This is a Volkswagen Cabrio—basically a convertible version of a Golf-era car. In this story, the car has been modified so it drives more like a sporty hatchback than a normal convertible.
A “VR6 swap” means the car was modified to use a Volkswagen VR6 engine instead of whatever it came with. It’s a common enthusiast upgrade because the VR6 is powerful and fits well in many older VW engine bays.
This phrase means the car was modified to remove the roof, turning it into a convertible. Cutting up a car like that can change how stiff it feels and how it handles compared to a normal car with a full roof.
Concept
hot hatch that is no longer hatchy
A hot hatch is a small car that’s made to be fun and quick. Here they’re joking that the car still has the sporty vibe, but it’s not a hatchback anymore because it’s been turned into a convertible.
Emissions controls are the systems that reduce pollutants from a car’s exhaust, such as catalytic converters, oxygen sensors, and related controls. The hosts are framing this as a major reason modern cars have complex diagnostics and “nightmare” troubleshooting.
OBD-II (On-Board Diagnostics, second generation) is the standardized emissions and engine diagnostic system used on most cars from the mid-1990s onward. It’s designed to monitor emissions-related components and store trouble codes, but it can be frustrating because codes can be triggered by many causes and vary by vehicle.
Porsche is a German brand famous for performance cars like the 911. The hosts are about to talk about a Porsche model idea—specifically a GT3 convertible.
The Volkswagen Beetle is a small, classic car made by Volkswagen. It’s known for its simple design and distinctive shape. The podcast brings it up as a comparison point to other cars with “sports” styling or concepts.
A “convertible GT3” is basically a GT3-style sports car but with the roof that can open. The big question is whether it can still feel as solid and track-capable as a normal GT3.
“Monitors” are the car’s self-checks for emissions equipment. If the car hasn’t finished those self-checks yet, it can fail an emissions test or cause paperwork problems at the dealer.
A smog check is an emissions compliance test used to verify that a vehicle’s exhaust and emissions systems are functioning properly. The transcript contrasts older “sniffing” methods with modern diagnostics that can determine issues by reading onboard error information.
“Emissions systems” refers to the hardware and controls that reduce pollutants—such as sensors, catalytic converters, and related control modules. OBD2 monitors these systems and flags faults that could cause the car to fail emissions testing.
EVAP is the system that keeps fuel vapors from escaping into the air. It’s often the one that causes warning codes because a small leak or a faulty valve can set it off.
If you disconnect the battery, the car can forget what it has already checked. After that, you have to drive it so the computer can run its self-tests again.
A drive cycle is a set routine for how you start and drive the car so its computer can run emissions tests. The car needs certain temperatures and fuel levels before it will check everything. That’s why the instructions sound very exact.
“Stone cold” just means the car has been sitting long enough that the engine is basically at the outside temperature. Some tests only work correctly when the engine starts from that cold baseline. So the procedure starts with a cold start on purpose.
Coolant temperature is how hot the engine’s cooling liquid is. The car’s computer uses it to know whether the engine is cold or warm. Drive-cycle tests specify coolant temperature so the computer can run the checks under the right conditions.
Ambient air temperature is just the outside temperature. It changes how the car behaves and how fast it warms up. So the test procedure tries to keep the conditions consistent by matching the engine behavior to the outside temperature.
Fuel level is how much gas is in the tank. The car’s computer uses fuel information as part of its emissions checks, so the test wants you to be in a certain range. That way the results are more consistent.
Throttle position indicates how much the driver is requesting airflow and engine load. In drive cycles, limiting throttle (like “no more than 25 percent throttle”) controls engine load so the ECU can run monitors under defined operating conditions. Keeping load consistent improves repeatability of emissions and diagnostic results.
The Ferrari 360 is a classic Ferrari sports car. Here it’s mentioned to show that even a low-mileage exotic can require special driving so its emissions system is considered ready for testing.
Term
emissions effectively
The car constantly checks how cleanly it’s burning fuel. It uses sensors to make sure the exhaust matches what the emissions rules expect.
The oxygen sensor checks what’s coming out of the exhaust. If there’s too much oxygen, the car knows the mixture isn’t right and can adjust it to burn fuel more cleanly.
This is a 1998 Volkswagen Jetta GLX with a VR6 engine. In the story, the owner is using it as a donor car and paying attention to the car’s emissions computer checks (like EVAP monitors).
Pending codes are OBD-II diagnostic trouble codes that have been detected but not confirmed strongly enough to trigger a full “confirmed” check-engine status. They can indicate an intermittent fault and may affect emissions readiness or test outcomes.
A “bellows” is a stretchy, accordion-like seal. In this context, it helps the gas pump nozzle fit tightly so fuel vapors don’t leak out while you’re filling the tank.
The description matches a vapor-recovery style refueling system: as liquid fuel flows into the tank, the system draws in displaced air/vapors from the tank side. That prevents vapors from venting to the atmosphere and routes them back into the fuel delivery system for capture.
A positive pressure pump is a device that pushes air into a system to make it pressurized. Here, it’s used to run a leak test by pressurizing the tank area so the car can see if pressure holds.
Cars sometimes run a test to see if there’s a leak in the fuel-related parts. They pressurize the system and check if the pressure stays steady—if it doesn’t, the car assumes something is leaking.
A diagnostic trouble code is the car’s way of saving an error message. If the leak test fails, the car stores a code that tells a mechanic what system to check.
Term
OBD readiness / monitor completion
Your car keeps track of emissions tests it has run. When those tests finish successfully, the car marks them as “ready,” which can matter for inspections and whether a check-engine light is considered resolved.
The secondary air pump helps the exhaust system clean up emissions right after you start the car. It adds extra air so the catalytic converter can work more effectively while the engine is still warming up.
The car uses coolant temperature as a “warm-up” indicator. Reaching a target temperature like 80°C helps make sure the emissions tests run under the right conditions.
Term
deceleration / lift-off on level ground (fifth gear)
They’re describing a very controlled driving moment: same speed, same gear, then letting off the gas without changing anything else. That steadiness helps the car’s systems run their checks the way they’re supposed to.
Idle is when the engine is running while the car is stopped. The car is basically “waiting,” usually at low engine speed, and some sensors and emissions systems only show problems in this mode.
An engine swap means putting a different engine into a car that didn’t originally have it. Even if the engine runs, the car’s computer has to be set up correctly so it doesn’t think something is wrong.
“Smokechecking” is a leak-detection method where a technician introduces smoke into a system (often the intake or vacuum lines) to see where it escapes. If smoke leaks out, it reveals cracks, loose connections, or other unsealed paths that can cause trouble codes.
The intake system is the route air travels to the engine. If there’s a leak somewhere in that path, the engine can get the wrong amount of air and the car may log a fault.
A vacuum leak is like a small air “hole” in the engine’s hoses. Instead of the engine pulling air in the right way, it sucks in extra air, which can make the car run rough or throw codes.
Term
purge valve that goes to the outside
This valve controls where the fuel vapor pressure goes. One path helps send vapors into the engine, and the other path vents/controls them so the system works correctly.
This is a leak test where a machine pumps in harmless smoke. If the smoke shows up somewhere it shouldn’t, you’ve found the leak.
Term
external purge valve
A purge valve controls how vapors are routed—typically from a charcoal canister into the engine to be burned. “External” here suggests a serviceable valve used to isolate the system during testing so smoke doesn’t flow where it would hide a leak.
The gas cap seals the fuel tank. If you open it after pressurizing the system, any trapped pressure (and smoke) will come out, helping confirm where the leak is.
They’re saying the part is made of plastic, so you can’t tighten it as hard as you would a metal part. Too much force can crack it and cause a bigger repair.
The speaker is using a leak-detection approach: pressurize the system, then visually monitor for smoke escaping from a suspected area. This is a practical method for finding very small leaks that may not show up immediately or may be too minor to measure with basic tools.
The floor pan is the part of the car’s body that forms the floor. If you have to run a line through it, you’re routing something through the car’s structure, so you have to be careful not to damage it or create new problems.
The purge valve is like a switch that lets stored fuel vapors get sucked into the engine to burn. If it doesn’t open when it should, the EVAP system may fail its self-check.
The BMW 3 Series is a luxury car line from BMW. The podcast mentions the E46 M3, which is a high-performance version of the 3 Series. The point is that someone drove it a lot, showing these cars can be used regularly.
The BMW E46 M3 is a specific older M3 generation from BMW. Here it’s just being used as an example of a car that has had emissions/monitor-related issues.
“Smogged it” means the car was tested for emissions. The testing checks whether the car is producing acceptable pollution levels, and sometimes it also checks that the car’s self-tests have run.
In California, there’s a government office that handles car emissions rules and testing. If your car has trouble passing smog, that office can get involved through special testing or review.
A “referee” is like an expert emissions tester. If the normal smog test doesn’t make sense or the car keeps failing for confusing reasons, the referee can take a closer look.
Some emissions tests don’t just measure exhaust—they also check whether the car has run its own internal “checks.” If those checks haven’t happened yet, the test can fail or be delayed even if the car is actually clean.
A smoke test is a way to find leaks in the car’s vapor lines. The shop fills the system with harmless smoke, and if there’s a crack or loose connection, you can see the smoke escaping.
When they say “the computer,” they mean the car’s onboard electronics that control the engine and emissions systems. If it’s not happy, it may not have enough driving conditions to finish its self-checks. That’s why they talk about doing drive cycles again.
A rolling dyno is a setup where the car’s wheels sit on rollers and the car can be “driven” in place while equipment measures what’s happening. The idea here is that you might be able to mimic the driving pattern the car needs for its emissions tests, but it’s not something everyone can do easily.
Vagcom is a diagnostic tool for Volkswagen cars. It lets you read codes and sometimes run tests so you can figure out why the car’s computer isn’t ready for emissions checks.
Company
Rostack
Rostack is the company behind a diagnostic software package. It helps you talk to the car’s computer to run tests and see what it’s reporting.
Sometimes the car’s emissions system has a problem that shows up only sometimes (“intermittent”). When that happens, the car may not complete its emissions readiness checks, so it can’t confirm everything is OK.
An intermittent leak is a leak that doesn’t happen all the time. Emissions systems are sensitive to this—if the leak shows up during the computer’s test, it may fail to mark the car as ready.
A catalytic converter cleans up the exhaust gases before they leave the tailpipe. If it’s old or replaced, it can change how the car’s emissions checks behave.
Combusted emissions are the exhaust fumes made when the engine burns fuel. The catalytic converter helps clean those fumes up before they leave the tailpipe.
Concept
Air injection / secondary air system
Some cars add extra air into the exhaust to help clean up leftover fuel that didn’t burn in the engine. It’s mainly an emissions-control trick, not a power upgrade.
The exhaust is where the engine sends its used gases after combustion. How it’s shaped and how air moves through it can change how the car runs and sounds.
The airbox is like a “container” for the air going into the engine. Changing the airbox setup or what filter you use can change how much air the engine gets and how smoothly it gets it.
Term
PAPER Airfilter
A paper air filter is the common type of filter material used in many cars. If it blocks airflow too much, the engine may not breathe as well, which can hurt performance.
Term
Flügel-Trims
“Flügel-Trims” sounds like the settings for adjustable aero flaps/wing angles. If the car’s airflow changes (like with different intake parts), you may need to tweak the wing settings so the car still makes the right downforce.
Concept
restriktiv
“Restrictive” means it’s blocking airflow. If the intake path is too restrictive, the engine can’t get as much air, so performance and feel can change.
The mass air flow sensor tells the car’s computer how much air is going into the engine. If that signal is wrong, the computer can’t meter fuel correctly, and you may get rough running or warning lights.
Concept
adaptions geklaut
“Adaptions” (adaptations) are learned ECU corrections—like fuel trims and sensor offsets—that the engine computer stores to keep running smoothly. Copying or restoring adaptations can temporarily mask or fix issues after sensor/air-intake changes, but it’s not a substitute for fixing the underlying leak or fault.
“Check-Ingin-Light” is the Check Engine Light (MIL), which indicates the ECU has detected a fault and stored a diagnostic trouble code. When it appears after intake/MAF/vacuum changes, it usually means the computer still sees an abnormal condition.
This is a non-factory air filter shaped like a cone. People use it for better airflow and sometimes a louder intake sound, but it can also affect how the engine runs if it’s not set up correctly.
Term
12-Val VR6
VR6 is a Volkswagen engine layout that combines V6 power with a compact design. “12-val” means it has 12 valves total, and the year matters because emissions equipment can change.
A pending code is like a “maybe” warning from the car. It means the computer saw something unusual, but it didn’t happen enough times yet to turn on the full warning light.
Concept
State-by-state emissions testing differences (Oregon vs California)
Emissions rules and inspection strictness vary by state, including how OBD-II readiness and pending codes are treated. The speaker contrasts Oregon’s process with California’s, implying that monitor readiness requirements can make compliance easier in one state than another.
Term
DMV-Registration
DMV registration is the paperwork that legally allows you to drive the car. Some states also require emissions checks as part of registration, so where you register can change what you have to do.
Some places let very old cars skip emissions checks. That means you can keep driving a classic without having to pass the same pollution tests as newer cars.
Sometimes a car can get classic-car benefits even if it’s not old enough by age, as long as an approved club says it’s important. It’s like an official stamp that the car is a real collectible.
They bring up the Toyota Prius to make a point about what people think is “special.” It’s not a deep technical discussion here—more of a debate about car culture.
Topic
Leno's law thing is back on the books again
They’re talking about a law (nicknamed “Leno’s law”) that affects how classic cars are treated by the state. The discussion is basically about rules for older cars and whether states like California should loosen them.
Tailpipe emissions inspection checks what comes out of the exhaust, typically to verify compliance with emissions standards. The segment suggests that certain older cars with historical plates may be exempt from this specific test.
A GPS tracker is a small device that can track where a car goes. The hosts are debating whether it could be used to avoid emissions rules, and they point out it might stop working if its battery dies.
Emissions checks are how the government makes sure your car isn’t polluting too much. Newer cars often get checked through the car’s computer, while older cars may be tested differently.
OBD is the car’s self-check system for emissions equipment. Older cars may not have the same emissions computer checks as newer cars, so the rules for emissions testing can be different.
OBD-II is the emissions computer system most cars have. It can store trouble codes and track whether emissions systems are working, and emissions tests can check those results.
Concept
cheating emissions testing
They’re talking about ways people might try to get around emissions rules instead of fixing the car properly. It’s risky because it can backfire (like device failure) and it can also be illegal.
Stability control is the car’s traction-and-safety system. If the car starts to slide or rotate too much, it can brake individual wheels to help you stay in control.
Front-wheel drive means the front wheels do the work of moving the car. It’s a common setup on smaller cars and usually makes the car simpler and cheaper.
The Mercedes-Benz GLA 250 is a small luxury SUV. The hosts are basically saying they’d use a more “normal” car like this to help with insurance and rules about driving.
LIVE
Guten Tag.
Guten Tag. Wie geht's dir?
You know, pretty good.
Gut. Heute sind wir, we don't do this in German.
Today we are here with the Carmugion Show.
Trying to get a German to say that Carmugion Show would be very fun.
Carmugion.
Carmugion.
Getting German to say a lot of things is very funny.
This is how I do my German accent all the time.
I sit in the back and I think, how would a German say this?
What?
And then I laugh, and laugh, and laugh.
Anyway, this is the Carmugion Show, which is driven by Hagerty.
That is a Derek, Tam Heiffen Scott.
I am a Jason Camisa.
That behind me is a 1996 Volkswagen Cabrio
with a VR6 Swap.
Effectively a Volkswagen Mark III GTI VR6
with the roof chopped off.
Convertible they never made.
A hot hatch that is no longer hatchy.
I unhot hatched my, hot hatched.
I unpimped my ride.
Oh, those commercials are so good.
It's definitely sucking.
Yeah, fast as this do.
I give you an F, oh my God.
If you guys don't know those Volkswagen commercials
from Mark V, earlier they were amazing.
Today we're gonna talk about two, we have two topics
that sort of almost bleed into each other.
Not really have nothing to do with each other
but we have...
Yeah, you made a convertible that never existed.
Right, out of something that would be appreciated
because of its roof
and therefore our ability to mount a hatchback to it.
We're gonna talk about the emissions controls
that are on all of your cars.
I think 1996 and later has a system called OBD2.
We'll talk a little bit about the background of that,
what it exists, why it exists and why it's a fucking nightmare.
I shouldn't use that term.
Features and benefits.
Features and benefits.
And then we'll talk about Derek's favorite topic.
Porsche.
Squished Beetles.
Specifically the forthcoming convertible GT3.
Derek has very, very strong opinions on that.
He's very upset.
The world is upset.
But I'm going to clap.
Derek is giving...
Would you please give the 911 GT3 SE a round of applause?
That's all I have to say.
Can it just be a round if it's one?
Is that a square of applause?
Or a rhombus of applause?
I think it's a singular applaudum.
Applaudum.
A singular of applause.
We'll be right back after this jingle.
Would you like to explain to our friends at home
what monitors are and why they're stupid?
The first time I learned about this,
I was buying a used 1996 Porsche
and I brought a check and it was at a dealer
and they were like, you can't take it away
because we can't get it to small
because the monitors aren't set.
And I was like, why don't Earth are monitors?
And I was 19.
And anyway, they were like, yeah,
you got to like drive the car a bunch
for the monitors set.
And I was like, that smells mysterious.
Anyway, basically there are all these...
In OBD2 cars, the car was in 96,
which is the first year of OBD2
before that was OBD1
and then in those cases,
Smog used to be conducted by just smelling
what was coming out of the exhaust pipe.
Yeah, you lock the car in the garage,
let it run for half an hour
and see if you come out standing up.
And then you don't need a Smog check anymore.
Somebody else does.
Your errors.
OBD meaning onboard diagnostics.
Correct.
So there was a federal mandate
for car companies to include
an onboard diagnostics system
to monitor the emissions systems on your car.
And this has gotten progressively more complex,
but when OBD2 came out,
they had a standardized diagnostic port
that anyone with the little diagnostic tool
was used in every car.
And it has like a standardized set of monitors
for various aspects like evap...
Don't do that.
Sorry, is that...
Are you having...
Is that a trigger for you?
I have an OBD2 PTSD abbreviation trigger.
Yeah, so evap is the one
that is often problematic.
There's, I don't know,
it depends on the car,
but there's at least half a dozen,
maybe two dozen,
yeah, probably half a dozen to a dozen
of these different functions
that are checked by the computer.
And when the battery is disconnected,
the car loses all memories
of whether those systems are functioning
and you have to drive the car
from quantity of miles
and not just in a certain quantity
but a certain type of sort of use
for all of the monitors for it
to be able to do all the checks
that it needs to do
to make sure that those systems are functioning.
And depending on the car,
you have to do what's called a drive cycle,
which is a...
I don't know,
it's 45 minutes probably to do
the standard drive cycle
and it'll be very specific
where it'll be like start the car
from stone cold
where the coolant temperature
must be below 40 degrees Celsius
and then idle it for 30 seconds.
And within four degrees
or five degrees of ambient air temperature.
And the fuel level
must be between one quarter
and three quarters in the tank
and then idle it for 30 seconds
and then drive using no more
than 25 percent throttle
to accelerate to a speed
of 26 miles an hour.
Maintain that for four minutes
and then accelerate through every stop light.
Yes, exactly.
And then accelerate
with no more than 25 percent throttle
to 90 kilometers per hour
and maintain that speed for...
Anyway, it's this absurd thing
and you have to do it all sequentially
and in order
and if you fuck up
then you have to wait for it to cool off
and start again.
So you could put a thousand...
We have literally put a thousand miles
on cars trying to get the monitors to set for...
I'm at 850.
Well, it's different
when it's like a mechanic doing it to your car
and it's like a Ferrari 360 with 9,000 miles
and you put a thousand miles on it
trying to get the monitors to set
so you can smog it.
Right.
So, here's the...
Let me back up a little bit.
The reason that there are monitors...
So, your car is constantly monitoring
its emissions effectively
looking at the mixture
that's coming out of the exhaust
with an oxygen sensor.
It's looking for the presence of oxygen
which correlates with the...
How combusted the fuel is
that you put in.
So, it's constantly monitoring everything.
However, it needs to know
that it has enough use cases
and enough trials to make sure
that it's able to properly monitor stuff.
So, the readiness monitors,
as they're called,
is software that runs on top
of the regular engine computer
to make sure that the engine computer
has all of the tools at its disposal.
It needs to make sure it's not emitting.
One of them EVAP
is an evaporative emissions test.
Now, on this car, for example,
this is my monitor...
This engine has eight monitors.
This is the 1998 JETTA GLX VR6.
It was the donor car for this fucking nightmare project.
And when I bought the JETTA,
I made sure that it had no codes in the system,
no pending codes,
and all of the monitors were set.
That was the same with the 96 Cabrio.
So, I knew everything in both cars
was functioning properly.
You should have just left the battery connected
when you swapped it.
Your shithead.
So, one of the monitors is EVAP.
And what it's looking for
is making sure that there's no evaporative emissions
that are making it from the fuel.
So, unburned fuel that's leaking out of the fuel system
into the environment.
It's raw hydrocarbons.
It's terrible for the environment.
So, what it does...
This is the same reason why on California fuel pumps
there is this...
Bellows.
Thank you.
That was not the word I was going to use.
The word I was going to use was much more crass.
Yeah.
You're kidding.
Yeah, do you not call it that?
How did I guess that?
Everyone...
Everyone, no?
No.
Okay, anyway.
In California, they have this thing
which is designed to prevent fuel evaporation.
While you're fueling the tank,
which, you know, you go to other places
and it doesn't have that thing.
So, it's actively...
In exactly the same measure as the fuel is coming out,
the volume of fuel is coming out
of the fuel dispenser,
it is sucking in.
So, as you're replacing air volume in the tank,
the fuel is then sucking that air
and then capturing it and recycling it.
So, in every OBD2-Car,
as you're driving along at inter...
I'll call them random intervals.
At different times,
your car will have a pump.
It's either a vacuum or a positive pressure.
This is a positive pressure pump.
That will pressurize the entire fuel system.
And not...
I'm not talking about the fuel itself,
but the air that's in the tank to one PSI
or thereabouts on this car.
It pressurizes to that point
and then monitors that pressure
for a certain period of time
to make sure it doesn't drop.
If that pressure starts to fall off,
then it has a leak.
And then it throws a code.
Exactly, but it can't do that
under different circumstances,
like, for example, when you're using the fuel.
So, it has to do it on overrun,
meaning when you're decelerating.
And so, what this thing will do,
the drive cycle for this
to set the EVAP monitor is,
you have to start it from cold.
There's no more than a 12-degree difference,
temperature difference between the coolant
and the ambient temperature.
But I'd offer two minutes to two to three minutes,
and that's so the secondary air pump will run
and completed cycles.
And then you drive it until the coolant
reaches 80 degrees Celsius.
And at that point, you drive
four to five miles at 45 to 55 miles an hour
and then seven miles or seven minutes,
whatever it is, at 60 to 65 miles an hour.
You can't go over this amount.
Exactly, as you said, it's idiotic.
And then the favorite part is,
cruising at 60,
between 60 and 65 miles an hour,
in fifth gear,
you let off the gas pedal on level ground
and you don't touch a thing
until you get down to 18 miles an hour,
which in this car is idle.
That takes a long distance.
And you tell me where you can find
all of these places where you can safely
and legally go 65 miles an hour, let off
and coast for a fucking mile.
You're slowing down to your 21 miles an hour
and now there's trucks whizzing past you.
The trick is get up at four o'clock in the morning
and go if there's one stretch of a road around here
that all of my mechanic friends use.
I've asked them about it and I've done this
200,000 fucking times.
After 400 and something miles
of driving this engine swap
with no codes, no pending codes,
no check engine light, no nothing,
it set a pending code
for a small intermittent evaporative system leak.
So I smokechecked the car,
meaning that I put one PSI of pressure
on the entire intake system and everything else.
So the way that you would do this
is I don't know what entry point you use,
but you have a smoke machine that generates smoke
and you have an air source of compressed air
and you attach this thing,
like it's like probably a little cap
with like a little rubber gasket or something
to somewhere in the fuel system.
I don't know how you do it in this car,
but in my car I would usually use the intake track.
Because you're looking at the fuel system.
Oh, I'm looking for vacuum leaks.
When I'm looking for vacuum leaks, that's what I would do.
So on this, there are two purge valves
on this system, which is similar to most.
One of them will take that pressure
that's in the evaporative system that it builds up
and purge it into the intake to burn it off.
So that connects that fuel system
indirectly into the intake.
And then there's another one
that sends that pressure outside to the environment
and it's got a little vent tube to do that.
So you have to make sure one of those is pressurized,
which is energized,
which is the purge valve that goes to the outside,
because that's normally open
and you put 12 volts on it to close it.
So the first thing I do is I pull off,
there's a Schrader valve on this,
like a little tire valve basically where you can pressurize.
I don't have that fitting.
So I pull off a vacuum hose,
shove the little smoke machine in there,
let it pressurize for,
I let it go for 45 minutes this last time.
And then you have to watch for any smoke anywhere
with the external purge valve closed.
So pressure built up.
So after a couple of minutes,
I go over to the gas tank all the way at the back of the car
and you open the gas cap
and the smoke pours out.
So I know it had built pressure.
And I sat and watched it and after four or five minutes
I could see this tiniest little wisp of smoke
coming from a connector.
And this was,
the VR6 uses a different style connector upfront
on a flexible line to the plastic key point,
hard line that goes to the back of the fuel tank.
And so the trick there is to just use a hose clamp,
tighten it, but because it's plastic,
you can't tighten the shit out of it
or you're gonna crack it and then I'm really in trouble.
Because it's like part of the car.
Yes.
I mean, then you're running a new line
all the way through the floor pan and everything else.
So I did it gently
because I didn't want it to crack
and there was a little tiny wisp of,
continual wisp of smoke through there.
And I thought, I found the evap leak,
cranked it down just enough to stop it
and then another couple of degrees
and sat and watched it for 45 minutes,
nothing came out of it.
Occasionally,
and I mean like every three or four minutes
I would see a quarter inch long
of smoke come out of the pump itself
that makes this.
And I thought, oh the fuck,
this is not measurable, this is such a tiny leak.
But 45 minutes I watched the whole thing
and so now I am positive,
there is no leak.
I tested both purge valves.
You take 12 volts off of the external purge
and it all comes out the bottom of the car.
You take 12 volts
and you put it to the intake purge
and it pressurizes the intake with all this stuff.
It's been another 400 miles.
It won't set the fucking evap monitor.
Now in California.
Has it thrown a pending code?
No.
California, you're allowed to pass Mogg
with your evap,
California has realized that evap monitors
are such a pain in the ass
and so often so difficult to set
that you can now pass a smog test without.
And this car passed a smog test.
If the car is in 98 or earlier, right?
Or is it 2001 or earlier?
2001 and earlier.
Because they know there are times,
so I can, another example
is I have a friend with an E46 M3
and she put 8,000 miles on her car
and the day she set the evap monitor
they smogged it and then she wrecked it.
This is the idiocy.
So I wrote to the California Bureau of Automotive Repair
the referee that I'm dealing with
to try to certify this
and I said I've now done more miles
on this car trying to set the monitor
than I will driving every year.
So now we are creating more pollution
in the effort to rule out pollution
which I know isn't happening in the first place.
A, because you already shoved a thing up its tailpipe
and measured what's coming out
and the fucking car is clean.
And B, I put it on a smoke bushing.
Would you please just smoke test the fucking evap system
and leave me alone?
No response.
I mean I didn't say it like that
but I was like anything you can do
to offer any assistance would be greatly appreciated.
My goal here is to limit emissions
and putting another thousand miles on the car.
Anyway.
So now I'm doing,
I'm going through anything else
like what else could be possibly
pissing this fucking computer off.
You need more drive cycles.
Right.
So I've been daily driving this car
which I don't want to do.
But doing it, it's fine.
Everything is happy.
But I put the factory in your box.
Do you do the drive cycle every time you drive?
I do it a lot.
I've done the drive cycle probably
seven, eight times since the last reset.
It's miserable.
Can you do this on a rolling dyno?
No.
Yes.
Hypothetically?
Hypothetically you could.
I would be very interested to do that.
I think that would improve
the experience of drive cycles.
Volkswagen actually allows you
to force the monitors to be set.
There's a product called a Vagcom
company by Rostack
and they wrote some software
that lets you directly tell the computer
what to do.
And you can tell it to perform the test.
Mine just won't set.
But it's not throwing,
after all these miles,
it's still not throwing
and I see an error.
It's just saying,
I can't rule out that there is an error.
But I'm driving this car
and driving this car
and driving this car
and driving this car
and the folly here is that
the computer can't tell me
why it won't set the monitor.
Isn't saying,
hey, I'm not ready to set the monitor yet
because I am seeing an intermittent leak
or hey,
I'm not even trying to set the monitor
because.
And so there's another friend of mine called,
I called another friend
asking for evap monitor help.
And he said,
well, how old's your cat?
So I don't have a cat anymore.
I died a couple of years ago.
No, a catalytic converter
and I said,
I need more coffee.
Sorry for your loss.
Thank you as many years ago.
The Toyotas will come in,
Priuses specifically,
he said,
will come in with an evap monitor not set.
Don't they all have new cats
because they've all been stolen
and replaced?
Apparently not.
They last between 130
and 150,000 miles
in our conditions,
he said.
And when the cat is aging
to the point where
it's no longer functioning properly,
the computer doesn't throw a code,
doesn't throw,
and there is a catalytic converter aging code
that they should throw.
So,
if you have a cat,
and you do that,
just stops trying to set the evap monitor.
Evap has nothing to do
with the catalytic converter for the record.
Nothing.
One is an evaporative emissions.
The other one is a combusted emissions thing.
It just stops,
so he said now every time
they get 150,000 mile Prius
in with an evap monitor
to not set and they can't smog it.
They just throw a new catalytic converter at it,
run it through its cycle
and it sets the monitor.
So my question is,
Ist das zu sagen, ich mag es nicht in ein Cabrio.
Ich mag es besser in die Jetta.
Deshalb möchte ich nicht die Monitor setzen.
Ist es nicht so, dass es andere Systeme gibt?
Ist es nicht so, dass man gegründet ist?
Ist es nicht so, dass man gegründet ist?
Ist es so, dass man gegründet ist?
Ist es so, dass man gegründet ist?
In der Mitte der ganzen Sache dachte ich,
lass mich einfach den Stock-Aero-Bahn zurück in den Auto,
denn ich war endlich ablehnt, es zu finden.
Ich hatte einen Konefilter.
Ich habe das gemacht.
Und das 2.Aero-System, und alles das 2.Aero macht,
ist ein Pump-Extra-Aire durch den Motor,
um die Kattelöder zu helfen, wenn es allkohlt.
Der 2.Aero-Pulse...
So, dass es lehnt?
So, dass es lehnt...
Es ist extra-Aire für unkombustete Flügel im Exhaust.
Das dumpft die Flügel, so dass es rich ist.
Es ist rich, um die Kattelöder zu heben.
Aber dann gibt es dir das Air,
also um die Stoi-Geometrik zu gehen.
Ja, es gibt das Air,
dass es die extra Flügel braucht,
um die Kattelöder zu heben.
So, ich habe das 2.Aero-Aire,
der 2.Aero-Aire in diesem Auto,
verbringt durch den Airbox.
Und ich habe das 2.Aero-Aire,
das ist durch das Tübe und das ganze Ding,
wenn das Pump läuft,
das Monitor für das 2.Aero,
das ist sehr glücklich.
Aber ich habe gemerkt,
dass wenn ich das Faktor Airbox und das Faktor PAPER Airfilter
habe,
dass meine Flügel-Trims auf die Schärfe gehen.
Und das Flügel-Trim
ist eigentlich das,
ich sehe so viel Air in
und ich verbringe die appropriate Menge der Flügel,
aber es war nicht genug oder zu viel.
Und so habe ich die Flügel-Trim...
Du denkst, das PAPER-Filter ist zu restriktiv?
Ich weiß nicht.
Es ging positiv,
das bedeutet,
es war, das Flügel zu heben,
das bedeutet, es war,
dass es extra Air von irgendwo war.
Und ich dachte, okay,
wenn ich das Airbox in,
das vacuum leak post math,
post the mass air flow sensor.
Ist das möglich?
Ja, ich habe das mass air flow sensor off.
So, ich habe das mass air flow sensor,
ich habe es mit dem Smoketester,
keine Leaks, anywhere,
sehr glücklich über das.
Ich habe es alle zusammen,
mit dem Stock Airbox wieder,
ich habe die Adoptionen geklaut
und es kam gleich zurück, 25% Flügel-Trim,
das ist sehr groß.
25%?
Ich weiß nicht.
Ich glaube, es geht mehr als 30%.
Ich glaube, jede Fahrt hat das Limitation.
All ich weiß ist, 25%,
das ist ein fucking Check-Ingin-Light.
So, ich habe das Faktory Airbox in,
sorry,
das Aftermarket Cone Filter in,
ich habe alles in,
ich habe es in,
das Flügel-Trim ist 6%,
alles ist glücklich.
In der meantime,
wenn ich das Faktory Airbox ausfinde,
das habe ich beim
hat ein 12-Val VR6, preferably ein 98 oder 99,
weil sie die E-Vap-Systeme, die diesen fucking Lidl-Tube hat,
bitte, ich werde dir ein paar Geld für ihn payen.
Aber jetzt habe ich einen fucking Pending-Kode,
und ich weiß nicht, wie lange es dauert.
Also meine Wahl ist, es zu resettieren und dann wieder mit dieser E-Vap-Monitor-Setting,
zu der ich sage, einfach...
Kannst du das JBL-Welt, Plastik-Welden...
Ich dachte, Plastik-Weldingen und so.
Aber wenn die E-Vap-Monitor-Settinge,
das ganze Punkt, wie ich diesen fucking Pending-Kode gemacht habe,
war, dass ich es nicht richtig machen wollte.
Ich wollte, dass ich...
Habe du geblieben?
Ich muss es.
Ich muss die E-Vap-Monitor-Settinge verkaufen.
Das Problem ist, dass ich nur ein Jahr und ein bisschen habe.
Jetzt, dass ich dieses Prozess starte,
bevor ich diese E-Vap-Monitor-Settinge durch die E-Vap-Monitor-Settinge
passen muss, nicht nur ein regularer Pending-Kode,
durch die E-Vap-Monitor-Settinge für die E-Vap-Monitor-Settinge,
was ich nicht bis alle Monitor-Settinge,
sogar wenn die California nicht bis diese E-Vap-Monitor-Settinge passen würde,
und ein Pending-Kode ist nicht ein realer Pending-Kode.
Also, ich bin in dieser Unschuld,
in der ich nicht mehr durch den Test fahren kann.
Ich glaube, dass die Kommentare jetzt
wild über Kameforne,
oder was es ist, die Leute sagen,
über Kameforne zu sein,
dass es nicht wahr ist.
Sie sind nicht falsch.
Ja, über das.
Was ich auch sagen werde, ist, dass ich die Erinnerung hatte.
Ich habe einen Klang in Oregon,
ich habe den DMV-Registration für seine Fahrt in Oregon gehandelt,
und die Erfahrung war so viel mehr glücklich als hier.
Ich kann dir nicht sagen, wie wunderbar es ist.
Ist es genug, um die Forderung zu machen,
dass alle in Oregon ein superer Dreh-Passivist,
der zwei Stunden bis zwei Stunden im Speed Limit dribt?
Das ist ein totaler Joke.
Wenn du von den jungen Regeln aus lebt,
denkst du, dass du nicht mit diesen Leuten so viel dealt.
Okay.
Du bist nicht genau auf die Kommentare zu nehmen.
Oh, das ist mir so.
Das war mir als Roboter.
Das war mir, dass ich für die Sekundarier für die Sekundarier bin.
Aber in addition to their not being sales tax in Oregon,
there is also a collector plate that exempts you from emissions testing
for anything 25 years and older.
Which is the right thing to do.
And if it's not 25 years and older,
if there is a club that certifies that it's a significant car,
then you can get that plate on the car,
even if it's not 25, yeah.
I'm the club of people who thinkin'
Toyota Prius is a special car, no.
Effectively.
So yeah, much better system there.
This is why the Leno's law thing is back on the books again, right?
Everyone is trying to get California just back off.
Where cars, look, this is my newest car.
It's my only OBD2 car.
It's a 1996, it is 30 years old.
This is never, okay, it is not that special of a car.
We understand this, it's Volkswagen Cabrio.
It's not going to be driven regularly.
It's not going to emit a portion
as much as fuckin' Prius that's daily driven.
I'll probably drive this car a thousand miles a year.
Once I got the fuckin' monitors to set.
So it's one of those things that's just incredibly frustrating
about living in any place that has
any sort of emissions controls.
And it's not because of the emissions controls.
It's because the manufacturers did a shitty job
at complying with the government mandated OBD2 standard
where they're not, you're shooting in the dark.
Right, and the other thing that happens
is that the standards were written
for the tens of millions of motorists in California
and the enthusiast community represents
a relatively small portion.
And if they say, we're gonna design a regulation
that is intended to get as much smog solved
as quickly as possible, then they're going to do it
in a sort of heavy handed way
that applies to 97% of the people
who aren't motoring for enthusiasm
and they haven't introduced like a sort of sidebar,
the way that Oregon does where they're like,
well, if you have this type of license plate
and you certify that the car is going to be used primarily
for, you know, we have HV plates,
but they don't come with any emissions benefits.
That's a sort of vehicle, yeah, yeah.
They don't, well, kind of.
There is a law in the books that says
if California car is registered
with a historical vehicle plate
and is 35 model years old or older,
it is actually exempt from tailpipe emissions inspection
and you can go to a ref, meaning a referee, have it done.
I don't know anyone who's been brave enough
to bring your car to a ref.
Because then they're gonna look at everything else.
That's your thought, right?
Apparently they're only allowed to look at the gas cap
and make sure that visibly,
make sure there's a catalytic converter present
or something like that, but that's it.
I don't trust them.
No one trusts a ref,
like they're the fucking Antichrist to car people.
So, but yeah, there should be mileage exams.
If you've gone 3000 miles a year or less,
just to fucking leave me alone.
I might even allow a GPS tracker.
Would you allow a GPS tracker in your car
to prevent to do from having emissions checks?
The question is on an OBD zero car,
meaning a car before OBD two.
How do you do that?
Yeah, it would be literally a GPS tracker.
Well, yeah, but then the battery could die.
Oopsie, and then I do 12.
I mean, there's always ways to cheat.
I don't like that.
I drove my dad's car once
and his insurance doubled because I did a burnout
and well, I launched it aggressively
from onto, emerged onto the freeway
and it made a little noise
and then I kind of slid around an on-ramp
and I got a couple stability control inventions
and it made a little noise
and he called me screaming not long after
and he's like, I've fucking tried for so long
to get my insurance down
and bought a revolver while he's on some
idiotic insurance thing.
So he promised that I would never drive the car again,
which fine.
Mercedes GLA 250 front-wheel drive, trust me.
Not upset about that.
And yeah, I would consider
well, I would certainly report annual mileage, right?
If that exempted me.
Yeah, but that's like so
I'm not gonna, listen, I have a spreadsheet
with every tank of gas I've ever put
in any one of my cars.
I am all about information gathering.
I'm not gonna cheat.
Yeah, but there's gonna be people who will.
But there's always gonna be people who will cheat.
Yes.
So this car was supposed to make its rally debut
a couple of weeks ago,
but it popped that check into it.
Yeah, it showed up at the beginning.
We saw it at the beginning.
It was gone by lunch on the first day.
Yeah, in fact, I dropped it off,
had lunch and picked up Beatrice,
the E30, which had been sitting basically unused.
I think I've driven it maybe 200 miles
since October of last year.
Starts right up, did 450 miles of
motor, perfectly conscientious all law abiding motoring
and other than the speedometer dropping to zero.
Occasionally for no reason.
Odometer kept turning, I would have immediately stopped
because I can't handle the odometer, not turning.
I need to know what my film mileage is.
Problem free.
So yeah, that thing, but the worst part of that is
that car, so the morning of,
or the morning, the night before, the day before,
I woke up in a panic and I'm like,
how are you gonna set the monitors?
How are you gonna set the monitors?
How are you gonna set the monitors?
I'm like, you stupid fuck.
You wanna set the monitors?
Take that thing on a 450 mile Backroad
and it'll get overrun.
It'll be exposed to all sorts of horrible things.
Maybe it'll set the monitors.
So I brought it into the alignment shop.
I'm like, please.
And they said, okay, they aligned it.
Everything's great.
I get to the start of the rally.
Fuel trim was at 20, between 18 and 22%.
I was a little nervous about that.
We do one mountain drive.
Car was shockingly good.
Like I was genuinely surprised at how competent it was.
The brakes started to become fragrant.
But these have the driver edition,
big brakes on it.
The car was fucking great.
Get to the bottom of the thing, we all get out,
we're talking, everybody's happy.
I go to get back into the car, I'm like, where's the clutch?
Clutch pedals on the floor.
The brand new master, clutch slave,
which has never felt right
and never stopped leaking, just let go.
And so I had to drive that 34 miles
back to my fucking warehouse
through mountain winding roads and traffic
and in town with no clutch.
So.
There was clutch.
The problem was there was no clutch.
No clutch, yes.
What a pain in the ass.
You had clutch only.
I had clutch only.
I hate doing that.
I mean, it's a pain in the ass.
And it was all fine until, everything was totally fine.
I can shift, no clutch.
And I just made sure I never stopped.
And you sort of slow down, put your flashers on.
I'm sorry about having a mechanical
to the people behind me.
And you wait until that light turns green
and you fucking floor it
and get through that light as fast as you can.
And I just mostly stayed in second, third and fourth.
Then I get to like a block
or two blocks before my warehouse
where I'm gonna ditch that and get Beatrice.
And I'm coming up on a green light
and there's a woman in a fucking Subaru.
You know I was gonna say it.
Yes, of course.
And I'm gaining on her quickly
because I'm coming, I wanna make sure.
I'm making, we're making a right at this light.
She fucking slams on the brakes
in the middle of the intersection
and starts looking around like,
oh, I think I have to go left.
I don't know.
She comes to a screeching halt
and I had to ABS to a stop.
Like full, almost hit her.
Oh my God.
So I'm on the horn and too late.
Now I'm stopped, I'm stalled
and it's up a significant hill.
7, 8% grade.
So come to a stop
and she starts to go stops again
and the guy behind me almost hits me
and he's honking, I'm honking
and I'm like, oh my God, I hate you.
And she takes off
and now I realize I'm in second
and I'm stuck in second
because there's so much weight on the car
pulling it down the hill
that the gear's locked.
And I'm like, okay,
the only way I'm gonna get out of this
is to hit the key,
let the starter move the car a little bit,
let go and immediately at the same time,
knock it out of gear when there's no load on it.
Come to a stop, put it in first
and have the starter start me up the hill.
So I grab the key with my left hand
and my right hand's on the starter
and I go to get out of gear, let go.
And the guy, I hear a burk behind me
and he goes nuts.
I think he thinks I'm trying to fuck with him
and now the asshole has stopped in a green light.
So he's screaming, he's honking,
he's doing everything.
I have my flashers on, I'm like, go around,
but he's so close to me that he can't
and obviously can't figure out
how to put his car in reverse.
So I just hit the key.
This poor thing, this poor starter up the hill.
At one third walking speed
and I'm like, I don't care.
Self-immolate, light yourself on fire.
I have really good insurance.
I'm so sorry, Haggerty.
Just fucking blow up, I don't care.
I hate you.
I want you to sit in the garage
and think about what you've done.
You've embarrassed me amongst your friends and my peers.
And round, round, round,
by the time I get to the top of the hill
and crestedown, started to have drove it
right into the garage, put it on the lift,
gave it the finger, took Beatrice and left.
And got a sandwich.
And got a sandwich
and then caught up with you guys right after lunch.
Yeah.
Great success or similar.
And now I have to replace fucking secondary or pipe.
Just so I can drive in another 4.2 billion miles
to set a fucking monitor
to know that I don't have an evaporative emissions leak
that I already know I don't have.
So, rant is done.
I will put this tube back on the ground
and grab our car margin logo
while you tell us what you did in the rally.
I got a flat tire.
I didn't get a flat tire.
I got a nail.
You know, I posted that to the video.
Yeah, you got a screw.
You got a screwdriver.
It was a drywall screw.
And I posted a video of me,
I was extracting the screw
and thought it would be funny
to take a video of me saying,
listen you asshole at you
and then screwing the tire back in
and pretending that I was giving you a flat.
It was funny for me anyway.
We did a roadside repair on that.
We, one of us always has the kit.
I actually bought one myself
because I figured I should have my own.
But we patched it on the side of the road.
Actually patched it in the driveway before leaving.
What else happened?
Nothing else? Noteworthy.
Everything went smoothly.
The only thing that didn't go smoothly
is this was a holiday weekend.
Oh yes.
There was a holiday in Mexico.
We forgot that it was Easter.
Yeah.
I don't know what happens on religious holidays
but Christians get very upset or something.
I don't, that's not true.
But everyone was very mad at us.
We got screamed at constantly
for doing 47 in a 55.
Like we were just constantly being yelled at
by people who were very angry
that we were on the roads
and like a bunch of sports for it.
The volume of people out was also, I think problematic.
There were a lot of people using the holiday weekend.
So anyway, we tried to go far enough away
from civilization for it to not be an issue.
And the farther we went,
it was definitely through that.
The less we got screamed at.
Yeah, yes.
But as per usual, taking amazing cars on amazing,
on holiday weekends, a bad idea.
And I wanted to do it in a convertible
because I thought that would slow me down
and it would just make me enjoy the scenery more
and the smells, and that didn't work.
But we came back to the world erupting
over a convertible.
Oh, yes.
I had heard about this.
One of my clients is very prolific
with the fact that he was in a convertible.
Prolific with Porsche buying.
Porsche.
Porsche buying.
And he told me it was happening and I was like, what?
Really?
Okay, so we're talking of course
about the newly launched 911 GT3S slash C.
Yes, for something cabriolet.
Well, I just thought it was, I don't know what.
So here's the full transparency.
A week from now-ish,
I will be driving that car, I think.
I'm going down to Porsche.
I'm going down to LA to spend a couple of days with Porsche
and I think they're letting me drive it.
I see, I don't know, either way.
But it brings up a really good point.
Because people are having a kind of visceral negative
reaction to this car on social media.
Is that your experience also?
Yeah, I think people are objecting to it
on the basis that it is conceptually unpure.
Yeah.
So Ferrari has done this already.
With a GT3?
No, with their equivalent cars.
Nobody really seemed to give a shit
when the roof was removed from Ferrari's hot rods,
which is, let's see, what was the first one?
Was probably the Aperita, the, no.
Well, 599 I guess, yeah, because the GTO engine
in an open car, they made 80 of those.
It's kind of a sidebar car.
I guess it's a little more rationalizable
because that's not really like a race car formula.
When you go to the mid-engine cars,
I think it distresses people more.
And so when the 458 Spacialia Aperita
was probably the origin of this,
because there was no 430, oh no, sorry, 430, 16M.
16M?
Yes, in 2009.
So Ferrari has been at this for...
It drove the I was on the launch of that car.
Yeah, so what is that's coming up on 20 years ago.
Yeah, I guess it didn't,
maybe the mentality was different then
or nobody seemed to give a shit at the time.
I thought it was a little bit like weird.
I didn't give a shit.
I didn't give a shit and here's why.
The, let's be honest,
the initial definition of a sports car was a roadster,
was a two-door open car.
The problem I feel with the GT3,
so no one has a problem with a convertible 911.
They've been around for a long time.
1983.
Wir können über die Leute, die Turbo S Cabriolets kaufen.
Ich denke Cabriolets, generell.
Fair point.
Vielleicht sollte man das.
Aber ich denke, die Bedeutung hier ist,
dass das GT3, wie ein Badge,
tendiert, dass das Motor-Sport-Division ist.
Und also die Idee eines GT3,
i.e. Motor-Sport-Kar,
als ein Convertible, ist ein Problem.
Es ist nicht, dass das 911 ein Convertible ist.
Ich denke, wenn sie das 911 SC Cab gehalten haben,
und es nur ein 911 SC war,
ich denke nicht, dass es so viel aufregend wäre.
Aber Porsche hat uns trainiert,
dass das GT3 Track fokussiert war.
Und das ist warum es originally nur available
mit einer PDK,
wenn sie es zu einer Transmission reduzieren musste.
Weil die PDK schneller war als eine Laptage.
Und dann haben sie,
die Dinge wie 911 R und 911 SC,
die sind ein ST,
sorry, ST, 911 R und 911 ST,
die sind GT3 ohne den Fokus auf den Track,
wo sie sich nur die Laptage
ein bisschen in die Richtung von Erfahrung
statt von der Laptage haben.
Und also SC...
Es ist auch, ich meine, das Kontext ist sicherlich relevant.
Und ich denke, das Kontext für 911 Cab-Relays
ist immer...
Lass uns starten, was es bedeutet,
wenn du 911 Cab-Relay fokussierst.
Schaut mal, ich habe einen.
Poser?
Nein.
Geriatrik?
Nein, ich war 31.
Nein, nein, nein.
Ich sage, was sagt, wenn du einen auf die Autos buyest?
Nein, nein, nein. Ich sage, was sagt, wenn du einen auf die Autos buyest?
Es ist...
Und das ist auch von den Values geboren worden, oder?
Wie für Beispiel, wenn du einen...
Trailer 3.2,
eine Cab-Relay Version der Autos
ist ungefähr etwas mehr als halb
von dem, was die Autos wie eine Kup ist.
Für einen regular 911.
Und also, wenn diese Autos
von den Enthusiastinnen und Enthusiastinnen boughten,
ist es immer die Kup-Version, die die nachgedacht werden.
Das ist, ich glaube, ein distinctiver Porsche Charakteristik.
Und es ist eigentlich ein distinctiver 911 Charakteristik.
Denn wenn du auf 356 Landstelle,
356 Cab-Relays, ist es mehr als 356 Kup.
Also, dann...
Wir haben eine Verbindung.
Ein Gullwing, eine Roadster versus...
Wie ein 300, das ist ein Roadster versus ein 300.
Roadster ist weniger wert als ein Gullwing.
Aber wir reden nicht halb, oder?
Nein, es ist wahrscheinlich...
Es ist mehr als 25% der Values-Differenz.
Aber du verlierst auch die Gullwing-Dauer,
die ist der Charakteristik.
Ja, der Charakteristik ist ein Gullwing-Charakteristik.
Und es ist auch ein Motorsport-Charakteristik.
Es beginnt als ein Räschen-Charakteristik.
Und also, du bist weniger und weniger nahe
zu dem Räschen-Charakteristik.
Aber Porsche Land ist speziell,
weil ich denke, wenn du einen 911-Cab-Relay hast,
dann ist es nie ein Offering, das wirklich ein Sporting-Offering war.
Das war ein Cab-Relay.
Und das war der Fall, dass der 911-Cab-Relay
20 Jahre nach dem 911 erst einmal aus dem Auto gekommen ist.
Und es war immer noch mit dem originalen Body-Shel.
Der Auto war nicht als konvertiert.
Und also war es kompromissiert,
in einem öfteren Top-911,
weil sie einiges nach dem Fakt,
Engineering zu machen, das Auto.
Es ist nicht sehr stark.
Und sogar, wenn es in Form ist,
997-Cab, wenn es debutiert,
ich erinnere die ...
Was war das 997?
Was war der verrückte Targa?
Das war 991.
Nein, der Return of the Targa war 997.
Der Return of the Targa, also in Struktur ...
Du sprichst die Bar-Targa?
Oder du sprichst die Bubble Top?
Die Bar-Targa für 997.
Okay, das war 991.
Ja.
1 war 997, 1 war 991.
Also, historisch, Porsche 911s
haben half der Struktur-Rigidität verloren.
Eine Viertel für den Targas,
eine Viertel für die Konverter.
Und das ist der kompromissiertes Bild.
Und das ist sogar, wenn das Auto
von der Aufsitzung als Konverter
als Konverter zu werden.
Du verlierst noch viel Struktur.
Ja.
Und Gain-Way.
Also, für diesen Grund,
die Enthusiöse haben immer 911s mit fixen Rufen entschieden.
Und das ist so ...
Und das andere ist,
dass die GT3-Line zurückgeht.
Wenn du die R-S-Tage fährst,
dann geht es um die R-S-Tage,
die R-S-Tage, die 1973 kam.
Also, da ist ein ...
50-Jährige-Präsident
über dieses Auto,
das eigentlich in Produktion
in jeder Generation von 911s war.
Nein, das war ...
Ja, das Impact-Bumper-Auto,
das R-S-Aquivalent war,
das R-S-Tage war,
aber das R-S-Tage war,
das 3-Liter R-S-Tage
und das MFI 2.7 R-S-Tage.
Also, jede Generation von 911s
war eigentlich in einer HOT ROD-Version,
die dann die GT3 ...
991?
... hatte das Speedster,
das GT3-Agentinett.
Ja, das war das erste Mal.
Das war ein interessierter Experiment
in dem Weg,
das so korrekt zu verabschieden,
oder einen Weg,
das Produkt in die Rückstelle zu erneut
ohne den Verbrauch zu verabschieden.
Der Speedster war das eigene,
das seit 1954 existierte.
Historisch hatte man immer die standarden Engeln gebraucht.
Das war also für das 356 Speedster,
das erste G-Body 911,
das 964, das 993,
das 997 Speedster.
Alle diese Fahrzeuge
waren standard 911-Konvertible,
basically,
oder 356-Konvertible,
in dem Fall von dieser Fahrzeuge.
Die Fahrzeuge wurden verabschied
und verabschied zu dieser historischen Definition
der Sportcar,
die wir vorhin erwähnt haben,
dass es effektiv ein Roadster ist.
Die Calvary-Lay hat
Windup-Windows,
eine voll insulated Top,
das war watertight,
eine hohe Windscreen,
ein all-purpose Auto,
wie ein Mercedes SL,
die man auf einen täglichen Basis
auf die Rüfte aufbaut,
wenn man sie will,
aber man kann sie auf die Runde fahren,
wenn man sie will.
Und der Speedster war nicht.
Die sind das, was die Fahrzeuge sind.
Die sind ein anderer Fahrer,
ein externe Modellin.
Wir haben es nur spicer als vorher.
Und alle waren okay mit dem.
Ich glaube,
meine Frage ist,
der Speedster war limitiert,
die 1948-Unitze
von der 991 Speedster,
356-Unitze
von der 997 Speedster,
400-Jährige von der 964
und 2000-Jährige
von der G-Body.
Und so,
die sind alle limitierte Produktionen,
die sehr wertvoll sind,
und meine Frage ist,
ist der 992-GT3
und ein Speedster,
oder ist das ein Replacement
für den Speedster?
Mögen die 992-GT3
und die 992-GT3
eine limitierte Produktion?
Ich glaube,
das ist es,
das ist es.
Porsche ist nicht eine tolle Position
finanziertes.
Ja, es ist un-electrifying,
das betrifft sehr viel.
Also, wenn ich das zu猜 hatte,
Porsche ist nicht möglich,
den Geld zu verdrehen
wie ein Speedster,
wie ein Ruhelovercrash testet,
und wahrscheinlich
zu all den Repetitive-Engineering-Espensten.
Wobei, wenn du einfach
dieses Existen-Engine
mit dem Cabriolet
und das Geld zu verdrehen,
ich werde es nächste Woche
sehen, und ich werde ihn fragen.
Aber das wäre mein bester Gast,
das ist wahrscheinlich ein weniger wertvoller Produkt,
and sick of people talking about their PTS fucking vent,
leather covered bootstraps.
And that's the actual issue is that,
in my opinion, everybody
who is buying those cars
for any reason other than
the driving experience
is doing it for the wrong reason.
And that's, you know, it's,
I don't know,
it is the reality of the fact
that these cars have become
Victims of their own success.
And everyone who knows what they're talking about
says they're so good and so people who
can't appreciate directly
how good of an experience it is
because they don't have enough behind the wheel time
in driving near the limit and driving lots of cars
can't perceive that, you know,
what's special about it, but they know
that a bunch of people who know what they're talking about
say that they're...
Well, they can probably perceive,
at the end of the day,
not in the sort of technicolor way
like you want to kiss the engineers
who design the car afterwards
because the thing is so brilliant
and not, I think most people who own those cars,
especially those who don't drive them on track,
don't have the
just raw number of hours driving cars
quickly or near the limit
to appreciate just how far above and beyond.
Just how far above.
Right. Because I think it is a car
that speaks for itself. A 9000 RPM flat-six
with that kind of exhaust note
is just a special experience
plus anyone who has driven
any manual transmission car
or multiple, you drive four or five different manual transmission cars
and you can start to see the real difference between them.
It's a brilliant manual
and so it becomes very obvious
very quickly why this car is special
even if they'll never get to the handling limits
and never slide it around.
They're not going to chris harris it around the track
to use a verb.
I find it so interesting that there's so much pushback
in my little bubble
and that could be just my little social media bubble
but everything I've seen about
at sea so far has been
making fun of it. That it's blasphemy
or heresy.
And I'm not going to watch,
I know Henry Kaczpol review the car
on the Hagerty Channel and I won't watch the episode.
I'm not going to watch anyone's coverage of this car
or read anyone's coverage of the car until I go experience it for myself.
So I purposefully have the blinders on
but I'm
not immune to the sort of memes that are coming up
and I'm like alright, that's a little bit unfair.
Yeah, especially because when you compare
this to the way that Ferrari does things.
I mean, if you look
at Ferrari's historically
anytime they made an open version
of a
production car and this goes back to the
fifties certainly
the open version is worth often multiples
of what the closed version is.
I think Daytona Spider. Daytona Spider
is a
I don't know these cars are all depreciating
so I don't know what they're worth this week.
$3 million versus
$150 for a coupe
$330, GTS versus GTC
is like $600,000
for a closed car and
a million and a half or two million for an open car.
There's just a huge value difference
for closed versus open Ferraris.
But are those all grand touring cars effectively
rather than track focused sports cars?
They are and so
that and then I was going to
transition to the discussion of the
Scuderia because that was the first
first car that was sort of really
sporting intent that they made as an open car
and nobody
got their panties in a bunch when that happened
and now it's happened enough times
that people are kind of just okay with it
and it's now expected that
there is going to be a 458 Speciale
Aperta and there is going to be a Pista Aperta
and there is a Laferari Aperta
and it's just part of the landscape
because historically the Halo cars
were always available exclusively closed form
until the Laferari came out
and they made an Aperta version
and it's maybe just
I guess there is always a continuous dull roar
of people complaining about how Ferrari
is fleecing its customers
and so it's maybe perhaps out of reach
for enough people also that it's not that material
but they are certainly taking
a page from the Ferrari Playbook
in doing this and
perhaps because they have the visibility
and there is more Porsche people out there
because as you say it's ubiquitous choice
and everybody buys one
there is just more sort of like
is offending people in a way that
didn't happen as much when Ferrari did
I guess Ferrari started doing it long enough ago
if you are going to use the Scuria
as the origin of this that
it was a different world back then
in terms of less
media consumption
and chatter
I think let's be realistic about who is buying GT3s
and what they are doing with it
and I really don't think that many people are taking their cars to the track
and so I don't have a problem with that
not because of the volume that they are selling them in now
and that's historically what those cars were for
and that's why they made those products
well but unfortunately for
regular 911s
they have sort of gone down a route of
shit on them but
they've become sort of old man cars
in a lot of ways they always were but even more so
incredibly capable
but have been removing the experience
certainly once they went turbo charged
you've lost something
you gained a lot of speed
but lost sound at the same time
and that equation sort of leads you to Buicktown
and
the GT division products
especially the naturally aspirated ones
have just ascended to become
what crazy
inner sanctum car nerd enthusiast
think of when they are thinking of it
when you are fantasizing about a 911
I have no interest in a Carrera for example
but I have lots of interest in a GT3
and a huge amount of interest in an ST
because they are the drivers cars of it
so I don't think I would track one
I don't think I need to track anything
with center lock wheels
or carbon ceramic brakes
it's just why would I do that
when a brake job would cost more than
a specky 30 or a speckmyot
or a specky 46 or any of these other
disposable sort of race cars
that are actually kind of more challenging to drive
and so
when I bought my 996 cab
it was I wanted a sports car
finally
I wanted a sports car
I also wanted a track car
and I wanted a convertible
and those things are mutually exclusive
until I realize I can get a 996
put a hard top on it
and track the shit out of it
and then throw the hard top in my friend's pickup truck
and he could drive it home from the track
towing his other car
and I had him top down in my 911
yeah and that's probably part
of the motivating
the exciting
probably part of the motivating
factor
for this disgruntlement
is the fact that historically
convertible versions of cars
have been disfavored for track events
or not permitted at all
or not permitted at all
unless you have a hard top
which is the whole Miata work around
and I suppose that with these ferraris
if anyone was tracking them
they sort of have roll hoops and such
that maybe they are permitted
so I don't know
I don't think you would necessarily do that
with a 430
but you could certainly do it with the hard top convertible cars
which came after the 458
and the Pista
so that also
I think erodes some credibility
for an open top car that is
conceptually or in people's mind
if you can't take it to the track
how could it be a track car
although NDs don't pass the broomstick test
there are a lot of Miatas
so you have to do the RI4
put the hard top on it
which is adding weight
thus antithetical to a track car
there's no winning this
I think that's the key point
and that's why I have
my convertible is a 4 seat front wheel drive
shitty Volkswagen
it passes the broomstick test
but it doesn't pass the fucking smock test
but I would never could you imagine
I could imagine you doing it
I totally would
not for a whole track day
you would do it for
I would do it for amusement
it would be horrible and I know it
the whole convertible
issue
is a tough one
because convertibles really do change the driving experience
for the better for me for the worse for you
you don't particularly care for them
I love to
this stupid car
sounds kinda nice
most of the time
and it's transcendent
experience
unbelievable
same with my 16 valve cabriolet
which actually sounds in some ways better than this
and is quicker than this
but you put the top down in a car and they just
change fundamentally
and you're at one with the environment
I know that sounds fucking ridiculous
but I did just drive a Z1 with the doors down
and the roof down
I guess if I want that experience
I ride a motorcycle
because you know you can do better than that
it's like an awkward uncomfortable space
between a motorcycle and a car
and it's like I don't know
you know that right before I got my 996
I bought a motorcycle license
and my plan was to buy a motorcycle license
I got my motorcycle license
so a little bit of backstory
my dad when he was 24
was in a major motorcycle crash
got cut off by a car
in Brooklyn
and sort of went up on the sidewalk
over the curb in the sidewalk
and hit the window
the plate class window of a car dealership
and hit the car inside
so flew through that plate class window
hit the car, flew off the bike
flew through the other
because it was on a corner
the other window
and landed effectively dead
on the sidewalk
and was bleeding out
and of course it was Brooklyn
Bay Ridge so everyone thought it was a mob hit
and his pull stopped
when my uncle, my mom's uncle
saw him and was like
and called 911
he cut up his cars everywhere
and he really almost
really almost didn't make it
and there's many years before I was born
and then when I was 10
so my dad got back into motorcycles
in a BMW in a Triumph
and he would go out riding on the weekends
and my mother always said to him
how could you do this
and whatever blah blah blah
well he was in Manhattan
and a car was coming towards him
made a left and he hit them in the door
and wound up in the ICU for a month
it was another pretty bad situation
and
she had two 15 year old kids
at home at the time
and she hated him for it
she was so mad at him
that he took his bike into the city
and so she has that
she carries around that trauma
and she saw my motorcycle license
my wallet was just sitting on the dining room table
and she walked over and looked it
and my mom was not one for subtlety
she's there you know
you know my mom
and she just looked at me
and her eyes welled up with tears
and she blinked and walked away
and I just had never seen her like cry like that
and I thought
I should really think about this
and so I changed my plan
bought a convertible 911
and it was the next best thing
and it did the track day
and the track day duty
cause I was tracking a VR6
four door golf mark 3
that I built and I was killing the poor thing
plus it was front wheel drive
and so I came to the conclusion
that I should have a convertible
cause it's the next best thing oh
but if I put a hard top on it
then it's safe ish
on a track day
and so maybe that's why you
costs and the benefits
are not benefits that I enjoy
because you get on a motorcycle instead
I have no fundamental issue
with a convertible GT3
I just don't want it to be called a GT3
yeah I would rather it not be called a GT3
like it didn't
like the speedster thing didn't
rankle me
because basically it took a thing that existed
and improved it by adding the powertrain
of a GT3 so that was fine
so I'd be curious
how do you get that from packaging
and like the product itself is perfectly fine
I imagine the product itself is going to be great
in the same way that the speedster is
going into this with the expectation
not, it's not a foregone conclusion
but the expectation is
if I do drive it cause I'm not entirely
sure I'm driving the fucking thing
the expectation this will be
the convertible version of the ST
which is my favorite 911 probably
ever
yeah and you as a convertible enthusiast
if you cracked an ST they wouldn't let us
on the launch and the launch was on backroads
and the car was unbelievable
the GT3 is there for that
so you take an ST on a backroad and enjoy it
and you know shorter gears and manual transmission
they got rid of the rear axle steering
for ST
so chop the roof off of it
make a car where you get to hear that
9000 RPM motor from the outside
2
time me up
time me up
especially if it's expensive
yeah and the way that they sort of named
and packaged it maybe could have been more clever
but they also like you said want to capitalize
on I mean the GT3 name
plate has become legendary and has so much
clout and as Porsche is struggling
financially and seeking to
probably recover from that and go move to
higher margin products and I'm sure that people
will pay more for it and if they're hoping
to take a page from the Ferrari Playbook
that'll be justified in the secondary market
so you know as they try to return
to more profitability
that's consistent with what they were used to
instead of I think they're now at a
what is it 20% of what they were
even a couple years ago in terms of profits
yeah it's just
so they're really trying to recover
and this is a way to sort of take existing
ingredients recombine them charge more
for it
and give people a good time
it's the whole point of a sports car
regardless of whether it's a roof or not
we will look forward to consuming your impressions
we are impressed by it
I can't wait, I know I can't afford it
so as per usual
I will leave a Porsche event going, I hate this car
fundamentally because it's a fucking goddamn
Squarespace Beetle
and I'll drive it and say
a sports car experience you can buy
under insert X amount of number of millions of dollars
and it's perfectly executed
and does exactly what it should
and I can't afford it and damn it
and I'll come home and try to set the monitors
on my stupid fucking Volkswagen
you could add that sentence to the end of any previous sentence
and it will always be true
that I'll come home and drive my stupid Volkswagen
and try to set the monitors
at this point
well, I will say thank you all
for joining us on this episode
of the Car Magin Show
where we monitor
Porsche 911s
now with more Car Magination
bye
www.carmagin.com
About this episode
The hosts tackle two very different frustrations: OBD2 emissions “readiness monitors” and Porsche’s new 911 GT3 S/C convertible controversy. Jason and Derek explain why setting EVAP monitors can require absurd, tightly sequenced drive cycles—sometimes hundreds of miles—plus how battery resets wipe monitor memory. Jason recounts a VR6-swapped VW Cabrio nightmare involving a stubborn pending EVAP issue and smoke-testing. Derek then debates whether a convertible GT3 can be “pure,” arguing Porsche’s GT3 identity is track-focused, while others point to Ferrari’s precedent for open versions. They end by comparing regulatory headaches and enthusiast culture to the GT3 debate.
Today’s episode will not be a surprise to anyone who follows the automotive news cycle - because of course we’re talking about the 911 GT3 S/C! In true Carmudgeon-form, Jason and Derek pull apart the blasphemous, recently announced Porsche GT car and discuss whether it’s worth the hate, or better to hate on the haters.
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Visit http://JasonSentMe.com to get a Hagerty Guaranteed Value (TM) collector-car insurance quote!
===
Before this - Jason gives an update on his recent battles with finishing his 1996 Volkswagen Cabrio VR6 swap (Mk3), rooted largely from OBD-II getting in the way of the car passing California smog testing. But really - what is OBD-II, why does it matter, and why can it make engine swaps a total nightmare? Derek and Jason discuss (and moan upon) the variables, including how to do drive cycles, set monitors, and stay sane in the process. To add fuel to the fire, Jason discusses the Cabrio’s latest clutch slave mishap that almost left him stranded before a rally with friends. And putting a nail in the tire of Derek’s 964 Porsche 911.
On the subject of 911s - and cabriolets - Derek then explores the origins of disdain on the new GT3 S/C. Interestingly - Porsche is not the first brand to go about taking the roof off a track-focused road car variant - citing the rather cherished existence of the Ferrari F430 Scuderia Spyder 16M, the 599 Speciale Aperta, and the 458 Speciale Aperta. Not to mention - if Porsche is making a convertible GT3, could they also bring back a Speedster too? Time and speculation will tell - but not without Carmudgeonation...
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