Jalopnik

The BS Inspections Of The 24 Hours Of LeMons Arse Freeze-A-Palooza 2009 [24 Hours Of Lemons]

Murilee Martin — Sat, 21 Nov 2009 01:30:00 -0500

Whew! The largest number of entries we've ever had roll past the LeMons Supreme Court. The rain fell, the wind blew, and the penalty-lap hammer came down on many a racer's skull.

We gave one cheaty Integra team a choice: take five laps or flip a coin, with heads giving them zero laps and tails resulting in a massive 1,200-lap penalty. They took the coin toss... and got tails! We saw our first-ever LeMons Cressida, our first-ever LeMons 928, and the best LeMons Super Bird ever. More on the Über Bird a bit later; for now, a gallery of BS Inspection photos for you.

Inside Those Crazy Motorcycle-Engined LeMons Racers [24 Hours Of Lemons]

Murilee Martin — Sat, 21 Nov 2009 00:05:00 -0500

You've seen the Angry Hamster Racing V65 Magna-powered Honda Z600 under construction, and of course you're familiar with the LeMons-winning CBR900-powered Geo Metro-Gnome… but the engineering behind these two machines pushes the LeMons Insane-O-Meter™ into the red numbers.

I could go on and on about the 200-proof, clear-quill engineering geekery that went into the Angry Hamster Z600- which, by the way, has a smaller footprint than a 4x8 sheet of plywood and will thus fit in the back of an Econoline van- but the entire story is summed up by this photograph. That's the billet-machined gearbox that the Angry Hamsters whipped up from scratch, in order to reverse the direction of the engine's output shaft (which rotated the wrong way for the Mazda rear end they're using) and offset the driveshaft closer to the vehicle centerline. Just look at it! Now multiply that sort of lunacy by everything on the car and you can see why we're in awe of this machine. 110 horsepower in a 1,260-pound vehicle ought to make for some decent acceleration, eh?

When the Metro-Gnomes heard about the Hamsters, they knew they couldn't stand pat with their front-wheel-drive CBR900 setup, and they'd blown their engine to hell at the Buttonwillow race anyway. Somehow they found the budgetary room to get a CBR1000 engine… which they proceeded to move to the rear of the car! Not content to go all Cro-Magnon on the car and just drop a junkyard live axle in the back, they went with the independent rear suspension route and simply moved the entire front suspension and drivetrain to the rear of the car. A junkyard Metro suspension with a lot of cool low-budget mods went in the front. And while the Angry Hamsters got all mathematical and shit with their project, the Metro-Gnomes simply broke out the zip-ties and Sawzall and made everything fit! Some beautiful junkyard ingenuity went into this car, and Dave Coleman (of the Goin' For Broken LeMons-winning Eyesore Racing Ghettocharged Miata team) has done an excellent job documenting all of it over on MotoIQ. Yes, the Eyesores, Hamsters, and Gnomes all know each other, so we figure the rivalry this weekend ought to be fairly friendly.

Who's got the edge? Well, the Angry Hamsters probably have the best power-to-weight ratio and, but the drivers don't have much wheel-to-wheel road-race experience and they didn't get the car finished in time to do any testing before race weekend. The Metro-Gnomes have three LeMons races under their belts, plus numerous track-day practice sessions, but they didn't have the benefit of a huge CNC machine shop for their fabrication needs and there's no telling how all their engineering will hold together under fire. Check in later to find out how they do on Day One of the Arse Freeze-A-Palooza 2009!

Angry Hamster Racing Honda Magna V65-powered Honda Z600

Geo Metro-Gnome 2.0 Honda CBR1000-powered Geo Metro

Hyundai's Theta II 2.4-liter Direct-Injection Four-Cylinder: First Look [Engine Porn]

Ben Wojdyla — Fri, 20 Nov 2009 19:15:00 -0500

Today, Hyundai showed off its latest engine, the Theta II, a 2.4-liter, direct-injection four-cylinder with variable valve timing destined for the 2011 Hyundai Sonata and 2010 Hyundai Tucson. Impressively, they also showed us the guts of a beat-to-hell test unit.

The Theta II 2.4 GDI is, unsurprisingly a 2.4-liter, gasoline direct-injection four-cylinder which makes 200 HP at 6,300 RPM and 186 lb-ft of torque at 4,250 RPM. It produces quite a bit more power than the unit it replaces, and in actuality, makes about as much power as the outgoing V6 with better fuel efficiency than the outgoing four-cylinder. The beating heart of the next Sonata is designed with a lot of well-tested tech all integrated into a tightly-packaged unit — it's actually 10 lbs lighter than the outgoing one.

If you've been paying attention at all to design of direct-injection engines, the Theta II will be fairly familiar territory. Starting with the fuel delivery system, the system builds 2175 PSI of pressure using a four-lobe-cam-driven mechanical fuel pump which feeds a high-pressure rail and then the compact, six hole, direct-injectors. The engine breaths through a dual stage intake manifold with long runners for low end torque and a vacuum assisted, servo actuated valve swaps things over to a short runner for high-speed power. Adding to the fun is a hydraulic variable valve timing system on both the intake and exhaust which can advance timing up to sixty degrees.

Less sexy, but still important tidbits include a floating wrist pin design which reduces friction, oil jets to cool the bottom of the pistons, a coating on the valve buckets called DLC, or "Diamond Like Coating, a super-hard carbon substance designed to reduce cam contact friction and improve wear, a domed combustion chamber (don't call it a Hemi) and a surprisingly high 11.3:1 compression ratio on 87 octane.

Now as to the engine you see above, it's been run through hell and back as a test unit. In order to stand behind their 100,000 mile warranty, Hyundai does some very serious testing on the front end. This engine has been operated for 300 hours at wide open throttle on an engine dyno, so you might excuse some carbon here and there. Tells us they're confident in their product when this was what they chose as their demonstration unit.

2011 Hyundai Genesis: "Tau" V8 Gets A 10 HP Bump [New Cars]

Ben Wojdyla — Fri, 20 Nov 2009 18:45:00 -0500

The Hyundai Genesis Tau V8 is getting massaged for 2011 with a bump of ten ponies, bringing it up to 385 HP. How? More valve lift, intake manifold tweaks, low-friction coating on the pistons, and iridium spark plugs. Nifty.

Erik Buell Racing [Motorcycles]

Wes Siler — Fri, 20 Nov 2009 18:15:00 -0500

Erik Buell is quitting Harley-Davidson to start his own motorcycle racing company. [HellForLeather]

Ford GT Wears Entirely Appropriate Vanity Plate [Vanity Plates]

Ben Wojdyla — Fri, 20 Nov 2009 18:00:00 -0500

At one point in my past, I designed and proved-out the production line that built the Ford GT's giant throttle body. I still have two copies, so I'm something of a fan-boy. Thus, I agree with this guy's sentiment.

(Hat tip to Dustin!)

Yamaha Wants You To Hear The Lexus LFA [Car Tech]

Sam Smith — Fri, 20 Nov 2009 17:30:00 -0500

One of the world's foremost musical instrument manufacturers helped design the Lexus LFA's cabin. Why? Because Toyota wanted its supercar to crawl inside your ears and invade your soul. Turn it up loud, kids — this is a good one.

Things we did not know about the Lexus LFA:

1. When accelerating at an engine speed of about 3,000 rpm, the driver hears a powerful harmonic sound structure centered around 250Hz, which is the primary component of combustion tone.

Hmm. Ok. Got that. Next?

2. At a high engine speed of about 6,000 rpm, the harmonic sound structure is centered around 500Hz. This produces a sound that is rich and smooth.

Ooh! Cool! That makes sense.

3. Sub-path: This side path is a sound conveyance duct with a primary resonance frequency of 500Hz. The dragon eye adds a feeling of richness to the somewhat rough air intake noise.

Wait, "dragon eye"? I'm confused — weren't we talking about...er...uh...wait, what?

Nevermind. Just go here and listen to this thing get angry. Thank you, Yamaha. I have no idea what you just said, but you reached out, and you touched a brother's heart.

[Yamaha]

Rockets Blow Up, Video Exists, Elton John Unharmed [Spacelopnik]

Sam Smith — Fri, 20 Nov 2009 17:15:00 -0500

Wired has assembled footage of six of the most costly and catastrophic failures in spacecraft history. This is what it's like to watch billions of dollars burn.

Warning: Most of this is entertaining stuff — few things are better than seeing government-grade explosives do what they do best — but some of it is not. The article includes footage of both the Challenger and Columbia disasters, and they're not easy to watch. Because we in no way want to sensationalize either tragedy or the attendant loss of life, we suggest you avoid those two clips.

[Wired]

Commenter Of The Day: Overpaid Michaels Edition [Commenter Of The Day]

Sam Smith — Fri, 20 Nov 2009 17:00:00 -0500

What is it with superstar atheletes that won't stay retired? When word leaked out today that Michael Schumacher was in talks with Mercedes-Benz regarding his return to Formula 1, our hearts sank. Where sports are concerned, we've always found ourselves drawn to those who knew when to quit, those who accepted defeat graciously, those who didn't engage in lame-ass stunts in order to get ahead. Schumacher was — and make no mistake, could probably still be — a dominant force in F1, but his time has passed. The Unstoppable German Juggernaut has come and gone, and frankly, the man's absence has made the sport more interesting.

Just when we were trying to figure out why the Schu won't simply disappear into his Swiss chalet and leave our sport alone, mr_dude provided perspective. He commented on the topic with all the shrugging indifference that it deserves:

"So what? All retired people drive mercs."

Short, sweet, and to the point. Now stay at home, Mike. Go dominate something else — baseball, perhaps?

Wade F.B. Thompson, Airstream Savior, Dead At 69 [Obituaries]

Wes Siler — Fri, 20 Nov 2009 16:45:00 -0500

Wade F.B. Thompson, the man credited with saving Airstream, has died at the age of 69. The New Zealand native took the company from losing $12 million a year to producing 100,000 trailers in 2006. [NYTimes]

The Five Coolest Pedals On Current Production Cars [Auto-Erotic Design]

Wes Siler — Fri, 20 Nov 2009 16:30:00 -0500

What was once an area for unique engineering solutions and cool design twists has, like most facets of modern automobiles, become depressingly conformist. Thankfully, we've found, with reader help, five exceptions to the rule. Here's our five favorite pedal sets.

We limited ourselves to current production vehicles and to pedals that come stock on those cars. Thankfully, there's still quite a bit of variety. You'll note that the more exotic cars come with floor hinged pedals. That's a more classic look that takes a little bit of engineering and ergonomic gumption to get right. Top hinged pedals are more common as it's easier to get them to adjust and break away in a front end impact. Mounting them from the bottom is now a form of showing off, providing car buyers with a clear example of high-spec mechanical components and sexy engineering. Both designs can now apply equal force to the pushrod they're attached to.

Car: Renault Twingo Renaultsport 133 Cup

Pedal Arrangement: Bog standard top hingers with aluminum covers that mimic Playstation Buttons.

Why They're Cool: Playstation buttons! A little tacky, but still not something you see everyday.

What They Say About The Car: The Twingo Cup is fun, like video games. Young people these days like video games, right?

Car: Lotus Elise

Pedal Arrangement: top hingers that are incredibly small and close together. Built from wedged aluminum to save weight.

Why They're Cool: They're just so damn functional and spartan. You can barely drive with a pair of slim sneakers on, racing shoes are strongly recommended.

What They Say About the Car: I might have a poofy name, but I was built to do one thing and one thing only: go around corners.

Car: Ariel Atom

Pedal Arrangement: Tilton racing top hinged.

Why They're Cool: Not only are these high-spec racing pedals made for actual race cars, you can see them from the outside thanks to the Atom's tubular frame.

What They Say About The Car: I mean business.

Car: Spyker C8 Spyder

Pedal Arrangement: Aluminum floor hinged crazy things.

Why They're Cool: They're completely over the top, just like the rest of the car.

What They Say About The Car: If my pedals are this freaking crazy, just imagine how quickly I'm going to spin the first time you drive me.

Car: Lexus LFA

Pedal Arrangement: Two forged aluminum floor-hinged sex toys.

Why They're Cool: like the rest of the car, they're massively over-engineered, yet completely sober. There's no extra design flourishes here, just a component it took some Japanese engineer a decade to refine. The samurai sword of car pedals.

What They Say About The Car: I may only have two pedals, but I was made that way on purpose because anything that wasn't an ideal solution was engineered out of me over a 10-year long gestation.

A special note to girls that like to take videos of themselves pumping pedals: please stop obscuring our view of sexy-looking pedals with your high heels and your bare legs.

Aussie Mitsubishi Evo Ad Defies Physics, Looks Awesome [Ad Watch]

Wes Siler — Fri, 20 Nov 2009 16:15:00 -0500

Channeling JJ Abrams' Fringe for visual inspiration, this new ad for the Mitsubishi Evo out of Australia promises physics-defying performance.

Report: Michael Schumacher Talking To Mercedes About F1 Comeback [Formula One]

Wes Siler — Fri, 20 Nov 2009 15:45:00 -0500

Cold hearted killer and David Hasselhoff enthusiast Michael Schumacher is reportedly in talks with Mercedes about coming back to F1. Guess all that talk of replacing Felipe Massa made him pine for his glory days. [PlanetF1]

Obama Goes "Boom-Boom Pow" On South Korean-U.S. Auto Trade Agreements [Carpocalypse]

Ray Wert — Fri, 20 Nov 2009 15:15:00 -0500

President Obama asked South Korea yesterday to renegotiate auto trade clauses in the South Korea-U.S. Free Trade Agreement due to vast differences in scale of auto exports between the two countries.

However, some critics are charging that U.S. calls for renegotiation are an attempt to artificially adjust its market share. U.S. Trade Representatives responded by saying "Yes." [hani.co.kr, The Korea Herald]

Ten Crazy Engines You Can't Buy Today [Engine Porn]

Ray Wert — Fri, 20 Nov 2009 15:00:00 -0500

Jalopnik fan-site Hooniverse eschews the present for ten crazy engines y'all can't buy. [Hooniverse]

The Art Of Car Logos [Car Art]

Matt Hardigree — Fri, 20 Nov 2009 14:45:00 -0500

Artist Timothy Raines focuses much of his talent on automobile logos in his series "Brand As Art." He makes the Cavillino in these works Rampante and spreads Bentley's wings with a triptych. Glorious and gorgeous!

[Timothy Raines]

Audi A7 SportsAssCrossHatchTour Gets Naked, Opens Huge Rear End [Spy Photos]

Wes Siler — Fri, 20 Nov 2009 14:15:00 -0500

All good things must end; in this case Audi's nearly perfect range of sedans and wagons. Now, they're following arch-rival BMW's bizarre pursuit of fat hatchbacks with the 2011 Audi A7. Why, God, why? [AutoExpress]

Chevy Volt "Chirps," Warns Pedestrians Of Impending Silent Vehicular Manslaughter [New Cars]

Ray Wert — Fri, 20 Nov 2009 13:55:00 -0500

The Chevy Volt runs virtually silent in all-electric mode. To combat the potential electric car "silent killer" threat, GM's built in a "chirp" feature for drivers to announce and warn pedestrians when they drive by.

This chirp, which is gentler than a blaring car horn, is engaged by pulling on the turn signal. Sort of like how you'd pull up to flash your high beams. It also only annoys the crap out of you after 32 pulls of the chirp-lever. That's a much higher threshold than their first pre-production choice — an audio file of Bob Lutz screaming "pedestrians are a crock of shit!"

Here's video of CNBC's Phil LeBeau* annoying the crap out of us by happily chirping away below:

*Note the "passing on gas" was a Today Show producer's choice as a chyron, not ours.

The Ten Cars That Scare The Crap Out Of Us [Scary Cars]

Matt Hardigree — Fri, 20 Nov 2009 13:15:00 -0500

Some cars were born to be driven, some to be lusted after, and a few designed to be feared. With assistance from our frightened readers we've singled out the ten cars that scare the crap out of us.

Being scared of cars isn't unhealthy. Rather, it's a sign of respect for what four wheels, thousands of pounds of mass and gobs of power can do to yourself and others when forced to an immediate, screeching and metal-crunching stop. It's a good feeling. It makes you feel alive. Click "next" to see the cars that get our hearts racing.

Car: TVR Cerbera Speed 12

Why We're Afraid Of It: Starting with the obvious: it's a TVR. The specs almost match up with the Veyron except, you know, it's much lighter. And why is it so much lighter? No complex crumple zones, safety equipment, or electronic nannies to weight you down. But hey, you didn't buy one thinking you were going to live that long anyways.

Who Is Most Afraid Of It: Cubensis

Car: Dodge Viper SRT10

Why We're Afraid Of It: It'll burn you one way or another. It'll either leave a "Viper tatoo" of charred flesh along your calf as you exit or, if not given the proper respect, out the narrow front windshield. All power and no visibility make this a toy only for the well insured.

Who Is Most Afraid Of It: Us

Car: Caterham R500

Why We're Afraid Of It: If the Caparo T1 is like driving an F1 car, the Caterham R500 is like driving a motor and not much else. It does 0-to-60 MPH in... NOW. At a hair over 1,100 pounds it's got a power-to-weight ratio of 520 HP-per-ton. Windscreen and heart pills optional.

Who Is Most Afraid Of It: Arcsine

Car: Any Cobra Replica

Why We're Afraid Of It: Oversteer is a helluva drug. Shops like Factory Five have continued to pour more power into Cobra replicas and, in the name o fidelity to Shelby, not much else. It's basically the best way imaginable to piss your pants.

Who Is Most Afraid Of It: VeeArrrSix

Car: Porsche 930

Why We're Afraid Of It: Though it's the best sort of being scared, the original Porsche 911 Turbo was one of the earliest production vehicles to feature turbocharging. With around 400 HP coming out of an engine hanging out the back, the physics of the 930 are questionable and become that much more frightening when you throw in überturbolag. Stay on the throttle and it'll, almost magically, get you around the corner. Lift and you're toast.

Who Is Most Afraid Of It: Jeb_Hoge

Car: Wienermobile

Why We're Afraid Of It: We enjoy driving the occasional commercial truck, but when you remove the box and throw on an awkward and top-heavy dog-in-bun costume things change a bit. Based on a GMC platform, the latest big Wienermobile is powered by a 300 HP, which is completely manageable. What scares us the most about this particular vehicle is everyone else on the road swerving into us while trying to take video with their cell phone. We hear it's worse than a Bugatti.

Who Is Most Afraid Of It: PDQ2

Car: LS-Powered Cars That Aren't LS Cars

Why We're Afraid Of It: Whether LS1 or LS9 not all cars were intended for large, powerful V8 engines. And while throwing out a flat-head six in an old truck and dropping in an LSwhatever feels right, a Corvette-powered Chevy Aveo or Corvair is a proposition only for those without a history of heart problems.

Who Is Most Afraid Of It: Dmartino

Car: Dodge Caliber SRT4

Why We're Afraid Of It: Sure, 285 Horsepower isn't that much, until you consider it's been put in a vehicle barely designed to handle 100 HP. Buy hey, FWD cars with lots of power isn't necessarily bad, it's why God created differentials... except this doesn't have one. It has a "braking" diff that just hard-brakes one of the wheels on you. It's as comforting as it sounds.

Who Is Most Afraid Of It: Us one winter in Chicago.

Car: Caparo T1

Why We're Afraid Of It: It's considered the F1 car for the street. We'll reiterate: it's the F1 car for the street. Lots of power, not much weight, limited protection, and it nearly killed Jeremy Clarkson. Where do we sign up?

Who Is Most Afraid Of It: Motor_Yakuza

Car: Chrysler Sebring

Why We're Afraid Of It: The Chrysler Sebring Convertible doesn't have half the power most of the cars on this list have, but it feels like it's made of tin, drives like its tires are coated with astroturf, and is so loud with the top down that you're sure death is but a pothole away.

Who Is Most Afraid Of It: Lprice

Video Of Deadly Police Crash Released [Car Crashes]

Sam Smith — Fri, 20 Nov 2009 12:45:00 -0500

Two teenagers were killed in Milford, Connecticut on June 13 by a speeding police car. Thanks to the Freedom of Information Act, the video has finally been released to the public. Warning: graphic footage below.

According the Connecticut Post, the cruiser in question was traveling at more than 70 mph when it collided with a Mazda at an intersection. Footage of the accident was captured by the dashboard camera of a second cruiser. The video offers no suggestion as to why either car was traveling so quickly. The officer involved in the crash has been charged with two counts of manslaughter by the Connecticut State Police.

This just gives us chills.

[Connecticut Post]

2011 Buick Regal: First Drive [Jalopnik Reviews]

Ben Wojdyla — Fri, 20 Nov 2009 12:00:00 -0500

The Buick Regal's back and with stellar styling and the promise of a manual transmission, it's trying to prove GM's serious about making the blue-haired brand appealing to whipper-snappers. We drove it yesterday and frankly, it's pretty good.

(We're taking another step back from 500 HP Week to bring you a timely first drive of a new vehicle. Sorry, these damn automakers are always messing with our timelines. - Ed.)

It's November in Michigan, and that means it's cold and dreary and dark, not the most appealing time to be out driving, but when GM tosses us the keys to it's latest Buick we actually felt a twinge of excitement. Over a Buick. This shouldn't come as a surprise to anyone who's seen the accolades piled atop the Regal's twin the Opel/Vauxhall Insignia. Combined the two identical cars have racked up over thirty awards across Europe and have managed to claim top-seller status.

This is where you replay the last twenty years of General Motors history and put on your skeptic's hat. 'They'll decontent the car, turn the suspension into a squishy mess, the seats will be made of muppet soft cloth and the steering will feel like it's connected to the road through a damp rope.' This is a supposition any healthy car consumer should have, especially regarding a Buick made from an Opel. On all counts however, you'd be wrong.

The Regal in the US is different than the Korean market version in tuning only, it shares 95% of it's parts with the Insignia. Basically the changes come down to different headlights and tail lights per federal requirements, new software in the radio and navigation system, different rear view mirror glass, and all-season tires. They actually improved over the Insignia's NVH requirements, adding sound deadening material in the cabin to make it align with Buick targets.

We drove the European spec Insignia against the Regal and believe it or not, the Regal is better.

We drove Regals equipped with the 2.0 liter turbocharged inline four with both the six-speed automatic and the manual six speed. Off the line the car pulls hard with both the manual and the auto, squealing the tires through first, making use of all 220 HP and 258 lb-ft of torque on the way to a mid-seven second 0-60 MPH time. The transmissions are pretty respectable too, the manual shifts crisply and the engagement point is smooth, gears are well placed to work with the slightly heady engine and spirited driving is downright fun. The six speed auto isn't anything to sneeze at either, passing is a remarkably swift endeavor, it kicks down and away you go, pulling like a mule all the way. Steering under normal and spirited driving has an excellent on-center feel the thick-rimmed tiller has just the right weighty feel under turn-in and the car stays flat through hard sweepers. Potholes and heaves are soaked up though don't completely disappear, the car is tuned fairly stiff for a sporty communicative feel. If there's one thing we can fault in the Regal, it's the steering under hard acceleration, there is a tendency for the wheel to get light and darty, while it's not nightmarish vintage Saab-like torque steer, it's the one thing that could use improvement in the car. Did you catch that? One thing.

Everything about the car is solid, it feels overwhelmingly Germanic in nature. The build quality of the interior is on-par with modern VW's, the seats even look and feel like something out of Germany — firm, supportive, well bolstered and extraordinarily comfortable, they even have extending thigh supports. The leather is extremely high-quality but the cloth seats are nothing to sneeze at either. Buttons have a satisfying damped click, knobs are detented just right. The gauges are clear and communicative and the info center works without complaint. The car comes with all the latest gadgets like Bluetooth, satellite radio, navigation, and other widgets people seem to like. The entire layout is sculptural and quite handsome, though like the Buick LaCrosse, the sculpture results in storage that's somewhat lacking.

While we couldn't find a good place to put our camera and notepad, it didn't matter, just look at the thing, it's gorgeous. The looks which made us simultaneously jealous at the Europeans and furious at General Motors when they announced the Insignia for Europe translate to the Regal virtually unscathed. While following a train of maniac journalists through the twisty roads on the outskirts of Detroit, I regulaly found myself thinking 'Dayum! That's a good lookin' car up there.'

So let's see what we have here; A gorgeous, fun-to-drive, quick, comfortable, well-equipped American sedan built with the quality of its German competitors... and it's a Buick. Who knew?

What's The Dumbest Thing You've Done For Speed? [Question Of The Day]

Sam Smith — Fri, 20 Nov 2009 11:30:00 -0500

Here at Jalopnik World Headquarters, we're pretty familiar with stupid. Desperation breeds bad ideas, and if you love speed, chances are you've made your share of moronic calls. What's the dumbest thing you've done to make a car go faster?

Stupid is as stupid does. Ever set a race car on fire by cramming too much tire underneath it? (Been there.) Ever build a LeMons car out of an overly complex, doomed-to-fail supercar just because it had twelve cylinders? (Ditto.) If you haven't cocked things up in the name of cranking the speedo needle off the dial, then you're probably not trying. We know you're out there, and we know you've blown up way more machinery than we have, all because you Just Weren't Going Fast Enough.

If you're still here, then it couldn't have been that bad. Dumber things will happen, and they will probably happen to you. And us. But the question remains: To date, what's the dumbest thing you've done for more speed?

(QOTD is your chance to answer the day's most pressing automotive questions and experience the opinions of the insightful insiders, practicing pundits, and gleeful gearheads that make up the Jalopnik commentariat. If you've got a suggestion for a good "Question Of The Day," send an email to tips at jalopnik dot com.)

Ferrari Says Screw Gullwings, Designs Crazy New Door [Spy Photos]

Wes Siler — Fri, 20 Nov 2009 11:00:00 -0500

Lamborghini is known for scissor doors, Mercedes for gullwings, Koenigsegg for dihedral syncro-helixes. Ferrari wants to outdo them all, patenting a door design that lifts part of the fender too.

These patents, sketched on an Aston Martin DB7 to throw people off, were uncovered by Autocar and reveal a system that, to us, appears to hinge at the base of the windscreen, allowing almost the entire side of the car to hinge upwards for unprecedentedly good access. While the system will work on cars with any engine configuration it looks like it'd be best located on a mid-engined car, curing the difficulty typically involved with entering and exiting one. The patents say such a system will be "easy and cost-effective to make" compared to competitor's fancy doors. [via Autocar]

I Live. I Ride. I Am. Jeep... Underwater [Car Pron]

Matt Hardigree — Fri, 20 Nov 2009 10:15:00 -0500

In a thread over on The Car Lounge featuring submerged cars is this serene image of one Sarge given a proper burial at sea. Enchanting, isn't it? [The Car Lounge]

101-Year-Old Still Likes Toys, Buys Transformers Edition Camaro [Chevy Camaro]

Wes Siler — Fri, 20 Nov 2009 09:45:00 -0500

The oldest person ever interviewed by Chris Hanson says "I don't care if you're 100 or 50, if you want something get it." He wanted a Transformers Edition Camaro, so he got one. Watch out ladies.

M-Sport Unveils Ford Fiesta S2000 For Global Rally Efforts [Ford Fiesta S2000 Rally Car]

Ben Wojdyla — Fri, 20 Nov 2009 08:30:00 -0500

Rally crafters M-Sport have unveiled their newest blue oval effort, the Ford Fiesta S2000 Rally Car, a fully caged, 280HP all-wheel-drive racing machine. The little car will serve as Ford's first global platform rally car.

The little beastie will be showing off at Intercontinental Rally Challenge and the S2000 World Cup races starting in 2010 and based on M-Sport's performance in the past, should run very well. The car runs a built 2.0 liter Duratec with 280 HP and 206 lb-ft of torque, driving a permanent all-wheel-drive system through a sequential six speed transmission. Brembo brakes and a "sports" suspension along, a roll cage, Sparcos and a fire supression system finish things off. We'll take one in Squeeze green with a road plate, thank you.

The highly-anticipated Ford Fiesta S2000 rally car has been unveiled at a launch ceremony at M-Sport's Cumbrian base in the UK. The new rally car, the culmination of nine months' hard work by the design and engineering team at M-Sport, was presented by M-Sport Managing Director Malcolm Wilson. Gerard Quinn, Ford of Europe's Senior Motorsport Manager was present as a special Ford guest during the S2000 launch.

The Fiesta S2000, M-Sport and Ford's first global rally car, which will be eligible to compete in national rally championships around the world as well as the IRC and S2000 World Cup, is due for homologation in January 2010. However, it will make its public debut this weekend appearing as course car at the final round of the IRC series, the Rally of Scotland.

Invited guests were given an opportunity to get a close-up look at the exciting new car which has been designed by M-Sport's award-winning Technical Director Christian Loriaux and his team led by Chief Designer Anthony Brinkman and Test Engineer Chris Gray.

Continuing their close relationship with Ford, the team at M-Sport has worked in tandem with Ford's Motorsport Technical Manager Mike Norton and the Ford small car design team that developed the acclaimed kinetic design of the Fiesta road car, to develop a dynamic and aggressive looking rally car.

The experience gained from developing the record-breaking Ford Focus RS WRC has been used by the M-Sport team to develop the Fiesta S2000 rally car while working within the new FIA Sporting Regulations which means that this car can be used by customers at both national and international level.

The Fiesta S2000 has already completed nearly 3,000 km of testing both in the UK and Europe and that extensive testing programme will continue into the start of the next year in readiness for the car's competitive debut.

The Fiesta S2000 is the latest in a long line of rally cars produced as a result of the successful partnership between M-Sport and Ford, starting with the Escort Cosworth in the 1990s and moving on to the record breaking Ford Focus RS WRC and Ford Fiesta ST.

It follows hot on the heels of M-Sport's extremely successful two wheel drive Fiesta R2, which was launched earlier this year and has already taken class victories in rallies across Europe.

The arrival of the Fiesta S2000 means that together Ford and M-Sport offer a complete ladder of opportunity for rally competitors to graduate with Ford from national level right through to the WRC in Ford cars.

M-Sport Managing Director Malcolm Wilson said:

"Today is a very exciting day for us. This is the first global rally car for Ford and M-Sport, I really believe that we have produced a fantastic rally car and this launch is a big step to seeing it out competing in rallies. It's the first time in five years that we have been able to offer a Ford rally car that can challenge for overall victory in national championships across the world.

"It is also the culmination of a huge amount of hard work not only by Christian Loriaux and his team, but by everyone who works at M-Sport. We have worked closely with Ford on this project, their best-selling road car, the new Ford Fiesta, has been a perfect base car and its award-winning styling and kinematics together with M-Sport's expertise will surely make the Fiesta S2000 a huge global success."

M-Sport Technical Director Christian Loriaux said:

"It's a fantastic feeling today to see the car actually launched to the world after all the hard work and testing behind closed doors. Everyone at M-Sport has had to pull together in order to get the Fiesta S2000 finished in such a short period of time and it has been a great team effort to get to this point so quickly.

"The design team, led by Anthony Brinkman and Chris Gray, has worked incredibly hard and the fact that we have been able to deliver the car to schedule is down in no small part to the commitment of the entire M-Sport team to the success of the project. We have made a very promising start in testing and I am more than pleased with the performance of the car so far; it will be interesting to see how the real pace of the car compares to the competition."

Get Snake-Bit for $22,995! [Nice Price Or Crack Pipe]

Graverobber — Fri, 20 Nov 2009 08:00:00 -0500

There once was an english white viper, that wasn't going to get any riper. Nice Price or Crack Pipe wonders if you should pluck it, or instead should you just walk away and say. . .

Okay, let's all get together here and have a group hug over the '86 Eagle from yesterday. Rarely comes along a car, at such a price, that generates such unanimity among the Nice Pricians and Crack Piperarians, but this was such a car. Perhaps it was the surprise at seeing so nice an example of a piece of American automotive history at such a low price. Or, maybe it was just the warm glow the thought of a four-wheeling granny elicits in us all. Whatever the reason, grandma's Eagle received a nearly unprecedented 87% Nice Price vote. For the other 13% of you, you're still welcome here, but don't expect to get the first batch of Maw-maw's cookies- the special ingredient of which is love.

That Eagle was an AMC product with a transmission sourced from Chrysler, and was as comforting as an old sweater. Today, we've got a Mopar product with a transmission built by Tremec, and that is as comforting as an out of control freight train overrun with nut-sac chewing rabid chipmunks and with you, tied naked to the nose.

The Dodge Viper debuted as a limited-production car - and mind-blowing example of what Chrysler was capable of when somebody slips "E" in the drinking water - in 1992, five years after rocking the Motor City Auto Show as a concept. Powered by a Lamborghini-cast aluminum version of the then-new 490-cid pushrod V10 from the Ram pickup, the 400-bhp and 465 lb-ft of titty twist would provide eyeball-squeezing performance, and fuel economy only an OPEC minister could love. The acceleration of the Viper was so brutal that flabby men rocking the car would have their torsos re-shaped by the force - man-boobs flattened, beer bellies squeezed into six packs - exciting their 30-year younger female passengers until the next stop light when everything would return to its natural state of Dick Cheneyness.

Here's a '96 RT/10, the condition of which is, like all aspects of the Viper, a little rough. For that aura of hard use and patina of I'm not gonna' bother to blow all the dust out from under the hood, the car comes with an aggressive, Buy It Now of only $22,995. As the picture show some wear and tear that you might expect with an odometer rolling six, it's surprising that the seller claims only 50K on the clock. That's until you remember the stories of owners complaints about the build quality of the first generation Vipers. But it's not that bad, and a torn side bolster on the driver's seat isn't going to impede your tire-melting, full-throttle runs from gas station to gas station. And who wouldn't drop 23 large just for the RE DQLUS license plate?

So, check it out and and let's get down to bee's wax. It's a Viper; it's white with blue stripes, which isn't wood-causing, but could be worse; it's claimed to be rough but running, so barring any major mechanical issues, the Lambo-originated engine should be solid; and it costs less than your average V6 Camry. Now, comparing a used Viper to a new Camry is kind of stupid, I realize, but it's a handy point of reference, sort of like using Megan Fox to describe how attractive other women are- there's no comparison, but at least you get the idea.

But $22,995? What do you think, for that price, is this something you could sink your fangs into? Or, would spending that much mean you'd be taking it in the asp?

You decide!

eBay or go here if the ad disappears.

Help me out with NPOCP. Click here to send a me a tip, and remember to include your commenter handle.

Ten Awesome Feats Of Automotive Infrastructure [Infrastructure]

Sam Smith — Thu, 19 Nov 2009 17:15:00 -0500

Call us geeks, but we love a good on-ramp. Bridges, too. When it comes to building the veins for our four-wheeled blood, mankind has crafted some pretty amazing stuff. Here's ten of our more mind-blowing efforts.

In J.G. Ballard's 1974 novel Concrete Island, a wealthy man becomes stranded (his Jaguar breaks down, natch) in a fenced-off section of highway overpass. He fills his days much as you'd expect –- he retreats into himself, meets people that don't exist, and generally turns into a raving nutbag.

Was the highway to blame for that guy's freak-out? Given that he was driving an old Jag, probably not. (Crusty Brit iron has been known to rot brains.) But if we were set to go crazy, these ten locations are where we would want it to happen. Nothin' says lost-mind lovin' like the elegant work of the civil engineer.

Photo Credit: Ken Ohyama / Flickr

Hakozaki Interchange, Tokyo Metropolitan Expressway

As cities go, Tokyo is a big one. Thanks to densely packed buildings and a labyrinthine road system, it can seem impossibly complex at ground level. The Hakozaki junction is just one of the town's many Say What? feats of engineering. And yes, it looks like a giant freaking octopus. (Come to think of it, so does I-5.)

Photo Credit: Ken Ohyama / Flickr

Nanpu Bridge, Shanghai

Much like Tokyo, Shanghai is home to some of the world's weirdest architecture. It also plays host to more circular on-ramps than you can shake a stick at. The Nanpu Bridge, completed in 1991, is barely more than a quarter-mile long, but it sports one of the coolest ramps this side of a shark-jumpin' Fonzie. No, you're not seeing things — that's three decks.

Photo Credit: Qiao Da Ye / Flickr

Interstate H-3, O‘ahu

H-3 starts near Pearl Harbor and ends near Marine Corps Base Hawaii, effectively bisecting the southern half of O‘ahu. Planning for the road began in 1960, but construction didn't begin until the late 1980s. When it was completed in 1997, it was derided for being one of the most expensive interstates ever built. ($80 million dollars per mile, for reference.) We don't care. It's gorgeous.

Photo Credit: Seth Ladd / Flickr

Volkswagen Automated Garage, Wolfsburg, Germany

It's twenty stories tall, it houses more cars than you can shake a stick at, and it's smarter than most college students. Volkswagen's automated garage is used during new-car deliveries at the firm's Wolfsburg Autostadt, or "City of Cars." (Think of it as half Disney World, half industrial fantasy.) The garage is 80% smaller than a standard one of similar capacity, but we can't bring ourselves to get excited about numbers — we just want to get in a car and ride the dang thing*.

*Before you ask, no, they don't let you do this. Yet.

Hokko Junction, Hanshin Expressway, Osaka

Yet another piece of Asian beauty masquerading as an ordinary interchange. The Hanshin surrounds the Japanese cities of Osaka, Kobe, and Kyoto; if the name sounds familiar, that's probably because an enormous chunk of the allegedly earthquake-proof freeway fell over during the 1995 Kobe 'quake. Thankfully, the Hokko was spared — the drain pipes alone qualify as art.

Photo Credit: Ken Ohyama / Flickr

Plano-Dallas Tollway/President George Bush Turnpike, Texas

It's just elegant, isn't it? There isn't much more to say. (Bumper stickers we wish existed: "Everything is Elegant in Texas;" "Matt Hardigree is an Elegant Man;" "Our Highways Make Your Highways Look Like Sissified Lady Parts.")

Photo Credit: Austrini / Flickr

En-Suite Sky Garages, 200 11th Avenue, New York City

Admit it: You've always wanted a condo in the city where you can park within feet of your couch. Car elevator? Got it. Killer view? Got it. Oil stains tracked into the living room of your umpteenth-floor crib? Of course! (Wait, that kind of sucks.) As far as we know, this isn't the first building of its type, but we're pretty sure it's the first one in the United States, and it's definitely the only one in the greatest city in the world. Booyah.

[200eleventh.com]

Bhumibol Bridge, Bangkok

Thailand is part of Asia, and if you haven't noticed, Asia seems to have a thing for funky, modern roadways. The Bhumibol Bridge in Bangkok is a perfect example — it connects southern Bangkok with the Samut Prakan province, crossing the same river twice. Its two spans are held up by two diamond-shaped pylons, and they meet in the middle at a curving, delicate on-ramp.

Photo Credit: Harald Hopfes / Flickr

Ramp, Chonqinq, China

Most of the time, the simplest approach is the best choice. This double-decker ramp is relatively new, but it arcs through a parklike green space so gracefully that it looks older than dirt. (In case you were wondering, those taxis are waiting to get gas. China looks like a fun place.)

Photo Credit: Getty Images

Fukushima Gate Tower, Hanshin Expressway, Osaka

The Fukushima Gate Tower in Osaka has a highway running through it. Yes: a highway. The building is sixteen stories tall, and it was there before the freeway that passes through its belly. The highway doesn't make contact with the building; it's held up by external supports. (This is apparently how Japanese engineers settle civil arguments: Don't want to move your building? Eat me. I've got a road to build.)

Commenter Of The Day: It's Easy To Blame Norway Edition [Commenter Of The Day]

Matt Hardigree — Thu, 19 Nov 2009 17:00:00 -0500

Of the theories for why the Olso Accords between Palestine and Israel failed, perhaps one of the most interesting is the perspective of Norwegian political scholar Hilde Henriksen Waage. Rather than blame weak leadership from the U.S., large demands from the Israelis, or fickleness on the part of the Palestinains, she points to the role Norway played in trying to broker a back-channel agreement between the two parties. Her point is that Norwegian foreign minister Jan Egeland's role in the process was flawed from the start given his close ties to the Israelis. In fact, in a review of documents most of his notes have disappeared. Regardless, it didn't work out and this is what you need to know in order to understand Snapoversteer's interpretation of the gallery of automotive puns.

Tha Accord looks like it's about to mow down Arafat and Rabin, which come to think of it, wouldn't have made Oslo any less effective.

Too soon?

Crudele Corvette Watch: How You Can Dent A New 'Vette And Annoy A NY Post Writer [Crudele Corvette Watch]

Ray Wert — Thu, 19 Nov 2009 16:30:00 -0500

New Yorkers, be on the lookout for a douchebag NY Post writer in a brand-new Corvette. It's "business writer" John Crudele trying to screw GM using a 60-day money back guarantee Corvette as a rental while his mulletgasmic Camaro's repaired.

Crudele's looking to "rent" the Corvette from All American Chevy in Middletown, NJ by using and abusing GM's 60-day money back guarantee. Good idea right? Yeah, except that — if you'll remember from our guide on how to screw GM out of a 60-day money back guarantee — if he puts so much as a ding, dent or scratch in it, he'll be liable for the full price of the 'vette. Now, we're not saying you should put a ding, dent or scracth into Crudele's new 'merican super car. But we can imagine it'd be pretty difficult to not want to do it if we saw it parked — you know — anywhere.

If anyone spots Crudele, be sure to snap a picture of him and his new Corvette to send in to our tips line — if he ends up actually following through with his dastardly plan to screw himself out of taxpayer-paid bailout money. We'll call it Crudele Corvette Watch. [NY Post]

The Perils of Koenigsegg Ownership [Super Cars]

Peter Orosz — Thu, 19 Nov 2009 16:00:00 -0500

Ever since Marcello Gandini designed the Lamborghini Countach’s scissor doors, any serious competitor to the automotive loony throne has had to have a trick door. With the Koenigsegg’s, there’s a slight catch.

It’s not that the Swedes—who have this summer picked up Saab from General Motors—failed to try. The Koenigsegg’s door system, designed by company founder Christian von Koenigsegg, even has a wonderfully pretentious name. Refer to it by anything other than a dihedral synchro-helix actuation system and Mr. von Koenigsegg, pictured above, will pummel you into linguistic submission with a carbon fiber reindeer femur.

Here’s all that dihedral syncro-helix actuation in brief systemic action:

For your big fancy Lamborghini scissor door, opening upwards, danger lurks from above in the form of low-hanging parking garage ceilings and low-flying pelicans. In the case of the Koenigsegg, it’s from curbes, as made explicit by this warning label I photographed on the doorsill of a one-off K’segg built for a Kuwaiti oil millionaire:

Translation: ~~popping open the extending-and-rotating door~~ actuating the dihedral syncho-helix system closer than 16" to a curb at least 4" high is sure to result in a very, very expensive crunch of carbon fiber. Not that you’d care if you were in a position to custom-order Koenigseggs, but it’s a nice touch nevertheless.

I sincerely hope you Koenigsegg-owning readers out there are smarter than to open your Swedish hypercar’s doors with such reckless abandon. If not, post your tales of dihedral doom in the comments.

Photo Credit: ADAM IHSE/AFP/Getty Images and the author

A Gallery Of Automotive Puns [LOLCars]

Matt Hardigree — Thu, 19 Nov 2009 15:30:00 -0500

The pun may be the lowest form of comedy, but it's an appropriate medium for mocking increasingly hackneyed car names. Can you get what they are before clicking on the picture for an answer?

The AMC Eagle Has Landed

(H/T to David) [Renaissance Road]

Mercury Grand Marquis de Lafayette

(H/T to David) [Renaissance Road]

Honda Oslo Peace Accords

(H/T to David) [Renaissance Road]

Nissan Going Rogue

(H/T to David) [Renaissance Road]

Chrysler / BBDO Detroit Split Makes For Some Very Sad Former Ad Men [Sad Watch]

Ray Wert — Thu, 19 Nov 2009 15:15:00 -0500

BBDO Detroit's got 100 problems. One's Chrysler, the other 99 are severance related. [AgencySpy]

Some Say The Stig Lives In Texas [LOLCars]

Matt Hardigree — Thu, 19 Nov 2009 15:00:00 -0500

All we know is he's driving a Holden-badged Pontiac GTO in Austin, Texas. (Hat tip to Tim!)

2010 Shelby GT500 [500 HP Week]

Wes Siler — Thu, 19 Nov 2009 14:30:00 -0500

We first drove the 2010 Shelby GT500 on sunny California's dry, smooth roads. This time, it was in the northeast during equal spells of sun and rainy, cold October days. Does our initial reaction of delight still hold true?

The biggest difference between this 2010 and the old model first introduced in 2007 isn't the power and torque bump (from 500 HP and 480 Lb-Ft to 540 HP and 510 Lb-Ft), but rather the fitment of better suspension and particularly a whiz-bang stability control system that doesn't just make driving the live rear axle muscle car safer, but also much faster.

How does it do that? Not just by controlling wheelspin on the rear axle due to an overly enthusiastic right foot, but also by reigning in understeer. That means you can hold a tighter line in corners which, in turn, means you can go faster.

The system's got three modes: everything on, traction off, and full traction and stability off. It's that middle mode that you'll want to drive the GT500 in most of the time. It allows seven to eight degrees of rear wheel slide before intervening to stop you slamming into a tree. Yes, your ability to posture masculinely on the internet is reduced by admitting you use stability control, but it's just way more fun to drive the car like this. Not only because the car doesn't understeer so much, but also because you're free to really beat on the engine without worrying too much about bodywork repair bills.

Exterior Design: ☆☆☆☆☆
I'm an unrepentant euro car snob, but I love the 2010 ‘Stang's looks and they're even better in aggressive Shelby form. That huge grill, the hood-mounted air outlet, the dark wheels, the functional rear wing with a Gurney lip; all that just exudes menacing purpose. I literally dream about driving the GT500 down desert roads at night, all car commercial style. Now if I could just grow a five o'clock shadow it'd be perfect.

Interior Design: ☆☆☆
Some decent shapes and the huge Sync screen is nice but the interior just doesn't belong in a $48,175 car. The cue ball shifter is cheesy, the polka dot dash inlays are tacky, the seats feel cheap, the flimsy black plastic belongs in a ‘90s economy car. Worst of all, the steering wheel doesn't telescope so, thanks to my 34-inch inseam dictating my seat position, I'm stuck extending my arms fully to reach the steering wheel. This is not only uncomfortable, but is detrimental to car control too. At least the steering column is high enough that my long right leg can clear it for heel and toeing. We'd gladly sacrifice gimmicks like lighted door sills and changeable color clocks for a telescoping wheel. This applies to all Mustangs. Ford, you really have to fix this.

Still, the Mustang has a usable back seat and a big trunk. Can you name another 500+ HP two-door that does the same? Not for this money you can't, it's actually a fairly practical car.

Performance: ☆☆☆☆☆
How's driving a 540 HP Mustang on summer tires in 38-degree rain on winding roads in the Adirondacks? You'd probably guess frightening, sphincter tightening or at least white knuckled but I'm going to go with "fun."

Driving in California in the summer we said the new GT500 could keep up with AWD cars in corners. In these conditions it wouldn't, but it's a hell of a lot more involving. There's just a lot to be said for the feeling you get when you slowly squeeze the accelerator towards the floor out of a wet corner, correct a slide safe in the knowledge computers will take over if things get too crazy, hear the supercharger whine scream louder and louder, grab third then stay flat into fourth and then the hood full of overnight ice flies up onto the windscreen completely blocking your vision as you get close to the 155 MPH speed limiter. You still have to drive the GT500, it just does what you tell it now.

Even on warm, dry, smooth roads the GT500 has a hard time putting its power down completely, hence the somewhat disappointing 4.3-second 0-60 time for a car that weighs 3,917 Lbs, yet has all that torque. In October in New York the Shelby will spin its wheels under power all the way through fourth gear if you're not smooth with the throttle.

Ride and Handling: ☆☆☆☆
For 2010 the GT500 gains firmer springs and stiffer dampers all round. Intended to reduce roll, squat and dive, they enable a thinner front swaybar, spec'd to dial out some more understeer. The steering shaft is also stiffened with stronger couplings. All this transforms the GT500's handling but it remains a relatively unsophisticated setup with front struts and a live axle rear, so it can't work miracles. Handling is improved, but the ride is stiffer. But do you really expect a 540 HP Mustang to ride like a Jaguar?

The previous cars understeer, then snap oversteer has been cured by this arrangement as has its tendency to float around imprecisely rather than behave like a sportscar. Even without the stability control system, this would be a drastically better car to drive, but the system elevates it to an entirely new level. As expected, you're going to have trouble putting your power down on wet, cold, bumpy roads, but now the slides those conditions produce are predictable and controllable.

Toys And Tech: ☆☆☆☆
It's got the latest version of Sync, our favorite sat/nav communication thing operated through a huge eight-inch touchscreen. Unlike OnStar you actually get a map to look at and you don't have to talk to Jimmy Joe Bob from Arkansas in order to get directions somewhere in New York. Even I can connect my phone to for hands free use, but don't tell Ray, "I'm Driving" is my favorite excuse to ignore his calls. Sync and the huge screen alone are worth five stars, but I'm subtracting one because Ford considers MyColor a legitimate Toy on a car designed for adults.

Value: ☆☆☆
Not only is the GT500 the cheapest car you can buy from a major manufacturer with 540 HP, but it's basically the $79,995 2009 Shelby GT500KR for $30,000 less. We like to think of the GT500 as the working man's supercar, but numbers aside, it's not much more fun to drive than the 2010 Mustang GT with the Track Pack, yet costs $18,000 more.

Overall: 80%
Fast, fun, challenging, rewarding, great looking but suffers from the regular Mustang's crappy interior and struggles to offer more than numbers over the cheaper GT. Despite all that, we'd love to own one of these. The Shelby GT500's combination of power, control, practicality and looks is completely unique.

Suitability Parameters: Who Should Buy This?
● Speed Merchants
● NASCAR Dads
● Penny Pinchers shopping for supercars
● Jalopnik Road Test Editors

Suitability Parameters: Who Shouldn't Buy This?
● Poseurs
● Treehuggers
● High Falutin' City Folk

Also Consider:
● Chevy Corvette: better handling, even worse interior, just as fast
 ● Dodge Challenger SRT/8: a competitor in looks only 
● Camaro Z/28 (if/when it happens): All speculation at this point, but if it gets the LS9 it'll be faster
 ● Mustang GT with Track Pack: just as much fun if quite a bit slower

Vitals:
Model Year: 2010
 Make: Ford 
Model: Shelby GT500 
Trim: N/A 
Price, Base/As-Tested: $48,175/$48,175
 Engine: 5.4-liter supercharged, 32-valve V8
 Horsepower & Torque: 540 HP @ 6,200 RPM, 510 Lb-Ft @ 4,500 RPM 
Transmission: 6-speed manual 
Curb Weight: 3917 Lbs 0-to-60: 4.3 secs (manufacturer quoted) 
Top Speed: 155 MPH (limited)  Crash Testing, Front/Rear/Side: *****/*****/***** 
Fuel Economy, EPA: 14/22 MPG

REPORT: Ferrari Planning Hardcore 599 GTO [Over The Back Fence]

Matt Hardigree — Thu, 19 Nov 2009 14:00:00 -0500

Is the Ferrari 599 GTB Fiorano HGTE too tame for you? Ferrari is reportedly prepping a Ferrari 599 GTO combining 599xx-inspired looks, 700 HP and one classic name.

The Ferrari 250 GTO is revered amongst the Maranello faithful, meaning any 599 carrying the name needs power, style, and at least the illusion of exclusivity. Power should come in the form of the stock V12, which puts out a raucous 611 HP already, tuned to 700 HP. Style is said to be inspired by the wild 599xx Concept. And exclusivity? The GTO will probably be limited to just 500 units approaching $400K a piece.

Of course, all this is based on a report from autogespot saying Ferrari is taking pre-orders for a car named "Ferrari 599 GTO Limited Edition."

Considering mint GTOs go for over $5 million at auction, this is as close as your average millionaire may get.

[Autogespot via World Car Fans]