As the odometer spins

There is something deeply satisfying about putting a lot of miles on a vehicle.  There is just no substitute for the depth of relationship that comes with putting on miles.

The high mileage champion in the garage is currently our 2008 Honda Odyssey.

We got it as we were transitioning from two to three children.  As an aside, if you have more than two children and don't tow regularly, just get a minivan.  They are just wonderful vehicles.

It’s been a workhorse for us over the ensuing years, taking us to Minnesota, Iowa, Missouri, Illinois, Indiana, Michigan, Ohio, West Virginia, Pennsylvania, Washington, D.C., Virginia, Maryland, Delaware, New Jersey, New York, Connecticut, Rhode Island, Massachusetts, Vermont, New Hampshire, Maine, Ontario, Quebec, New Brunswick, and Prince Edward Island (twice!).

Its trundled around town, grinding out urban miles, ferrying children to school and activities, and when equipped with winter tires, plowed confidently through many a Midwest winter.  

Its kept us all warm, even when it got quite cold outside:

It’s spent hours north of 80, criss-crossing the eastern half of the United States.

Without doubt, my favorite thing about it is its innate ability to haul things.  When preparing for a road trip, when someone asks if they can bring something, the answer is invariably yes.  We’ve driven I-90 across New York with the kids practicing piano on an electric keyboard in the back seat.  Need to bring a tuba to Rhode Island?  No problem, stuff it in the back.  The under-floor storage is profoundly useful for items that don’t need to be accessed during a trip, to the point that I’m a bit sad that Honda moved the spare tire to that location in our 2019 Odyssey.

Of course, the roof rails are nice for tying on Christmas trees:

On the inside, it swallowed one of my all-time favorite school projects, a life-sized sand tiger shark:

It’s about as entertaining to drive as a refrigerator.  It is big, has lots of body roll, is softly sprung, and has tall sidewalls (235/65-16).  All of this makes sense to me - it’s built for comfort and cargo, not speed.  The 240 horsepower from the V6 provides sufficient power.  Climbing through some of the mountainous terrain in New Hampshire or some of the long grades on I-80 and I-76 through Pennsylvania, I’ve never had it lose speed on a hill, even loaded up with 6 people, a dog, and cargo.  

I love the fact it has a big fuel tank, as we can knock out 450 miles before stopping for gas.

At toll booths, I frequently move quickly through the range of throttle travel, and the engine winds out to 6,000 rpm before proceeding to the next gear.  I actually enjoy the sound of the V6 as it crescendos through 4,000 rpm on the way to the redline.  Again, it’s not fast by any stretch, but it has sufficient power for its mission.  If you want a fast van, the 280 hp in our 2019 Odyssey can certainly surprise folks...

It has hauled all kinds of things, from couches to tubas, with ease.  Just fold the back seats down and pull the middle row out if needed.  Here it is, swallowing a couch:

So spacious is the cargo area that even with a couch in the back, I could close the tailgate:

I’ve put over 1,000 pounds of brick and stone in the back:

although the suspension was majorly compressed, the van didn’t complain.

It did look kind of cool when it as all loaded:

It even does a reasonable impression of a camper.  With the second row removed, the rear seats folded down, and a thick sleeping pad, it makes for a comfortable, spacious place to spend the night.  Though likely not by design, the third row cup holders and storage bins make for great nightstands. 

The odometer in the van isn’t always visible.  Toggling through the settings, you have the option to display the odometer and trip meter A, the external air temperature and trip meter A or trip meter B, and the oil life remaining.  I found that early on, I would set the display to I could see the external temperature.  Nowadays, I leave it set to the odometer.  It’s reading north of 176,000 miles as this is written.  While certainly not a world record, I find that glancing down gives me lots of joy and makes me smile.  I look down, and am reminded of my wife driving her first new car off of the dealer lot.  The time we departed South Bend when we only had three kids, and made our first stop in New York, not because people needed to use the bathroom, but because our gas light was burning brightly.  I remember the trip to D.C. where we were going to tell the kids about the impending arrival of their little brother.  Crossing Confederation Bridge for the first time as we made our way to Prince Edward Island.

The countless trips to Rhode Island.  

Climbing the one of the longer grades on I-80 in eastern Ohio in late December, the driver’s window cold against the frigid temperatures.  Using it as a mini-camper during a bitterly cold, rainy day at the soccer field.  Singing at top volume with the entire family on many a road trip.  Teaching my kids how to parallel park.  Hauling equipment to various Boy Scouts camp outs.  Filling the van with kids to go see a movie.  Countless trips to the dunes, where the van would gain five to ten pounds of sand with every visit.

Of course, as will all long-standing relationships, it’s not all roses and rainbows.  The starter died in Rhode Island when I was home, stranding my wife, kids, and in-laws at the beach.  I was jogging and had to order two separate Ubers to get everyone home safely.  Technology is pretty amazing.  Then, a week later, my wife had the van packed, loaded with snacks, and ready for the journey back to Indiana when the replacement starter failed!  There is a word deeper than disappointment to describe how my wife felt at the time.  On a different year, I was home and the rest of the family was coming back from Rhode Island when the alternator started failing in eastern Pennsylvania.  Fortunately, my wife was able to get the kids and her mother settled into a hotel, then limp it to a dealership in a neighboring town.  They were able to get a new alternator in place and get them back on the road the next morning.  Relatively early on, my wife was reversing out of a parking spot as the same time an old, rusty pickup was doing the same thing.  Contact!  The result was a scraped up bumper and cracked tail lens.  While I was able to replace the lens, the tailgate struts gave up the ghost and were replaced under warranty.

Most vividly, I remember the time I thought it was going to fail for the final time.  Just over 166,000 miles  on the clock, on a trip to see the state marching band finals in Indianapolis, it gave a death shudder and lit up the oil-related warning lights on the dash.  We hobbled into a gas station, where it proceeded to consume three quarts of oil before the dipstick registered a drop.  I thought it was over, but a new front spool valve from the wonderful folks at Valley Honda gave it new life.

Relatively recently, it gave me the opportunity to try my hand at rust repair.  Armed with a Dremel, bondo, Rustoleum, and factory paint, I repaired a bit of rust on the tail gate and the rust bubble on the driver’s rear quarter panel, just below the fuel filler door.  I think the latter is due to a design flaw.  A simple drain hole would allow accumulated moisture to vacate the area.  Either way, I determined that my bodywork skills are far from perfect, but they are good enough that the van looks passable from 20 feet away.  When something is old, well, that’s when you take care of it lest the problems get worse.

These days, it is primarily a cargo beast.  The rear seats are mostly folded down, making it easy to haul cargo.  It continues to be our beach van, driving up to the dunes with minimal worry about how much sand it will accumulate on the visit.  It makes the occasional trip to horse shows, my oldest drives it to work, and I’m teaching my oldest daughter how to drive an automatic.  When I drive it, I look down at the odometer and smile at the positive memories that keep flooding back.

The 911 elicits similar feelings of joy.  Driving around, I remember trips to the east coast, the joys of the Kettle Moraine in Wisconsin, track days, and time/speed/distance rallyes.  I remember how nervous I was the first time I drove it back to my apartment in Chicago on delivery day.  In the more than two decades of ownership, I’ve developed such a natural relationship with the car.  I know it intimately, the way it shifts, the way it brakes, the way it accelerates, the way it handles.  When there is an average speed to be maintained in a TSD rallye, I can nail that speed in the old car.  I remember driving a 996 in a TSD, and it was so much faster, responded so differently, that I had a difficult time adjusting and maintaining the correct average speed.  While I’m no longer nervous when I am in it, the joy and familiarity of operating it makes me happy every single time.

This was taken after a bath more than 15 years ago:

Just like the van, a long-term relationship requires work, care, and feeding.  After a couple of decades, the original headlights looked awful:

I ordered replacement lenses, which positively sparkle in comparison:

I took it out, and wasn't surprised that the recessed mounting area in the fender was filthy:

So, of course, I cleaned it up and waxed it:

Then, I popped in the new lens:

Ah, much better - looking bright-eyed and ready for action:

My brother took this in the fall:

It still turns my head, still makes me leave the door open when I start it, still makes me smile when I think of stuffing my entire family in the car to roll 100,000 miles:

So many good memories.  Driving it to D.C., carving through the byroads of West Virginia.  Sleeping in it on the way back from Milwaukee, when I was simply too tired to go on.  Stuffing two of my kids in it to go to Physics Day at 6 Flags.  Putting three of the kids in there and rolling through various school drop-off lines, amidst a sea of SUVs.  Break out drives in the winter.  Getting caught in the snow and having an traction control clinic, reveling in the feedback coming through the steering wheel.  It getting caught in a surprise snow in my driveway:

I really enjoy all aspects of long-standing relationships, the good and the bad.  Be it an Odyssey or a 911, I'm still crazy, after all these years.

Transformative Traction

 What an absolute treat Christmas Day was in 2020!  After final preparations, we trundled off to bed with snow coming down:

By morning, the hemlocks were flocked:

And the Adirondacks were buried:

It was my favorite snow to shovel - powdery, light, and plentiful.  The dog was delighted as she tore through the snow, running wild and free:

We went for a wonderful family walk, and had a generally blissful day savoring each other's company.

Or course, I was delighted for other reasons - trying out winter tires!  This is what the streets looked like:

In the afternoon, it was time to put the Blizzaks to the test.  I went out in search of large, unplowed parking lots.  Upon finding them, I took tremendous delight in carving paths through fresh, unplowed snow:

It was peaceful and wonderful, quietly slicing through the snow.

While the snow was almost as high as the chin spoiler on the GLI, the Blizzaks cut through the snow with no problems.  Once again, the front end grip, particularly when cornering, was impressive.  

The snow was deep enough that the belly of the VW was dragging, and I had no problems powering through the snow, accelerating briskly, panic stopping with ease, and performing skidpad exercises around lamp poles.

Of note on the skidpad test is how well the traction control worked with the winter tires.  Despite my efforts to invoke lift-throttle oversteer, the traction control kept the back end planted and the Blizzaks provided all the traction I could ask for.

I think this video does a nice job showing how much fun I was having, and also demonstrates how well the Blizzaks were working:

I am also happy with how the wheels themselves performed.  In deep snow, they collected snow as anticipated:

Despite getting packed with snow, once I got out to the plowed main roads, the centrifugal force cleaned out the simple design, and I didn't have to spend any time clearing snow from the wheels.

That said, my antics did knock the front collision sensors offline:

Like I mentioned in January, I think it would be comparatively easy to put a heating element on the sensor cover.  The power is already in the area for the sensor, so why not heat the covering to keep it clear?  I hope I get the opportunity to go for a long drive in a snow/ice storm to see how long it would take to accumulate enough snow or ice up front to knock the sensors offline.

Having the Blizzaks for less than a week has provided ample opportunity to test them out, and I have to say, they are most impressive so far.

The Gift of Grip

After a green December, Christmas Eve concluded with gentle flakes falling down, finally laying down a thin duvet of fresh, fluffy white snow.  The snow wasn't deep, perhaps a quarter inch of accumulation in the street:

I was super-excited, as this would give me the first opportunity to try out the Blizzaks in fresh snow.  Backing slowly out of Mom's driveway, I slipped the GLI into first gear and drove away.  The grip was surprisingly good.  I had to be quite deliberate with the throttle to evoke wheelspin and the flickering traction light of traction control.

Driving out of the neighborhood, I steered into a 75 degree right.  The GLI turned in precisely, with no slop or sliding.  So far, so good, the grip continued to impress.  I got into the torque in both second and third gears, and the tires did a really good job of biting into the snow and imparting a feeling of confidence.

I decided to take the long way home.

The exit to the neighborhood is a on a slight incline.  While I was prepared for a clutch-slipping second gear start, I was able to start off in first gear with minimal wheelspin.  Again, it felt somewhat like driving normally.

Winding through my neighborhood, I did the cul-de-skidpad test and the hill start test:

Full stop, able to get under way without drama:

Plenty of traction on turn-in, and I was able to drive up our steep driveway without any issues at all.  The tire tracks tell the story:

"All Season" tires

Blizzak WS90s

There is just so much more grip, it's not even close.  The difference is most noticeable when turning and stopping.  Bottom line, if you live where it snows, it's hard to argue with the improved safety of a pure winter tire.

Equipped with the appropriate tire, the GLI is poised to carry on in the Passat's footsteps:

GLI

Passat

Of course, when the stock tires on the GLI wear out, this opens the door to a more interesting summer-biased tire...heh heh heh.

Initial Blizzak Impressions

 So, I decided to put winter tires on the GLI.  Any time I do winter tires, I always get a set of rims to go with them.  To me, the initial cost of another set of rims is worth it, if for no other reason than it makes swapping winter and all season tires simple.  All it takes is a socket, breaker bar, torque wrench, jack, jack stands, and about 45 minutes.

Offset?

After getting the Blizzaks mounted up, I walked around the car at home, looking at it a bit more closely.  That's when I noticed what looks like a minor offset issue.  Check out the following two pictures:

The first picture was taken in the summer, after I spent time applying a ceramic coating to the paint.  The second picture was taken with the winter wheel and tire package on the car.  As you can see, the tire sticks out from the body more than stock.

Here's another shot with the stock tires mounted:

Again, with the stock wheels, the tires don't protrude.  Here are some close-ups of what I'm talking about:

Front viewed from the front

Front tire viewed from the rear

Rear tire viewed from the rear

I think with the tires jutting out, the side of the car will get splashed much more than happens with the stock wheel.  This shot pretty much confirms that:

Note the spray on the car door.  I really wish Volkswagen would make splash guards for the GLI.  They are available on the standard Jetta, but curiously, not on the GLI.

Either way, I'm glad I treated the car with a ceramic coating, and I'm looking forward to seeing how that holds up over the winter season.

Unsprung Mass

I put about 50 miles on the car to day, running around town doing errands.  The temperature was in the mid-30s, and I was curious to see how much grip the tires had.  Gradually, I worked up to full-throttle pulls in second gear.  To my surprise, the tires didn't spin.  Instead, they just gripped and the car shot forward.  I was thrilled!

Driving a bit more, I got the impression that the GLI felt faster than usual.  At first I thought I was imagining things.  The more I drove, and the deeper into the throttle I got, the more convinced I became - the car felt noticeably quicker.  That got me thinking about unsprung mass.

Remember, when I selected a new set of wheels, I prioritized wheel weight, simplicity, and ease of cleanliness.  I knew I picked light wheels.  What I didn't know is how they compared to the stock wheels.

I looked up the weights this evening.  The stock wheels weight 28 pounds, while the winter wheels weigh a mere 19.6 pounds.  That's almost 10 pounds of unsprung weight per corner!  No wonder the GLI felt light on its feet.

Let it snow, let it snow, let it snow!

The First Snow of 2020!

Ah, the first dusting of snow.  I really look forward to it every year, as it paints the landscape in hushed, white flakes.  This year, it really was a dusting:

The temperature was hovering just below freezing, and the snow was spectacular.  Big, light, fluffy flakes.  So light and soft that simply blowing on the car window caused the snow to fall off.  Just beautiful.

This was also my first experience in snow with the GLI.  I jumped in, lit the engine, and backed out.  Barely breathing on the throttle, the traction control flickered and the car slid sideways.  "Hmmmm," I thought to myself, "this is going to be a problem."

Our driveway is pretty steep, and sure enough, it was a problem.  On the original equipment tires, I couldn't even make it up the driveway.  The tire tracks show how far I was able to get:

GLI tracks on the left, van with winter tires on the right

It was pretty unnerving, as I slid backwards down the driveway and for a few awful moments thought I was going to hit a car that was parked on the street.  As usual, a loss of traction equals a loss of control.  It reminds of of my favorite Pirelli ad from the 1980s, featuring the great Carl Lewis: Power is nothing without control:

After shoveling off the dusting of snow and sprinkling some salt on the driveway, I was able to make it into the garage.  I enjoy the manual labor of shoveling, as it gives me time to focus and clear my mind.  In this case, I was focused on was traction.  The trail running shoes I was wearing didn't have the traction I needed to shovel, just like the "all season" (3 season?) tires on the GLI were essentially worthless in the snow.

Importance of Traction Rant

The United States has not mandates around the use of winter tires, despite research showing how effective they are at improving traction, and thus control, when it is cold.  Traction is improved even more on snowy or icy surfaces.  Canada requires winter tires between October and April, and make it known to travelers by posting signs like this:

I suppose in the back of my head, I knew that when I got the GLI I would need to pick up a set of winter tires, but I just kept putting it off.  While shoveling and losing my balance, it became clear that I needed to just get a set as soon as possible.

I was also most curious about the performance of the all weather Cooper tires I had put on the grey van earlier in the spring.  I can hear you thinking, "All weather tires?  Heresy!  What is this nonsense!?"  I suppose some context makes sense here.

Since 1998, I had been switching summer and winter tire on the Passat.  I still remember driving the Passat on summer tires with my brother on 28th street in Cedar Falls, on flat ground, and realizing that it was beyond dangerous to drive on tires like that.  We had gone back to Iowa to visit Mom for the weekend when a snowstorm rolled in.  I remember looking at each other with the realization that if we tried to drive back to Chicago on summer tires, we would be lucky to make it to Dubuque.  The hill into Galena, let alone the twisting two-lane that between Galena and Rockford, would simply not be possible.

That was the first practical realization that tires make all the difference.  They are the only thing connecting a vehicle to the road, so what they are made of and how the tread is designed makes all the difference.  We left the Passat stranded in Iowa, rolled back to Chicago in Mom's Jeep Grand Cherokee, and promptly ordered a set of winter tires on steel rims.

We returned to Iowa the following weekend to pick up the Passat and were amazed at the difference.  From completely incapacitated to capable snow beast, the car had simply been transformed.

I remember a similar experience the first time I drove the Porsche with DOT-legal track tires.  They made the relatively softly-sprung 911 feel like a dump truck on the street.  The sidewalls were so stiff, you felt everything.  Of course, at Blackhawk, the transformation in performance was nothing short of remarkable.  It was most apparent cornering, braking, and accelerating, in that order.  Suddenly, the 911 turned in immediately.  I had been cautioned that the pseudo-race tires were dangerous and unpredictable at the limit.  I didn't find that to be the case at all - instead, every aspect of performance was improved.  When they were hot, they inspired confidence, and made everything about driving on the track more fun.  I thought the breakaway was predictable, though the amount of slip was considerably less.  Simply great tires:

Of course, the track tire rabbit hole gets deep pretty quickly, as suddenly a tow vehicle and trailer start to make lots of sense:

So, tires make a big difference, and I've been a season-specific tire advocate for years.  However, the advances in tire technology, combined with the near-zero value of the Passat after 21 years, led me to try the Goodyear Assurance WeatherReady.  It is an all weather tire that has the gold standard in winter readiness on the sidewall:

The hallowed Three Peak Mountain Snowflake (3PMS) symbol.  There is no doubt that an all-weather tire cannot compete with a dedicated winter tire when the road is covered with snow and ice, but I was intrigued by an all-season tire enhanced to earn the 3PMS symbol.  I also rationalized that winter seems to have evolved towards cold, without too much snow.  In my mind, I could be extra cautious when the snow arrived, making the compromise worth it.

My favorite joke at the time is that I doubled the value of the Passat every time I filled it up, and I ended up ordering a set of Goodyears and couldn't wait for some serious snow.

Unfortunately, we all know how that turned out.  I never got the chance to see how they felt on the car in any serious snow. 

Before the Passat accident, both the all season and winter tires on the grey van were getting to the point where they needed to be replaced.  I decided to keep the grey van to have something to drive until I figured out what to replace the Passat with.   While it needed new tires,  Goodyear didn't make the Assurance WeatherReady in a size that fit.  After some searching, I went with a set of Cooper Discoverer EnduraMax.  Unfortunately, it never really snowed last season, so I was unable to assess their snow performance.

Which (finally) bring me back to the first snow of 2020.  The GLI was safely in the garage, the driveway was plowed, and the streets were incredibly slippery. 

An Abbreviated Comparison Test

With snowy and slippery conditions, I conducted an abbreviated comparison test.  I decided on a short route that took me up a slight grade, down a steeper grade, followed by a slight climb and a tight turn around in a cul-de-sac.  I designed the turnaround to be my poor-man's skidpad, where I could experiment with front end grip.  I was curious to see how much throttle I could use before losing grip.

All-Season Tires

I already knew how the stock GLI tires (Hankook Kinergy GT) were absolutely worthless in the snow.  While they deliver pretty impressive grip for an all season in the summer, they were just non-functional based on my treacherous drive home.  I couldn't get going after coming to a full stop on an incline, and the front end washed out at a walking pace in my "skidpad" test.  I really think we should simply banish the "all season" moniker and call them what they are: three season tires.

Winter Tires

I fired up the blue van an eased down the driveway.  This van was riding on Michelin's excellent Latitude X-Ice Xi2 winter tire.  As experienced last year, they were superb in a snowstorm and were great all season.  Unsurprisingly, they were great in these conditions.  The hill start test passed without fanfare.  On my cul-de-skidpad, I could circle at a pace similar to my regular driving pace.  Color me impressed.  

Coming out of the skidpad, I was behind a Porsche Cayenne of a similar vintage as this one.  We went through a 90 degree right followed by a 90 degree left.  The Cayenne's tail slid out, and not because the driver was trying to have a good time.  He was tiptoeing along and still losing traction.  Meanwhile, I was able to follow confidently, with the Michelins imparting plenty of confidence and grip.  Note to the Cayenne driver - it's not the vehicle that's the problem, it's the tires.

One season in, the Michelins still look like they have plenty of tread left:

This makes sense, as Michelin backs them with a 6 year, 40,000 mile warranty.  I remained thrilled with their performance as the second season gets under way, and I feel reassured knowing that my wife and kids are riding on these in the winter.

All-Weather Tires

After driving the winter tire benchmark, I couldn't wait to try the all-weather tires.  I fired up the grey van, eased down the driveway, and slipped it into drive.  Toeing into the throttle, it was instantly clear that there simply is not as much grip as with winter tires.  Not surprising.  I stopped the van, shifted into second to reduce torque to the wheels, and tried again.  I could get under way, but I needed to use less throttle than with the Michelins.  Again, this made sense.

Going down the steep grade, I tried a panic stop.  ABS pulsing, the Coopers brought the van to a safe, controlled stop.  Again, it took longer than it did on the Michelins, and again, this was not surprising.

Then it was time for the cul-de-skidpad.  I circled three or four times, undoubtedly confusing the neighbors.  Anyway, I had to go slower than normal, and could get the front end to slide without too much effort.

On the hill start test, I could not get going in drive.  I shifted into second and tried again.  The traction light flickered, and I couldn't make progress.  Turning off traction control gave me the wheelspin I needed to get underway.  Not ideal, but I didn't have to back down the hill.

Tire Thoughts

So, the all-weather compromise.  It is clearly a compromise, as the snow performance doesn't compare to a true winter tire.  That said, I think they are a reasonable compromise tire provided the roads are clear.  When covered with snow, you can get around, but you have to be careful.  

There is no substitute for dedicated winter tires.

Selection Time

After parking the grey van, I fired up the Tire Rack website to look for winter tires.  Going with a dedicated winter tire also opens the door for a stickier, more aggressive summer tire after the stock tires wear out.  Heh heh heh.  That could improve the potential traction issues that will crop up when I eventually get an ECU tune to make the turbo work a bit harder.  Heh heh heh.

For me, it was a choice between Michelin and Bridgestone.  Bridgestone's Blizzaks are an institution, with a reputation for supreme snow capability.  I had tried a set of Blizzak WS80s on the grey van.  They delivered great snow performance, and lasted for five seasons.  With Michelin's 6 year, 40K mile warranty, I was leaning towards a set of Michelins for the GLI.

After reading comparisons of the latest WS90 on the Tire Rack's site, it seems that Bridgestone has improved treadlife.  However, the company doesn't provide a treadlife warranty.  However, the WS90 consistently was rated on top, and in Car and Driver's admittedly curated test, came out in front of the Michelin in terms of traction.

I decided to roll the dice and go with the Blizzaks.  I called Tire Rack the next morning, and was delighted to find that instead of the stock 225/45-18, I could get 215/55-17s.  The smaller diameter wheel, coupled with the narrower tire, made me really happy.  In winter time, the narrower the better.  I'm basing that on experience with a Porsche 996 versus a 997S in the winter.  The 996 was an absolute snow monster, largely due to the narrower tires.  While the 997S struggled more than the 996, it did get around just fine:

For the GLI, I picked a rim that was light, simple, and easy to keep clean.  Here's what the combination looks like mounted on the car:

I think the anthracite finish on the wheel looks good, and the tires certainly look purposeful!

Unfortunately, the streets were clean for the relatively short drive home from the Tire Rack, so initial observations are extremely limited.  With that caveat, here are some thoughts after a short drive in 30 degree weather:

1. The ride is nice and smooth.  I'm thinking that's as much the taller sidewall as it is the tread design.
2. The tires are a little louder than stock, but not intrusively so.
3. Cornering and grip felt pretty good.

Visually, I think the entire package works well with the red:

More to come as the season progresses.