Of IOPs and Latency

Posted: April 28, 2013 in Computers and Internet

Some topics are both endless and endlessly confusing. Over the years I’ve done the “IOPs talk” under the banner of a number of different employers while representing quite differing solutions. One constant though, is that the topic is complex. Another is that the devil is in the details and it is an area where deliberately opaque marketing has lots of room to fudge things. One aspect of this topic that is particularly confusing is the relationship between IOPs and latency and why, somewhat counterintuitively, the two do not necessarily scale linearly. Since this specific area isn’t one where a ton has been written, I thought it was worth an entry. Before diving into it, it’s probably a good idea to level set on some terms:

1 – IOPS – Input Outputs per second. Simply put, computers deal with moving data around. In and out of memory, in and out of storage, in and out of peripherals, etc. IOPS is a way to put a measurement around this movement of data. Notice that there is absolutely nothing inherent in the term that indicates volume, nor is there any distinction made about the ratio of inputs to outputs; that’s important. It’s a very simple metric really. The only thing implicit in IOPS is that there is some number of both “inputs” and “outputs” happening in one second.

2 – Latency – latency is the amount of time that passes between the request being made of the storage system for some data and that data actually being delivered. Inside that period sits the entire voodoo of a storage subsystem. When the question is asked “what contributes to storage subsystem latency?”, the real answer is “everything”. With magnetic disks, some things to keep in mind are rotational latency, seek time and lookup logic overhead. With solid state disks some things to keep in mind are memory chip response time, controller efficiency and overall storage health (extremely important when dealing with write latency on an SSD that has been in service for a while). These measurements are just for the individual disk elements though. The latency of an entire storage subsystem is also dependent on a myriad of other factors: cache quantity and efficiency, controller speed and configuration, physical and logical protocols, disk protection schemes, file system type and efficiency and on and on.

3 – Throughput – disk throughput is the actual data transfer rate expressed in megabytes per second (MB/s) or even in gigabytes per second (GB/s). Contributing factors here are pretty much everything covered above under latency. All of it is related since we are ultimately talking about how much data can be written to, or read from the storage system in one second.

In addition to the above definitions, some “rule of thumb” metric are useful to keep in mind in terms of the typical performance that one can expect from common disk types. I’ll also try to cover just a bit of how these devices actually work as a refresher:

1 – 7200 RPM SATA or NL-SAS Drives70-80 IOPS – traditional magnetic media hard disks are comprised of a stack of metal platters spinning at a high rate of speed. Disk heads capable of reading changes in magnetic polarity, and converting them to an electrical signal, fly over the surface of the platters as they spin, moving in towards the center or out towards the edge as needed based on the location of the data being requested. The surface of the disk is logically organized into tracks and sectors. Tracks can be thought of as concentric circles from innermost to outermost edge like the grooves on a record, and sectors are blocks of data within the tracks. A sector is 512 bytes of contiguous data. Magnetic media hard disks are ranked and categorized by a few key metrics. The most important one is their rotational speed (as relates to performance anyhow – capacity is the most obvious metric but only has a tangential relation to performance typically). In our case here the rotational speed is 7200 revolutions per minute or 120 revolutions per second. Another important characteristic of note is the seek time which is how long it takes the disk heads to move in and out across the surface of the disk. Seek time is actually a multi-dimensional metric. The average seek time is a general measurement that typically expresses the time it takes for the head to seek across roughly one third of the disk surface. The detailed calculation would be the time it takes to seek to each track, cumulatively, divided by the number of tracks n the surface. The maximum seek time is the time it takes the head to move from the outermost track on the disk surface to the innermost track. The last characteristic worth noting is the disk protocol. The protocol defines the physical method by which the disk connects (cabling, signaling, encoding, etc) and the logical structure of the data it transfers. In our case we are talking about “serial AT attached (SATA)” and “near line serial attached SCSI (NL-SAS)” disks. In other words, cheap commodity disks.

2 – 15,000 RPM FC or SAS Drives150-180 IOPS – everything said above applies here except these disks rotate faster (15,000 revolutions per minute) and typically connect using either the fiber channel (FC) or serial attached SCSI (SAS) protocols.

3 – SSD3500+ IOPS – solid state disks are a whole different ball game. None of the detail above applies. Instead of a set of spinning platters and flying heads, solid state disks use an array of memory chips and a memory controller. These memory chips are NAND flash chips which basically means that their electrical charge state can be changed by passing electrical current through a chemical layer and this state is held even when no power is being applied. So these memory chips hold their data after being powered off. The memory chips in solid state disks are accessed a block at a time with blocks being typically 4KB of data. One interesting and important complexity is that the chips cannot be overwritten. They can only be read, written and erased. Once a block has been written to, in order to be used again for new data, it must be erased. Because the gate that keeps the state of the chips constant is chemical, SSD blocks must be erased in larger groups called erase blocks. Keeping it simple, the erase block size is a result of the physical packaging of the SSD. For manufacturing efficiency, a certain number of memory cells will share a common substrate and, as a result of the way the chemical process for erasing works, all of the cells sharing the substrate must be erased together. Keep in mind that this is all semi conductor internals that we are discussing. If you look at an SSD you will see a number of memory chips surface mounted to a board. These chips are very dense. So inside the NAND flash module chip are multiple individual layers. These layers are made up of the individual memory cells which represent either 1 (for Single Layer Cell – SLC) or more (for Multi-Layer Cell – MLC) bits. So to recap the cells are arranged into blocks and the blocks are arranged into separate substrate groups (physically) which form the erase blocks. What all of this means in the real world is that write performance can vary dramatically when discussing SSD to the point where the difference can be orders of magnitude. Write degradation is the term applied to the disk “filling up” over time (and subsequent writes requiring a read/erase/write cycle) and this leads to “write amplification” where a write operation actually takes quite a few more operations than expected as data is moved around in order to accommodate the new write request. Manufacturers have tried to mitigate this phenomenon by getting better and smarter with garbage collection (proactive handling of written, but flagged for deletion) blocks and operating systems have as well (through the implementation of things like TRIM which also seek to optimize the disk during idle time)

The above is probably a bit more of a primer than I wanted and yet in reality barely scratches the surface; such is the nature of storage. There is a ton of complexity in both the physical and logical layers as well as in individual design, architecure and implementation of a storage subsystem. But tying back to the original point of this entry, what is the best way to think about the relationship between latency and IOPS? Consider the following:

  • 1 second is 1000ms
  • A hypothetical storage subsystem is quoted as delivering 10000 4KB read IOPS at 50ms latency (this is a rare fully transparent vendor!)

What does the above really tell us? Lets break it down. When presented with 4KB I/O read requests, the storage system was able to deliver 10000 IOPS, but with a 50ms latency. How does that latency figure shape what the real world performance of this array would look like?

1000 / 50 = 20

With a 50ms latency factor, this storage system basically is able to respond to requests 20 times in 1 second

10000 * 4000 = 40000000

It was determined that the storage system was able to deliver 10000 4KB read IOPS sustained. 4KB is a 4000 byte IO and there are 10000 of them in a second or 40MB of data in one second. If we take this hypothetical scenario one step farther, we can interpolate:

40000000 / 20 = 2000000
2000000 / 4000 = 500

We first determined that at 50ms latency the storage system is delivering data 20 times in a second. We then determined that based on being able to deliver 10000 4KB IOPS it delivered 40MB of data across those 20 transfer cycles. Doing some quick calculations we see that in the 50ms it performed 500 IOs in order to deliver the 2MB of data that would be required to sustain 40MB in 1 second.

It’s worth noting that this is a very synthetic scenario. We are ignoring lots of real factors like caching and buffering and are also ignoring any possibility of variability. We are also simplifying to read only. For these purposes that’s fine in order to enforce the concept, however. Introducing these elements wouldn’t alter the basic concept.

The calculations above are pretty basic and largely common sense. What is interesting to consider, however, is how altering the storage systems characteristics, optimizing for either throughput or latency, would impact the result.

Lets keep the scenario the same: an application issuing stead 4KB reads only. The storage architect this time has been instructed to increase throughput. There are lots of ways this could be achieved including adding spindles. No requirement was made for improved latency. The new storage configuration was able to deliver double the IOPS for a total sustained of 20000. Because latency is still 50ms, there are still 20 transfers in a second, each transfer now delivers 4MB, for a total of 80MB / second.

This is a great improvement, but lets say the application really needs smaller amounts of data more quickly. If the application needs data every 10ms, there is going to be serious real world impact if latency is 50ms. Consider a storage system reconfigured for latency. Possible options here might include optimizing cache, using higher performing spindles, a lower overhead protection scheme, etc. After reconfiguration it is found that latency is now 10ms, but IOPS actually reduced to

1000 / 10 = 100

We now have 100 transfer cycles in the 1 second sample period at 10ms latency. With the new spindle configuration, however, only 90 4KB read IOs can be executed. This translates to 9000 IOPS, or 36MB per second, lower throughput and IO actually than even the original scenario, but delivered at much lower latency (10ms vs 50ms) and thus a much better match to the application profile. Of course in some cases it might be required to optimize for both: very high IO and very low latency. These configurations would require a fast controller, multiple high speed interfaces, large intelligent cache, lots of fast spindles (or SSD) and a low overhead protection scheme (RAID 10 rather than RAID 5 or 6).

In conclusion the main take away is that while latency and IOPS are related, they are not related in a directly linearly way. There are lots of levers a storage architect can pull and some will result in a configuration that responds very quickly, but doesn’t move a ton of data with each response, whereas other configurations can be built that are slower to respond but respond with a much larger data set.


WIth Glass shipping the apologists are out in force. This was a genius move by Google. We will be living “Ghost in the Shell”, with absolutely zero regulation or controls, before we realize what happened. The technorati, high on their latest toy and self-importance, will focus on their retweet and click count and evangelize the heck out of this for free on Facebook, Twitter, Google+ and a myriad of blogs. In the meantime Google will quickly build the back-end links to infinite storage and on demand big data analytics (GCE), and prepare to sell access to the content to the highest bidder.

Expect the technology to evolve and miniaturize quickly and for the defaults to end up “store infinitely in the cloud with access set to “public” and content rights set to “anyone can use” for any purpose”.  It seems it is difficult to even get the conversation started around what cautions we should be exercising without being shouted down by the very same voices who certainly were angrily shouting down police drones and universal surreptitious security cameras.  Most folks seem to feel that all of the potential worst case scenarios will simply expedite the transition to whatever they view as a utopian state.  In other words the abuses are ok as long as the result is an outcome they like.  This is the most dangerous type of rationalization, in my opinion, and is actually the definition of the slippery slope.  As an example of this, lately I have been using the (very real) potential use case of insurance adjusters scanning a crowd with facial recognition and, upon recognizing policy holders at McDonald’s, clandestinely upping their risk profile and, subsequently, their insurance cost.

It is troubling how many take this bait.  The response has overwhelmingly been “good! we need to end obesity!  Ban McDonalds! It is poison!” OK.  So using an intrusive technology to ban McDonalds is wonderful, but it is “preposterous” to consider banning Glass?  Not that I want to ban Glass mind you, or believe that anything really can be banned, but it is very interesting how the hypocrisy plays out.  My backup analogy in these cases is the equally likely (more likely actually) possibility of police using Glass linked to facial recognition to identify “high risk” individuals and “stop and search” at will.  The “ban McDonalds” crowd doesn’t like this one.  But, surprise surprise, their natural opponents very much do.  Hey, “if you’re not doing anything wrong, you have nothing to worry about!”  Personally I find both scenarios equally troubling.

In any event, farewell privacy! We hardly knew ye! Future generations will look back, as they live a life completely controlled by the influence of institutions with intimate knowledge of their every move, and ask “how did people allow this to happen? Why did this seem like a good idea?”  I suspect we are going to squander an opportunity to proactively have an important societal conversation and will only react when it is too late; when the technology has collapsed into a contact lens and is ubiquitous with permanent high speed uplinks and unbreakable legal, and technological, hooks to deep analytics.  At that point, much like with the gun control issue we will want a reasonable conversation but will be unable to have one.

Image courtesy of ZDNet

Image courtesy of ZDNet


It’s truly amazing to me, but we have finally arrived at the last entry.  It’s sort of hard to believe, and just the slightest bit disturbing, that it took 21 entries chronicling 23 cars total to reach this point.  I mentioned that I hope this has been an entertaining series, but hopefully it has been informative as well.   Who knows, maybe it will even save someone some money!  Pay it forward!

With all of the vehicles that have passed into, and out of, my garage bays over the past twenty five years, what cars occupy the places of honor in the stable today?  And what is the over/under on any of these cars sticking around?  Not to mention looking back, does anything really stand out?  These are the topics I’ll try to tackle in this final wrap up.

When we left off the GTR was getting traded in for some sort of utility vehicle which is almost comical in its injustice.  What utility vehicle would dare occupy the empty parking spot left by the GTR?  In some ways, it was a bit of a surprise honestly but in others, not so much.

Ever since it’s first unveiling I had been really impressed by the Land Rover Evoque and, even though we had sworn off Land Roverit continued to intrigue me.  As a rule, I tend to hate the boulevard cruiser SUVs and have been universally unimpressed with the “crossover” category as well.  I like trucks that look like trucks and cars that look like cars, as a rule.  Well every rule needs an exception and the really compelling design of the Evoque (thanks Vicky Beckham! egads!) was proving to be that exception.  We rolled into Bennett Land Rover to take a look and possibly take advantage of their Labor Day 2012 event.  And of course, we rolled in with the GTR and rolled out the same day with….

Now *that* is a crossover done right!

Utility – 2012 Land Rover Range Rover Evoque Pure Plus Edition

Man… If Mitsu was bad with the ridiculously long naming conventions, what can we say about Land Rover?  That has to be some sort of record.  And of course in classic automative fan snobbery fashion, the Evoque is absolutely rejected by Range Rover purists (is anyone surprised by this?), so you can’t even really just call it a Ranger Rover.  I tend to just refer to it as “the Evoque”.  Land Rover does a super impressive job with the base equipment on the baby Rover which is good, because it meant we could get away with minimal options.  Ours is black (obviously) over black with navigation, the “vision” package (adds backup camera) and satellite radio.  Pure plus, incidentally, gives you a wonderful panoramic roof that the kid is absolutely in love with.

Build quality on the Evoque is fantastic and the materials are excellent.  I have had a vibration develop somewhere in the driver footwell, but other than that it is still tight and quiet at 7,000 miles.  The materials look like they will wear well and we shall see over time.  The seats are extremely comfortable and supportive, with extremely nice leather, and the interior design is excellent.  There are lots of nice touches like color selectable ambient lighting all over the place, exterior lights to illuminate entry that project a silhouette of the car and extensive use of brushed aluminum trim.  The entertainment system is well designed and intuitive and the audio quality from the Meridian speakers is excellent.  The seating position for the driver is excellent and both front seats are power and nicely adjustable.  All controls are in reach and straightforward which is always welcome in a complex vehicle (multiple AWD modes in this case)

On the road, the little 2.0L 240HP, 250tq 4 cylinder turbo, mated to a 5 speed automatic transmission, delivers solid performance with minimal lag.  60 comes in about 7 seconds which is pretty impressive for a 3900lb SUV and handling is much more car than truck as befits a crossover.  The AWD system is phenomenal though, and there is a whopping 8.3 inches of ground clearance, as befits a Land Rover.  The Evoque is one crossover that actually can go off road and can easily handle Northeastern winters.

So far I am loving this little truck. It’s a pleasure to drive and looks fantastic.  It is a quality build all around and a match for it’s competitors (X1, Audi Allroad, etc)  The AWD and off road capabilities are superior for the category and it even manages to be just a bit sporty.  Interestingly I am finding that the Evoque gets quite a bit of attention.  Nothing like the GTR, thankfully, but surprisingly more than the 911 did!  So that’s the Evoque.  What is going on these days with “hers”?

Oh no she didn't!

Oh no she didn’t!

2013 Mini Cooper Countryman S All4

Oh yes she did!  In search of ever tinier cars that can still carry grown humans and realistically be used year round for hauling around kids and groceries, the late 2011 release of the 4 door AWD mini did not go unnoticed by the wife.  Unfortunately we had just leased the 335xi, so we missed the boat on the first wave.  We resigned ourselves to waiting for 335xi lease end before pulling the switch, but then we made the mistake of having her go drive one. It was all over at that point.  The dealer worked something out with us and, with a $37,000 buyout on the BMW, I got $34,000 and ended up rolling $3000 in negative equity into the Mini lease.  Considering the really attractive incentives for the current Countryman lease deal, it didn’t turn out so badly and the payment still went down.  The main thing is the wife is happy and happy wife is happy life which is certainly worth a few thousand in negative equity if you can swing it!

For the Mini, I’m going to act mainly as a go between and transcribe her opinion so far.  In the wife’s words, the All4 is noticeably “less zippy” than the 335xi.  This isn’t a shock coming from a Dinan stage 2 down to the little 1.8L turbo 4 in the Mini (good for about 6.9 seconds to 60).  She is still adjusting the the lack of performance and hopefully will be able to make the transition.  It’s really a matter of just adjusting throttle input accordingly.  Where you never really need to lay into the 335xi Dinan stage 2 under normal conditions, you frequently need to lay into the Mini.  Handling wise she loves it and actually feels it has less body roll than the 335 which might actually be possible.  The steering is firm and communicative and has a BMW feel to me and the brakes are responsive and strong enough to give reassuring stops given the light weight.  Time will tell on the AWD system, but we suspect it will be good in the snow, especially with the healthy 6.3 inches of clearance, and that is the main criteria for us.  The backseat is “nice and roomy” and the cargo bay is “easy to get to” and “big enough”.  Sounds like a winner so far!  I think, like most Mini owners, she is mainly enamored with the charm and personality of the thing (it has those in spades), and the super compact size.  As “usable” cars go, this thing is really small!  And that leaves us with just one more vehicle to profile!  ”His”!

The smart money had this figured!

\ The smart money had this figured!

2008 BMW M3 Coupe (DCT)

I mean really, this is no surprise is it?  I’ve already said I’m an unapologetic fanboy, I’m somewhat partial to Euro style, and I’ve been on a search (seemingly eternally) for a very careful blend of visceral, sporting, intimate and yet practical.  M3?  Check all boxes.  E90 M3? Check ‘em in dark black marker!  What can I say about this thing?  It’s a 2008 DCT and it literally has every possible option.  The original sticker had to be serious nose bleed territory.  I picked her up for $39,000 with 2 prior owners and 46,000 miles.  She started life as a lease, followed by 2 years as a CPO, followed by me.  Always bought from and maintained by premium BMW dealers.  Surprise surprise, the BMW ‘full circle’ lifecycle spins on.

So what are my thoughts now that I am behind the wheel of an M3; something which seems like it was fated to have inevitably happened?  Well I could say I am love and that would be true.  But I think that would be a bit less than useful.  The M3 is a car that is on a super high pedestal.  It hardly needs more gushing, so I’ll focus on some objective “brutal truth” type observations.

First is that I would say the DCT M3 is 90% of a PDK 911 combined with 99% of a regular 3 series’s usability.  That’s actually an extremely impressive thing!  So do I think the M3 falls short of the 911?  I do in some ways.  At least the 997 911 which I have some seat time in.  The 991 I am not so sure; the character of the 911 has changed a bit and those changes could actually bring the M3 even, or even push it ahead.  As it stands though, the two things I prefer about the 997 are that it feels more intimate (there’s that word again!), smaller and lighter and more sporting, and that the steering is just a bit better.  On the steering front, it is really hard to match Porsche for steering feel and feedback.  Even the actual steering wheel is perfect.  That said, the M3, by my estimation, is 90% of one of the best sports cars ever created; and it’s a sedan. I think that’s a big deal and an absolutely amazing accomplishment.  The fact that roaring along in an M3 can be considered nearly indistinguishable from roaring along in a modern 911 is a testament of BMW’s focus and commitment to creating the “ultimate driving machine” (yikes! I went there).

The second thing I will point out about the DCT M3 is that I still continue to both love and hate DCT.  BMW has done a fantastic job of sort of insulating you from the DCT (it’s less clunky sounding than a typical dual clutch and usually smoother), but once again those pesky physics get in the way.  There are still those “oh noes!” moments when you wonder just what exactly it is the computer is doing before you start moving, or where you catch it in the wrong gear and lug along.  One thing I haven’t mentioned is that a remedy for all of these dual clutches is to run them in the sportiest version of manual mode available.  So it’s worth noting that all of my comments relate to the automatic modes of these transmissions.

The last point I want to make is that the combination of a low torque V8, and the quirkiness of a dual clutch, leads to something less than a total monster on the street.  While the DCT coupe is good for probably 4.1 to 4.2 to 60, blisteringly quick, it doesn’t necessarily feel that quick.  By comparison, before pulling the trigger on the M3 I checked out a rogues gallery of cars: S4, S5 and C63 AMG, all of roughly the same vintage.  Of all of these cars, the C63 AMG stood out.  On that car, the combination of massive torque and an actual automatic transmission makes for insane street starts.  The C63 AMG feels actually much quicker than it is and really quicker than any car I’ve driven including my GTR!  Yikes! Did I just say that?  I did!  Now mind you it isn’t quicker.  The AMG can pull 60 in about 3.9 seconds, but it absolutely feels quicker.  That’s the magic of a ridiculous engine mated to a small car and a well tuned torque converter.  The latest AMGs are now dual clutch and I can almost guarantee I’d notice if I were to drive one.

So what have I learned after 25 years of ownership and a ridiculous 23 cars?  Well for one I’ve learned that I have “car ADD” and need help.  For another I’ve learned that I probably have wasted enough money on cars that I’m going to need to spend a few extra years working (like 10 or 12), or die early and monetize myself through life insurance!  Oh? Right.  Lessons learned about the cars.   I get it!

First, the GTR.  The GTR lives up to its legend and is everything people think it is.  If your primary focus is performance, and you like to be seen, and you don’t really care about interior design and build quality, and your definition of “driver engagement” is broad, there is nothing that can touch it.  To match the GTR you need a $180k Porsche 911 Turbo S.  Now in my opinion, if you do care about materials quality, and you crave a smaller, intimate experience, that price difference will be worth it.  If you can swing it.  Personally, I don’t think these cars really get cross shopped in this way even though people like to think they do.  The buyer of a $200k car isn’t really the buyer of a $90k car.  Once you can buy a $90k car you realize that.  Even used, it takes a 911 Turbo S a looong while to make it down to the price of a new GTR, and then there is the maintenance.  So the GTRs only real absolute performance competition is essentially addressing a different market.  And yet it actually doesn’t sell well at all.  My personal feeling on this is that once you pass a certain price point, the Japanese marques can’t really move performance cars.  Sure Lexus manages to move some high dollar luxury boats, and there is the crazy LFA, but its hard to argue with market performance.  The NSX and GTR are not examples of big commercial success and yet something like the Corvette Z06 is.  What this translates to, in my opinion, is a car that will hold its value really well.  The GTR is nearly immune to depreciation and, over time, I expect interest in it to increase. If you want one, and can afford one, buy one now and do not wait.  You will be happy.

Next, the Evo X.  Ah, the Evo  Another car that lives up to its legend.  The Evo is just so damn good at everything that it’s truly sublime.  It feels like it can handle anything you can throw at it, so you throw things at it, and it handles them.  I never felt nervous going hot into a curve with the Evo.  Maybe it needs more power (actually it definitely needs more power), and it just might be better with the 5 speed (actually…), but it is still a work of art.  Unfortunately, it’s also super low rent.  It never quite fully escapes the econobox roots despite its brilliance and that is too bad.  As with the GTR, though, anyone for who this is irrelevant will be thrilled by the Evo.  With the MR, how the SST dual clutch will hold up over time, and if the aftermarket will be able to service them once warranties end, will be a big determining factor since, unlike the GTR, I suspect the Evo MR will depreciate regularly.  The $10k transmission repair on the $10k car problem is a real one.

How about the NSX?  Ah… The NSX.  As a point in time snapshot of greatness, in my opinion, the NSX is still the pinnacle of Japanese accomplishment.  It’s a Japanese Ferrari.  The GTR… It’s a sledgehammer.  A barnstormer.  A monster.  But it really isn’t the Japanese version of a certain very specific European set of sensibilities.  The NSX completely is. It’s small and light and mid-engine. It communicates beautifully, rewards infinitely, and sings on its way to 8000RPM.  The NSX is really the closest thing to a Ferrari that folks that can’t afford a Ferrari (ie – most of us) are every likely to get.

And the M3?  Well the M3 is a car about which a million words have been written and nearly all of them are positive.  It is everything it is claimed to be and, with the E90, more.  It is definitely more than the sum of a group of component parts that are each, in their own right, nearly best in class.  The fact that you can drive a 9000 RPM V8 to Target at 175MPH with the air conditioning on while listening to high def audio over bluetooth with 3 adults joining you and then load the trunk full of barbecue supplies is just insane.  It does pretty much everything right and is a very high bar.  When it gets the nod from endless car mags, it really isn’t “BMW paying them off” (a popular theory!)

Those are probably my highlights although I can honestly say I have found something I have enjoyed in every car I have owned (well… except that damn Buick!).  I’m a true car nut and have been fortunate to have been able to select truly exemplary specimens, so there are no losers here.  There have been some surprises as well.  I never thought I’d love a crossover, yet I love the Evoque.  I never imagined myself a “truck guy”, yet I love the FJ.  Surprise surprise, life is full of surprises.

As for what the future holds, who knows.  I have been able to drive many of my dream cars and for that I am grateful.  If the current batch turned out to be my last three, I would consider myself blessed.  I promised odds, though, so I’ll have to call em!  I’d say the Mini is likely to go back at lease end.  I think my wife will want to try a different color and I would expect that power and performance will be improved.  I’d like to hang onto the Evoque for the long haul as I am very picky with “utility vehicles” and feel no compelling need to change one unless there is a viable alternative.  If she holds up, she stays.

That leaves the M3 and that one is tough.  Until the next entry, let’s call that one a 50/50.  Thanks for reading and I welcome any feedback!


We are in the home stretch! It’s almost impossible to believe that I, and more importantly you for anyone reading, have made it this far.  I thank you for your interest and patience and hope this series has been entertaining!  Of course we’re not done yet.  There is still one more entry before the final issue and the review of the current stable which, given what a long and diverse road it has been, should prove interesting.  When we left off on the “his” side of the garage, the mighty GTR had been traded for something.  I figured to give everyone a break from that traumatic shock I would focus on the wife’s car while we all cooled down.  Hopefully we are all calm again and can explore what came next.

I had mentioned that I really felt the GTR was too impractical, flashy and expensive to be my only car and I also felt it was just a bit lacking in intimacy and “driver involvement”.  When I traded her in, I decided that really there is probably no car that can fill all of these bills and I still believe that to be true.  What I decided to do is actually split the GTR into two cars.  So while owning three cars was reasonably annoying, we decided that “his”, “hers”, “utility” was probably a good idea. I’ll cover “utility” in the final entry since it is still with us and focus on “his” for now since, shockingly, it isn’t.  I was really missing a “proper sports car”, really missing stick shift and, honestly, really missing having a 911.  With 996 values having been decimated by the IMS situation, and GTR values rock solid, selling off the GTR and getting both a little truck and a 911 seemed possible.  I ended up selling the GTR for $59,000 on a dealer trade, which was really good value considering what I had paid and the fact that this value would completely neutralize the sales tax burden on the next purchase.  Like the NSX this was nearly cost neutral driving.  For the value minded, the Toyota Supra, NSX and GTR are definitely the cars if you want deprecation immunity!  After a bit of searching, and in a bizarre case of coincidence, I found myself back at Brandywine Porsche (now renamed “Porsche of the Mainline”, but not for tax reasons… they swear!)  It was surreal to return to that place because the last time I had been down there, as a diehard New Yorker venturing south and west to completely unknown territory, I might as well have been in West Virginia.  I had no clue where the heck I was and no experience with the Philly suburbs.  Now, after years of living in PA and “road warrioring” for VCE, that  area has become extremely familiar.  So familiar that it took me a moment to put two and two together.  It seemed to ring a bell, but the name wasn’t recognizable and my memory of the place, being 10 years old with no context, didn’t quite match up.  The “ah HA!” moment came when they put my info into the computer and asked “you’re not from Brooklyn are you?”  Viva la CRM!  Nice to see that their IT guys migrated the data cleanly over time :)  So what did I take home from Porsche this time?  A near clone!

IMG_0118

Ah, there she is! Such a classic.  2002, manual trans Carrera 2.  Options include power seats, supple leather, premium audio, aerokit and Porsche sport exhaust.  What a sublime exhaust that is.  I am in love with the PSE option and would call it a must buy for 911 shoppers. The finish was seal grey, the interior black and the cost $33,000 with 26,000 miles on the ODO.  This was a keeper.  Of course not my keeper (is anything?) but it is a keeper!

I’m going to take a slightly different approach here.  I have actually already compared and contrasted the two 996′s I’ve owned in these pagesso rather than reinvent this particular wheel, I’ll just link it as I think my thoughts there, and the comparison, still stand.

What I’ll say instead is that I loved this car.  The only reason it did not make it to the final entry of the series, the rundown of the current stable, is that in the end I decided that I needed something more practical and also, thought it only fair that if we were going to have 3 cars, they should all be interchangeable.  My wife just can’t “do stick”, some of which is I am sure a lack of desire, and has always been concerned that in some sort of emergency she wouldn’t be able to move the car.  Her nightmare scenario is both of us out one night, me being physically unable to drive, and her not being able to take over.  Alright that’s not really such a nightmare in the grand scheme of things, but I do understand and appreciate the concern; it is valid.  In addition, I found that I was driving “utility vehicle” a lot.  And that was suboptimal.  There really isn’t anything that explicitly prevents daily driving a 911 90% of the year; indeed almost no sports car (or GT coupe) is as “daily drivable” as the 911, and with 4 seats it actually walks up just about to the borderline of “practical”.  No, this wasn’t a really objective thing, it was more of a psychological one.  As I’ve mentioned before I am a decent manual trans driver, but it is something I enjoy for pleasure and not something I find pleasurable in any kind of hectic situation.  I don’t drive all that much really, and if I am driving it is usually a quick drive out to grab lunch or run an errand, or hauling the family to one of our normal stops (shopping, supermarket, kid event, etc), or running out to a customer site for work.  The 996 is not a good car for that first use case.  If there is one thing about IMS that is true, it is that you can minimize the likelihood of experiencing an IMS failure by driving regularly, driving at high RPM, and driving long distances.  Starting the car, driving it far enough that it doesn’t quite get fully warm, then shutting it down to run out for a minute is really not healthy for it.  So I found myself either passing on the 911 on days where I couldn’t spare the time, or artificially elongating trips on days I could.  That made for some nice drive time, but also added some decision making process to a something that is better without much thought (running an errand).  Similarly, that last use case is often, quite honestly, a real pain.  Driving down to Philly or out to NJ during business hours is a slog through stop and go traffic.  For me, manual trans is just no fun in traffic so unless I was between hours, I would also forego using the 911 there as well.  In the end, it just wasn’t being driven enough to justify its garage slot and, combined with the wife’s concern about not being able to drive it, that put it on the chopping block.

Well, we’re here!  The last entry.  Next up will be the overview of the current stable and some final thoughts.  Stay tuned!


Time to switch gears (har har).  For the past few entries we’ve covered the blindingly rapid (and stupidly expensive and wasteful) turnover on my side of the garage from 2011 to 2012.  It is interesting to note that I was having a similarly rapid evolution career wise.  Having left Microsoft in 2010 after a full decade, I had decided to “sleep with the enemy” and join the VMware ecosystem as a Principal Architect on the Service Provider team at VCE (Acadia when I joined).  I spent a year and a half at VCE configuring and selling Vblocks and made fantastic friends who were both an honor and a privilege to work with.  Those were some crazy days filled with learning new things (refreshing after so many years of iterative evolution at Microsoft) and super hard work (our then boss, now CTO Trey was fond of saying we were “building the airplane while flying it”)  One year ago though, a good friend of mine who was a GM at Amazon at the time, reached out and asked if I would be interested in joining Amazon Web Services as an inaugural member of their newly formed professional services team.  I am bullish on public cloud, and feel it is important to be on the front lines of helping shape this latest transformation of our industry, so I jumped at the chance even though professional services was a career path I had diverged from quite some time ago.  Maybe there is some psychological root cause behind all of this churn?  Searching for lost youth?  Midlife crisis?  Who knows.  All I know is that it has been great experiencing all of these cars and it was nice to start switching up the career again after such a long stretch at one organization, so I am just enjoying the ride!

For my wife, things were (and are) a bit more steady.  As a stay at home mom, she is 200% focused on our daughter which is fantastic.  She does an amazing job and it is incredible to see “mini-me” developing rapidly (and seeing both our good, and not so good, personality traits, as well as some new ones all her own, emerge)  For my wife, safe, reliable, versatile and familiar are the rule.  She doesn’t develop a comfort level too quickly with cars, and once she likes something she tends to stick with it.   With all of the churn on my side, though, I could tell that she was feeling a bit left out.  We were approaching 60,000 miles on the 330xi, so it seemed like it might not be a bad idea to see what was new at BMW.  Over the years BMW has really been shifting more and more to a sort of circular model where they highly incent new car leases, then take those new cars at lease end and convert them to CPO, where they are then sold to a deep bench of CPO buyers.  After that they tend to stop caring as by that point the cars are out of warranty and the owners are more likely to be either using independents or ignoring maintenance.  It wasn’t much of a surprise then, that what we found at the dealer were some very compelling lease deals on the 2011 335′s.  As the story always goes, a bit of negotiation and about five hours later and we drove out in this:

King of t3h Turb0z!

King of t3h Turb0z!

2011 335xi drive in space grey over black with premium, nav and cold weather.  Pretty much a perfect build out and a classic BMW color combo.  She stickered at $52k and we negotiated down to $47k at which point we worked up a lease featuring a great “BMW loyalty” money factor.  The 335 actually ended up one of the better lease deals I’ve ever owned and one of the rare times I felt good financially leaving a dealer.   I had figured that the 335xi coming out would be pretty much an incremental improvement over the 330xi going in.  Fifty feet out of the dealer lot I realized just how wrong I was!

Build Quality, Design and Ergonomics

In this category we did indeed find those incremental type improvements we had been expecting.  Nothing was really dramatically different here, which is a positive thing.  Quality seemed about the same, maybe slightly better in places, and the general design of the cabin and layout of the controls was the same as well.  So far so good since familiar is what the wife needed.  Outside as well, the 335 wasn’t breaking any new ground.  It was slightly tweaked from the 330, but nothing a non-purist would pick up on.  Even the F30, it should be said, isn’t really significantly different from any of the E90s.  At this point BMW seems to be erring on the side of refinement and evolution and is perhaps saving a radical transformation for a less risky space than the 3 series (like possible the 1 series or a new line altogether), or is holding off until they feel the industry is pulling up next to them.  As it stands now, to my eye, the E90-esque 3 is still one of the nicest compact sedans on the road.  I find it’s styling to be superior to the somewhat too busy Mercedes C and the too bland for my taste Lexus and Infiniti, so I think BMW is playing the right hand here.  One thing I had missed, but my wife immediately noticed is that the 2011 335xi is just slightly (and I mean slightly) larger than the 330xi (181.1 inches long vs 181.9)  I should either be happy, or worried, at her near supernatural ability to perceive minor size differences like this.  The jury is still out on that one!  Overall it can be said that the last of the E90s is very familiar territory for anyone familiar with the first of them; refinement, not revolution.

Driving Impressions

Ah… here now, we have transformational change.  The 2011 335 is not only on an entirely different playing field from the 2006 330xi, but in my opinion it is no exaggeration to say it is on an entirely different playing field from nearly any other current forced induction car.  By 2011, BMW had had 4 years or so to work on perfecting their tuning of the turbo charged V6 configuration for the 335.  Their obsession had paid off in spades.  I have never experienced a turbo charged car as lag free as the 335.  The turbo is so well tuned for the street that, paired with the 5 speed automatic, it feels like you are driving a big torque normally aspirated engine.  Factor in the AWD of the X drive model and the car is a rocket off the stop light.  Light goes green.  Hit go pedal.  Car takes off with no drama. Not since the 545i had I felt anything like that and I realized I really did miss the combination of a powerful engine matched to a well tuned auto.  Even the GTR, as monstrous as it was and as perfect as its dual clutch has been tuned, was never so consistent and predictable off the line as the 335xi.  The changes didn’t stop there either.  Once moving it became evident that the continual tweaks BMW had been doing to the tire composition provided by their supplier and the suspension geometry had paid off as well.  Where the 330xi provided minimal body roll, tight handling and a firm ride that was a bit punishing on poor road surfaces with occasional worrisome and unhealthy sounding impacts, the 335xi provided even better handling characteristics but coupled with a ride that somehow managed to be pliant and comfortable, insulating you from poor roads in the best tradition of European sport sedans.  The steering weight was absolutely perfect and communicative without being intrusive or taking the risk of distracting a less experienced driver (it’s a 3 series after all, not a 911 or an M3).  Throttle response was fantastic; as mentioned especially so for a drive by wire turbo.  Braking felt superior as well, with excellent pedal feel, minimal fade and short stopping distances befitting the more powerful package.

Issues

No issues at all.  We never even made it to the first service, oddly enough, but that is a tale for the final entry.  I actually did end up modding the 335, mainly out of curiosity.  It turns out our local BMW dealer, the wonderful Daniels BMW, is an official Dinan dealer.  Learning that their ECU update was a software only upgrade much like working with a Cobb or Tactrix, I had to give it a try.  I called up, brought the car in the same day, and rolled out with a stage 2 ECU flash.  It was on sale for $1700 so I couldn’t resist.  If the stock 335xi was a wonder, the Dinan stage 2 made it a monster.  Essentially, the Dinan stage 2 was like an automatic, 4 door AWD M3.  Not quite as quick as an actual M3 sedan, although certainly inline with the porky M3 convertible, yet with all of the versatility of AWD.  Other than the noticeably increased power and straight line performance, the Dinan stage 2 was invisible.  Fantastic software and, as far as I’m concerned, highly recommended!

Conclusion

So once again, how is it possible that a Dinan stage 2 335xi is no longer occupying a garage bay?  Once again, this is my wifes car and with all of the insanity I’ve gotten away with it’s only fair that she be allowed her moments of craziness as well.  Also, with the kid now being 6 years old and having opinions, she weighs in as well.  Suffice it to say they both found something they preferred and, since it’s her car, my beloved 335xi went back in mid-lease.  I’ll talk about that process, including numbers, in the last entry.


Some words carry such weight that they can evoke emotion just by virtue of their appearance on a page.  In the motoring world, GODZILLA is one of these words.  Anyone stumbling across this entry and caring to read it already knows what’s coming and that says it all.  Where Honda aimed for the heavens, reached them, but like Daedalus could not sustain their flight, Nissan aimed higher, achieved escape velocity and tore free from Earths atmosphere.  If the NSX was a rapier sharp challenge to European dominance of elite motoring, the GTR is a battering ram.  Already a legend, albeit a geographically constrained one, as of the R34, the release of the R35 in 2008 turned the Nissan Skyline GTR into a worldwide phenomenon.  Kazutoshi Mizuno made a brilliant decision, in my opinion when, in taking the car global, he chose to establish it as a stand alone model.  No longer an “ultimate edition” of the conservative Skyline (ala the Evolution, STi, etc), the “GTR” was now a brand of its own.  Considering just how enormous the R35 impact turned out to be, it is clear that this was the right move.  Any similarity to the pedestrian Skyline (available in the US as the Infiniti G35) is gone at this point; even the superficial connection having been severed.  With the shortcomings of the Evolution X looming larger than its strong suits in my mind (completely personal bias admittedly), I decided that what I really needed was some sort of Frankenstein fusion of the Evo and the NSX.  A kind of Japanese meta-exotic.  The GTR was made to be that car.  I traded off the Evo, taking a fairly big hit having bought it for $38,000 only 8 months prior and getting $27,000 on trade, and took home this monster:

GODZILLA!!!!!!

GODZILLA!!!!!!

2009.  Super Silver.  19,000 miles.  Gunmetal wheels.  Cold package.  67 grand.  She was a one owner and was actually the first GTR to be delivered in Pennsylvania to a fellow old guy like myself.  He had driven her for 3 years and then felt the strong pull back to Porsche and had to move on.  His loss (such as it is… moving into a 911 GTS isn’t exactly a “loss”), was my gain.  Leading up to the purchase I had done a ton of research spending countless hours on NAGTROC and, riding high on a mod frenzy from the Evo, had bought a Cobb Accessport (with TCU support) and uploaded the tune at pickup.  During the test drive I had noticed that the 2010 LC2 transmission software (the farthest you can go with an 09 using officially supported dealer installed software), was still too clunky for my tastes and featured too many of the “dual clutch features” too prominently.  From what I had learned, the latest versions of the TCU software present on the 2012 models (LC4), had created what was possibly the best possible dual clutch setup on the market.  More than even the power, tuning the transmission is what I was after.  So as it turns out I pretty much never drovebone stock 09.  Most of my impressions below as it relates to power and performance are going to be based on the latest version of the Cobb Accessport GTR software.

Build Quality, Design and Ergonomics

Where the Evo disappoints in build quality, the GTR pleasantly surprises.  It comes far closer to its European rivals than I thought it would and is what I’d imagine an updated NSX might be.  Oddly enough it isn’t quite the equivalent of the best of Infiniti in terms of materials quality and cabin design, but it is superior to any other Nissan.  Some of the design choices are odd (the strangely plain central console trim for example), and I would have liked to see an interior closer to the German rivals, or even closer to the higher end Infiniti’s, but sacrifices have to be made somewhere to get this kind of performance at this price point and the Nissan certainly cuts fewer corners than the Corvette.  Like the Evo, the seats are a Recaro design but unlike the Evo, they are plush, power and fully adjustable.  The GTR seats are about as good as luxury sport seats can get and I rank them right up there with Porsche and BMW.  The ergonomics are also excellent and it is clear that the GTR is a drivers car in every way.  The driver position and visibility are fantastic and the controls for the absolutely awesome central control system LCD are easy and intuitive.  In some ways that system is the star of the interior really.  Basically Nissan has included a full function, customizable, onboard diagnostic system into the entertainment and nav pod.  Boost, transmission action and efficiency, detailed fuel system metrics and a plethora of other options can all be monitored graphically in real-time.  I will forever miss this system since I doubt I will see it’s like on any other car as a standard feature (similar systems are available aftermarket but nothing beats OEM integration in my opinion).  The nav unit and entertainment system were also excellent and sound was surprisingly good considering the tight interior (room for 4, but similar to a 911).    Everything in the cabin was well put together and tight with few rattles or vibrations to speak of.  In a car as complex as this one, loaded with technical gadgets, it is a nice touch when all of the controls are in reach and intuitive.  I found the Nissan approach to complex controls like adjustable AWD, suspension and dual clutch transmission better than Mitsubishis.  Nissan presents these controls through 3 toggle switches on the center console that can be shifted from normal to comfort to “race” (normal being the default setting).  Outside, the design is aggressive and masculine.  Some love it, some hate it.  I will say that it looks much better in person and that the car grows on you.  If there was one thing I didn’t like about the GTR is that the car feels big to me.  That intimate driving experience that I value so highly, and was present in all of my prior favorites from the NSX to the 3 series to the 911 and even the Evo, was gone in the GTR.  As phenomenal as it is at everything it never really loses that big heavy feel.  It isn’t necessarily a bad thing at all, and it certainly doesn’t get in the way of driver enjoyment or impact real world performance, but for me it is a big deal.

Driving Impressions

What can I say here… I am pretty sure I will never own a car this absolutely quick again.  Even tuned to the max, there is still some of that dual-clutch lag at certain points and occasionally off the line if you catch it wrong, but physics sort of prevent that from ever being dialed out entirely.  As dual-clutch transmissions go, it is true that really none can match the 2012 GTRs blend of streetability and absolute performance.  You’ll never mistake it for an auto, but you are less likely to curse it as well.  I have heard that Porsche PDK is fantastic also, but I have not experienced that transmission first hand.  With the Cobb 17 PSI map pushing the car to nearly 600HP, the numbers were staggering.  Without launch control I recorded a 3.02s run to 60 just flooring the car on the street.  I am absolutely sure that under the right conditions, an ideal run would bring that number to the low 2′s.  On a quarter mile run test I had done on a country back road I managed to pull an 11.2 at 124MPH as measured by the Cobb.  These are just ludicrous numbers.  The GTR, especially tuned, really is in just a whole different dimension of performance.  Given a long onramp it is very easy to sail to well into the triple figures without realizing it.  Many times after a casual glance I would realize that I was in arrest and seizure territory, but you would never know it from inside the cabin.  The GTR is capable of hitting 100+ MPH so quickly and so smoothly you can actually fail to notice it.  When it comes time to stop, it does that perfectly as well with incredible brake feel, almost no fade, and massive stopping power.  Cornering, the AWD system, all of it works supremely well.  It is a car with technically almost no flaws.  So in the last entry I made the controversial statement that I felt that the Evolution X was the car I felt most comfortable going fast in and here is why…  In some ways, the GTR almost has too much power.  Even with the telepathic AWD system, you have to watch yourself going hot into a corner.  The car also is very very heavy (3800+ lbs) and as impressively as it can fight physics, at some point they do forcibly intrude. There are certain quiet mountain twisties where I like to unwind on a quiet Sunday morning and I found that, in the Evo, I was much more comfortable carrying more speed through those than I ever was in the GTR.  Take that for what it is worth, and I am sure that for a professional driver things would be different, but those are my observations from real ownership.  Day to day in the street though, it was no contest.  The combination of ridiculous power on tap, Nissans masterful tuning of the dual clutch, and the overwhelming torque meant that the GTR both felt much faster and absolutely was much faster than the 400HP modded evo.  Much faster.

Issues

No issues at all.  Just regular service.  In some ways though, regular service is an issue.  Similar to the NSX, it is not easy to get a GTR serviced.  You need to get intimate with the community and learn the landscape of local Nissan dealers.  You need to find the certified techs, and then find the good certified techs.  You do not walk blindly into a Nissan dealer with a GTR.  That part can really become a pain.  I am fortunate that my local Nissan dealer, while mediocre in every other way, has a fantastic GTR tech (shout out to Doug at Rothrock!)  GTR service is a bit expensive, but not by any European standard.  The problem is that many come to the GTR from a history of cars like the Evo rather than cars like the 911.  Compared to an Evo it breaks the bank, but compared to a 911 you’re saving money.  The trans fluid change is probably the biggest expense and that is a couple of grand once every few years.  Brakes can be a hit as well, but no worse than any other Brembo setup.  I did front and rears on the Evo and that ran me $2500.  Brembos are Brembos.  On the mod front, as discussed I did the Cobb Accessport ($1500) and I also added a 2012 carbon fiber overlay to the center console bezel to mimic the look of the newer cars.  It adds just a bit of personality and it is OEM so I decided it was reasonable.

Conclusion

So why did I sell the GTR?  How could I sell Godzilla?  And what could I possibly trade it for?  The answer to these questions is really very personal.  It was a combination of factors really.  One was that I really didn’t like having that much money tied up in one car and then having to use that car as my primary transportation (remember, we had returned to just a “his/hers” setup by this point).  Also, we were missing having some sort of utility vehicle.  A sports sedan and an exotic supercar was an odd combo for a middle aged couple with a kid to have.  It seemed we needed some kind of truck, minivan (ack!) or SUV, but the budget really didn’t allow me to have  a really high dollar car like the GTR and a 3rd car.  Another factor was the fact that I am not an absolute speed junky.  I am really more about the overall feel and experience of the car.  It was hard for me to get past that lack of intimacy I felt because of the size and weight of the GTR.  Also, the entire thing just struck me as a bit less visceral than the Evo, NSX or 911.  It was so good that it was maybe a bit too good.  It’s not that it “lacks soul”, as some like to say, but it is more that the cars “soul” is in making everything really neutral.  It’s not what I would call a particularly “quirky” or “communicative” car.  It is a razor precise car.  It is an incomprehensibly powerful and capable car.  But it is almost like a racing appliance.  Anyone who reads this and either things “huh?” or reads it and thinks “F that!” would almost certainly find the GTR the last car they’d ever need to own.  Anyone who reads this and says “I think I get it…” will almost certainly see what I mean if they drove it.  The last thing that made me decide to move on was the sheer volume of attention this car attracts.  And the amazing thing was all of ti was good.  I had thought the NSX was a parade float, but the GTR makes the NSX look like a Kia Sedona!  Everywhere you go people stop you, take pictures, honk, wave and chase you down.  Driving the GTR around is the closest a normal person can come to feeling like a celebrity and, you know what?  I understand why celebrities sometimes bitch and want to run and hide!  In the end the GTR is a titanic automotive achievement in every way.  I am glad they built it.  I am thrilled it continues to exist.  I am privileged, awed, and honored to have been able to own it.  I am ecstatic that I drove it for the time I did.  But in the end, I don’t really miss it which is something that surprised me honestly.


For anyone who looked at the title of this entry and said “WTF?!”, I will catch you up.  This was my first exposure to the legendary Mitsubishi Evo, as I suspect was the case for many proud, unapologetic, super rice…(er.. I mean “import fans”!):

The Evo Army is Coming!!!!

The Evo Army is Coming!!!!

The above is the Japanese manga classic “Initial D”.  Before anyone involved with Fast and Furious was old enough to drive, Initial D had already done the same formula far better.  When I say that Initial D had massive impact on the import car culture, what I really mean to say is that in many real ways it actually defined it.  At it’s core, it is a classic “Davy and Goliath” story about an underdog who, through staggering driving ability and mechanical skill, mods and drives his trusty Toyota Trueno E86 through victory after victory against cooler, richer, antagonists with a rogues gallery of super car rides.  Their battle ground is the winding mountain roads of their prefecture, drifting through hairpins at speeds which would, in real life, almost certainly lead to horrific fatalities, and at stake seems to be… I don’t know actually.  Seemingly a whole lot.  Much like the works it inspired, Initial D seems to take place in a strange alternate universe where one seems to nearly live and die by their level of accomplishment in street racing.  Like a modern “West Side Story”, it is at once both superficial (cool cars, hot girls, one dimension villains, simplistic ideology) and deep (flawed hero, the dark reality of teenage life in 80′s Japan, the sexual abuse of young girls by adults).  If Initial D can be said to be a Star Wars level masterpiece, then certainly its “Darth Vader”, was the mighty Evo.  Just look at the two comic panels above.  ”THE EVO ARMY IS COMING” indeed!  But Mitsubishi’s wonder is more than just a pop culture icon.  At the same time it was being celebrated in manga pages, it was redefining rally cross and sweeping contests across the globe.  Praised universally from Best Motoring, to Top Gear, to Motortrend, the Evo was hailed as a super car killing titan.  Ironically it’s that same “giant killer” reputation that made it so effective as the “big bully” of Initial D coming after the lowly Trueno.

OK so that’s a lot of potentially pointless background.  The idea here is that for me, the Evo was really an emotional thing more than a truly rational one.  Like the NSX, the Evo was simply a car I wanted.  I should have been able to recognize this and skip the Ralliart entirely, but we live and learn. Whatever doesn’t bankrupt us makes us stronger!  After just 6 months of Ralliart ownership, I motored hours out to Smithhaven Long Island to have a look at a reasonably low mile (33,000), heavily optioned (every option), 2008 Evolution X MR.  It had just a single adult owner, a spotless history, and had been originally sold, traded back in to, meticulously maintained by Smithhaven Mitsu.  It was in generally good shape, given that as mentioned in the Ralliart entry Mitsu doesn’t use particularly high quality materials and paint.  Here is how she looked day 1:

IMG_0058

Now we were cookin’ with gas!  So how did the Evo hold up against it’s little brother (well, more distant cousin)? In a word or three, night and day.

Build Quality, Design and Ergonomics

The Evolution is pretty similar in build quality to the Ralliart.  The gold flake specked black paint on the 08 was very nice, superior to the basic gloss black on the RA, but it wasn’t the quality that was superior, just the color.  Fit and finish was the same and, indeed, most of the materials were too (interior vinyls and plastics, etc).  One huge difference of course as the seats.  The Evolution comes with the alcantara/leather Recaro seats that are fantastic.  They provide superior race track level support and hold you in tight.  ”Larger” folks might find them trouble, though, and they have very limited adjustability.  I never had a problem and found them to be some of the most comfortable seats I had ever experienced, even on long drives.  The electronic bits (nav, stereo, etc) were all the same gear as on the RA.  The only exception is the iPod adapter wasn’t added until the 2010 model year.  On the outside, the Evolution is everything the basic Lancer wants to grow up to be (and that includes the RA).  The flared fenders and wider, meaner, stance make a massive difference.  The rear diffusor, more aggressive sides kirts and air damn (this one had the factory aerokit), and the aggressive wing all contribute to the purpose built look.  Sure it screams “boy racer”, but it’s all OEM equipment and, gods man, this is an Evo; it would be against the laws of nature for it to not look outrageous!  Refer to the cartoon above if there are any further questions! :)

Driving Impressions

Even bone stock, the Evo was superior to the modded RA.  The Bilstein shocks/Eibach springs combo is track ready.  The big Brembos bring her crashing to a stop in 109 feet.  The dual clutch transmission is programmed for more aggression and includes both launch mode and the “super sport” mode.  The AWC all wheel drive system includes both the active center differential and active yaw control.  What this means is that the Evolutions on board driving intelligence can distribute the power, in varying amounts to individual wheels based on driving conditions.  The steering is perfectly weighted and ideally suited to the overall package.  While not quite as communicative as the 911, it was absolutely on par with the NSX.  I am now going to put this in bold because I think it is important of all of the vehicles I have owned none imparted the sense of confidence the Evo did driving at 9/10 through curves in any condition.  And I am going to drop a major spoiler here for perspective and say this includes the 2009 Nissan GTR which replaced her!  Nuff said on that for now.

 Issues

I probably don’t need to keep repeating this, but I just don’t keep cars long enough to see real issues.  I never even hit a maintenance window on the Evo and the only real nits were the little squeaks and rattles that come along as a feature with mediocre build quality and super stiff suspension.  I will say that, while the turbo spool up, throttle response, and transmission efficiency was much better on the Evo, the same annoyances really were still there (refer back to the “notes on dual clutch” section).  As a result of that, and because a stock Evo seems ridiculous, I set out to modding it almost immediately.  Ultimately, my Evo reached “stage 2″.  What does that mean? Well something like this:

  • Cobb Accessport ECU/TCU tune
  • Cobb Exhaust
  • Cobb downpipe
  • Cobb high flow catalytic converter
  • AMS intercooler
  • AMS upper intercooler piping
  • AMS lower intercooler piping
  • AMS intake

Yeah… that’s a lot of mods.  About $3500 worth installed to be exact.  One thing about modding, it makes an already expensive hobby even more expensive!  Here is a shot of her post mods (they’re almost all internal so it isn’t going to show much!)

AMS intercooler.  Step back yo!

AMS intercooler. Step back yo!

20120409_115835

Cobb quad tip, Cobb plate frame, Cobb tune… Cobb Cobb Cobb!

So how were things running post mods?  Fast.  Scary fast.  4.02 0-60 in damp weather on the street without launch mode fast.  Short of the GTR, nothing I have owned before or since was as quick as the Evo.  And as I’ve said, it was also the best handling car I’ve owned overall.

Conclusion

So what happened?  How could the fastest, best handling, car I’ve owned not be the last entry of this series?  In the end, as amazing as the Evo is, you really have to be able to ignore a lot to be fully happy with it.  The build quality is a big one.  The creature comforts are another.  The Evo is a car that doesn’t even really make an attempt at being a grand tourer.  It’s a rally cross car that can also do a reasonable job of getting you to the mall.  Also, I won’t lie, there is a certain amount of cachet that comes along with owning something like a Porsche or a BMW that I’ve come to like.  Not because of the reaction of other people.  Quite the opposite I often wish I was just invisible to other people.  No, it is because of the feeling it gives me.  It’s like owning a fine watch that no one is going to notice or having a fine bottle of wine that only you plan to drink.  The premium marques bring a long a long heritage that, despite what naysayers and cynics want to believe, they have earned.  The Evo is a fine car with a legend of its own and the absolute capabilities to hang with cars double its MSRP, but at the end of the day if you can afford a more well rounded package, yes even one with more “superficial” appeal, it’s kind of hard not to.  And so it was that I ultimately said farewell to the Evo, and hello to GODZILLA!