Driving a retro car is harder than you think, and a new dog learns the old tricks.


It all looks familiar. The steering wheel, the pedals and the shifters are the same. Every corner has wheels, all round. Fasten your seat belts and fasten your seat belts. For all intents and purposes, the old car is just a car.
But if you’re used to modern metals, you’ll be shocked. I’ve been playing for years, but the oldest thing I ever drove was the BMW 325iS in 1987. BMW is my age. That year and newer cars were more than you expected. High-tech pauses. Modern tires. Gear box and defined gate. Things we take for granted. The speed of the car in such a car will soon make you think the rest of the history of the car is a bit of a trifle. Those old-fashioned racing driver blowing to seize the big slide and complain about tyre sounds like fishermen, they claim to be in this hemisphere has seen in one of the biggest season has met one of the most difficult days.
When I walked along the “drive an old car looks easy” way to say a word, he said to Sam, editor of Smith, he did some grand gestures, said some things about the bias tyre, and imitate the body English ran round the corner let pitcher jealousy. Then, he advised me in Buttonwillow Raceway for his exams, and auto racing association with southern California wines (VARA) together to participate in the test, after take part in the annual VARA university, this is a novice and experienced drivers driving school.
In order to obtain the experience of restoring ancient ways, we’ve listed four cars: a 1962 Austin healey Sprite, a car lotus of Europe in 1971, a 1989 BMW E30 M3 and a brand-new alfa romeo Giulia Quadrifoglio. Each car is the quintessence of its decade, and it is the representative that can track the development of streetcars for nearly 60 years. This is a leap forward, backward in technology and driver participation.
Like many tracks in California, uttonwillow is everywhere. The area has no features, no natural landmarks for turning or braking, and the silt surrounding the track becomes a science fiction quicksand when wet. This is a fast place, most of the turns are faster than you think, and there’s a lot of waiting for a delay. The good news is that there’s nothing to beat, which makes it an ideal place to learn new cars, in which case it’s an old car.
Lesson one: early brake, often brake.

There is no doubt that the braking has undergone the greatest transformation, starting with the dreaded caterpillar, and a beautiful deceleration butterfly emerges from its pupa decades later.
Sprite falls somewhere at the end of the spectrum. The first time I encountered a very long pedals, there seemed to be no contact, a lot of curses, I was afraid that I would spend a day behind the wheel to make a butt.
As far as I know, the brake is to reduce forward motion. That didn’t happen. I thought they were cold, so I started smoking them and trying to warm them up. It doesn’t help. “The old car really didn’t have a brake,” I yelled at myself through the helmet, as I ran into a corner and the sprit didn’t slow down.
When I pulled into the car, my friend and owner Efrain Olivares found that the adjusting screw on the back drum had dropped out, which meant I had almost no brakes.
Efrain solved the problem and pulled me out. It’s a different world than what I’ve just been through. The pedal was strong, and when I pushed it, the car actually slowed down. But compared with modern cars, it still has no real “brake”. It makes you realize that you need to combine your brakes with other inputs to get the best results. Use the steering wheel and gearbox to scrub speed, slide the vehicle, do not rely on the pedal alone to slow down. For one thing, you see the jagged edges of the old car. They have no choice.
You also realize that the brakes need to be more cautious and cautious than you might think. You can’t trust and depend on them. You need an escape plan when something goes wrong. They are not a safety net, and planning to use is the key to getting the best results.


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