage. And let’s not forget the Aston Martin GT8, or perhaps the fact that you can still buy a brand new 1967 Shelby Cobra.
Not only that, electric motors have proven to create some of the most insane vehicles on the road today, such as the Tesla Model S P100D and its 2.28 second 0 to 60 mph, or the Rimac Concept_One (below). When coupled with petrol power, electric motors can contribute to what have become the undisputed greatest cars of the current generation – the Ferrari LaFerrari, McLaren P1, and Porsche 918 (you might also want to include the Koenigsegg Regera).
The fact is, while the future of society en masse may be electric and autonomous, there will remain a demand for driver’s cars, sports cars and super cars. There will remain a demand for glorious petrol power, just as there has remained a demand for simple, manual gearbox, soundproofing free machines of unrestricted passion, soul and driving experience.
Lamborghini shocked the motoring world when they released video of a camouflaged Huracán Performante doing an insanely fast 6:52.01 lap time around the Nürburgring Nordschleife. Welcome to the new king of the ‘Ring, the 2017 Lamborghini Huracán Performante.
The Huracán Performante was welcomed into the world with shock, awe, skepticism, and outright controversy. After the Porsche 918 -which is considerably more powerful and faster in a straight line than the Huracán Performante – set a 6:57.00 around the historic German track, the world expected only an equally revolutionary hypercar would beat the time. To see a supercar – let alone a toned-up Huracán coupé, which set a 7:28.00 – beat the German hypercar seemed improbable, if not impossible.
Some stated their case, laying out evidence which might indicate the lap video to be manufactured or otherwise altered. However strong some of the evidence may have appeared, Lamborghini was able to quickly dispel such claims by releasing GPS data, confirming the record breaking lap time as legitimate. Porsche fans and hypercar fans were forced to accept the painful reality that a lightweight bedroom-poster supercar had taken down the almighty hypercar at the almighty Nordschleife.
“[The Huracán Performante] illustrates the pinnacle of Lamborghini V10 producation car performance to date, on both track and road, and is perfectly exemplified by its name.” – Stefano Domenicali, Automobili Lamborghini Chairman and C.E.O.
As expected, the Huracán Performante was finally revealed at the Geneva International Motor Show in full detail… and it certainly begins to explain the, frankly, ridiculous lap time. While other manufacturers in the super-sports car sector may be focused on driver engagement and bringing back manual transmissions or holding to traditions while raising the bar, Lamborghini has gone for maximum technology. The car’s frame is composed of aluminium and carbon fiber, and the body is produced from Lamborghini’s own “Forged Composite.”
The use of these high tech materials make the car extremely light, just 1,382 kg (3,047 lbs) dry. Combine that with the 640 hp 5.2 liter V10, and you get 0 to 62 mph in just 2.9 seconds and a top speed over 202 mph. Not only can it go fast, it stops fast too: 62 mph to 0 in just 31 meters.
The real magic, however, comes from the increasingly common practice of manipulating airflow over and under (and through) the vehicle. Lamborghini’s “Aerodinamica Lamborghini Attiva” creates the ability to have variable downforce and drag through active aerodynamics and electronically controlled air channels. You might think of it as being similar to having a DRS system found in an F1 car, except it works at both front and rear, and uses channels rather than simply stalling the rear wing.
At high throttle, the ALA system is activated to provide maximum acceleration and top speed, reducing drag on the front splitter and the rear spoiler by opening channels directing air under the car and under the rear wing. When the ALA system is deactivated, the channels close, directing air over the wings and splitter to create an amazing 750% more downforce than the Huracán coupé. The ALA system also keeps the driver up to speed on what it is doing through a dedicated display in the dash.
The interior is as you would expect, with alcantara fabric and lightweight materials, however, optional comfort seats are available. The driver displays are configurable “depending on driving mode selected: Strada, Sport or Corsa.” The Huracán Performante also supports Apple CarPlay and the Lamborghini telemetry system.
The first examples of the Huracán Performante will be delivered this summer, with prices starting at $274,390.
What do you think? Are Lamborghini heading in the direction you think they should go?
The new Porsche 911 GT3 is looking better than ever, largely thanks to more power and the return of the optional six-speed manual gearbox.
It seems that as quickly as the manual gearbox began to disappear from the high-performance sports car sector, it has made its return. As flappy-paddles took over for their ease and superior performance, enthusiasts cried out and the value of cars with manual transmissions began to skyrocket. Following the success of the manual-only 911 R, Porsche has decided to give us what we really want – an optional six-speed manual gearbox on the new 911 GT3.
The new GT3 features a new 5.0 liter flat-six, lifted straight out of the 911 GT3 Cup race car, which produces 500 hp. Combine that with a wet weight of only 1,430 kg (3,153 lbs) and you get to 62 mph from a standstill in just 3.4 seconds with the standard seven-speed PDK gearbox, or in 3.9 seconds with the manual. While the launch might be slightly slower, the good news is the manual will take you 2 km/h faster, to a top speed of 320 km/h (198 mph).
On the track, the new 911 GT3 should feel even more at home, where the standard rear steering can allow for some liveliness. Not only that, the standard “Connect Plus module” and “Track Precision app” will allow you to track your performance on your smartphone.
If you have the €152,416 base price to spare, you can order yours today, and see it delivered sometime after May.
RUF Automobile GmbH have answered our prayers and brought the return of the “Yellow Bird.” Best of all, this time it is all original, nearly all carbon-fiber and propelled by RUF’s own 710 horsepower flat-six.
The RUF CTR “Yellow Bird” made its debut in 1987, and almost instantly became a legend. RUF took the 911, made it lighter, more powerful, integrated a roll-cage and improved the suspension and brakes and more. What resulted was a supercar with the looks and sounds of a 911, but could compete with the likes of the Ferrari Testarossa and the Porsche 959. The 1987 “Yellow Bird” reached an incredible 213 mph during testing, sealing its place in the books of motoring history.
Tuesday at the Geneva International Motor Show, RUF Automobile GmbH revealed the all new 2017 RUF CTR. To anyone familiar with the original CTR “Yellow Bird” (pictured below) the so-called “nods” to the original are immediately obvious. What isn’t quite so obvious, however, is the fact that the car is RUF’s first entirely original car.
The 2017 CTR features a “bespoke carbon-fiber monocoque chassis,” and a weight-to-power ratio of 3.46 lbs per horsepower. The body panels are carbon-fiber too, but don’t worry, the integrated roll-cage is still steel. In total, the car weighs in at only 2,640 lbs (1,200 kg).
In keeping with the original “Yellow Bird,” the new CTR focuses on an analog minimalist design. The interior is lined with alcantara and carbon-fiber, and best of all, you will notice the three aluminium pedals for the driver.
The six-speed manual gearbox connects the rear wheels to the 710 PS 3.6 liter twin-turbo flat-six, made by RUF themselves. The engine produces a mind shredding 649 lb-ft of torque to propel the CTR from 0 to 60 in under 3.5 seconds and to 125 mph in under 9 seconds. In true “Yellow Bird” fashion, the top speed is a blistering 223 mph.
And thus, RUF fans can rejoice, for the “Yellow Bird” has returned, and their hero flies once again.
At the Geneva International Motor Show on Tuesday, McLaren have finally revealed their latest 710 brake horsepower addition to the “Super Series,” the 720S, to replace the 650S.
The first of “the second-generation Super Series,” the 720S introduces a host of new features and tech – not to mention the 720 hp, twin-turbo 4.0 liter V8 which powers it. McLaren claims the will raise “previously accepted limits of performance in the supercar sector.” And based on what we see, it may very well do just that, despite stiff competition from Ferrari. This is McLaren we’re talking about, however, so did you really expect anything less?
“Super Series is the core of the McLaren business and personifies the blend of extreme performance, crafted luxury and unparalleled driver involvement that is the McLaren heartland. This is the first time we have replaced a product family and the new 720S is absolutely true to McLaren’s pioneering spirit in being a revolutionary leap forwards, both for our brand and the supercar segment.” – Mike Flewitt, Chief Executive Officer, McLaren Automotive
You might immediately notice the lack of the radiator intakes which is so distinctive to make mid-rear engined supercars. On the 720S, however, the intakes are channeled through the doors in what McLaren calls a “double-skin,” (see below).
The new four liter creates 720 hp and 568 lb-ft of torque, which is capable of propelling the car to a claimed top speed of 212 mph. That may not be an unprecedented top speed, but the more remarkable figures are the acceleration and braking. McLaren claims 0 to 60mph takes just 2.8 seconds, to 124 mph takes just 7.8 seconds. Stopping from 124 mph takes a stomach emptying 4.6 seconds.
As you would expect, the 720S is built on McLaren’s MonoCage II carbon fibre tub. Depending on the spec, the car can have a minimum dry weight of only 2,828.5 lbs (1,283 kg), which would help to explain the ridiculous numbers listed in the previous paragraph. Combine the power-to-weight ratio of as much as 561 PS per tonne (that’s about 31 more than a Bugatti Veyron), with McLaren’s new generation of “Proactive Chassis Control,” and you can see how this is forming a pretty astonishing recipe.
Inside, the car is as elegant as you would come to expect from McLaren, and incorporates a futuristic flip up instrument cluster. McLaren says the 720S, “establishes new standards in the supercar segment for visibility, space and comfort.” Seeing how the 650S has been held as potentially the most useable supercar, I wouldn’t expect the 720S to fall short.
The 720S will be produced in three trim levels, with “Performance” and “Luxury” trims available on top of the standard car. The first examples of the 720S will begin delivery in May, meaning the car is already available for sale, if you can cough up the £208,600 base price.
What do you think? Is the 720S set to be the new king of the supercar segment? If price were no object would you rather have this or the Pagani Huayra Roadster?