(Hat tip to Dustin!)

Car: Tata Nano
Place on the list: 49
Reason it's BS: The Tata Nano isn't ugly, it's simply space efficient. Given the constraints of price, footprint and upright packaging, it pulls off the microcar shape rather well actually. There are certainly uglier cars on the market in India and China right now.

Car: Ferrari Enzo
Place on the list: 42
Reason it's BS: Save the Enzo's! The Ferrari Enzo wasn't built to win beauty contests, it was designed to showcase Ferrari's F1 racing pedigree and tie those techniques and technologies to their road cars. Form follows function and while it's not classically beautiful it's fast and unique. In any case compared to the Mondial, it's a supermodel.

Car: Plymouth Prowler
Place on the list: 31
Reason it's BS: When the Prowler was introduced in 1997, it was the coolest car on the planet, bar none. Unfortunately it was packed with an engine from an Intrepid, and suspension tuning best described as one-of-a-kind. Despite its glaring flaws and how you might feel about the retro-mod style, it was certainly a car that got people looking. When you spot them today, you turn and look longer than you should, admit it.

Car: Lamborghini LM002
Place on the list: 25
Reason it's BS: BusnessWeek complains about "geometric doors, angular fenders, and a busy hood." Perhaps they forgot it was introduced in 1986 when everything cool was geometric, angular and busy. They don't even mention the fire-breathing (for the 80's) 5.0 liter V12 from the Countach under the hood and the take-no-prisoners attitude. You don't get a moniker like "Rambo Lambo" by being lame.

Car: DeLorean DMC-12
Place on the list: 20
Reason it's BS: Are they joking? The DMC-12? Of any car from the 80's this one still plays well on public streets. The stainless steel body is unique, the ridiculously heavy gullwing doors draw crowds and the fastback style screams 80's coke dealer, and nobody was more up on all things stylish in the 80's than coke dealers.

Car:Subaru Brat
Place on the list: 18
Reason it's BS: Apparently BusinessWeek's too busy adjusting its top hat and monocle to enjoy the finer things in life, like riding in the jump seats in the Subaru Brat's cargo bed. It's even got decent capability for an early soft-roader.

Car: Aston Martin Lagonda
Place on the list: 16
Reason it's BS: Oh come on? Really? The Lagonda? It pushed the limit of longer, lower, wider to absurdity and mixed in out of control braggadocio. By all account it was admittedly every bit British reliable, but who cares? Hire a team of mules to pull it around town as you look out upon the unwashed masses from your obnoxious 80's chariot.

Car:Volvo 240
Place on the list: 13
Reason it's BS: Don't you go messing with the 240 BusinessWeek. You have no idea the depths of Volvo love out there, especially by the boxy-but-trusty 240. We dare you, dare you to find a more dedicated owner base. Fine, it's a bit boring, but so is the Camry and that's not on the list. We actually find it handsome, especially with the quad headlight design. You best watch your back BusinessWeek.

Car: Bricklin SV1
Place on the list: 11
Reason it's BS: Okay, this one's a bit on the ugly side, if you look only at the outside, but it was one of the first cars to push the idea of safety in a sports car, even though because of its heavy construction it wasn't particularly sporty. It's got a logical shape, and the nose is designed to prevent expensive damage repairs. Sure it's a bit cluttered in places, but come on, gull-wing doors.

Car:Chevy El Camino
Place on the list: 1
Reason it's BS: Number one. They've got to be kidding. Two words on this one: Screw. Off. First of all, lumping the entire series into one big pile is just plain ignorant. Secondly, it's rude. The El Camino from the outset was a looker and stayed a dynamite design all the way until the fall in the 70s. But then again, everything was pretty fug in the 70s. If they even try to say the 1960 and 1972 were ugly, they might get a Jalopnik-shaped shoe to the butt.

Photo credit: SuperChevy

This one's a classic "Hold my beer and watch this" moment. What's a better idea than setting the cruise control on your lifted pickup, opening the door and hopping up on the hood? Nothing, nothing is a better idea than that.

It's tough to do, but this video proves it's possible to have no spacial perception and completely fail at heeding basic hand signals.

How do you even do this? How is it possible to so effectively roll a station wagon as such low speeds. Quite impressive.

Ever wonder what happens when you count your chickens before they're hatched? This.

Does anyone look at this setup and think "Yeah, that should work out fine"? Nobody watching the video, that's for sure. A distinct sense of the inevitable failure is rewarded with a satisfying crunch.

Eddie Griffin crashed an Enzo during a promo event for the terrible car flick "Redline," it was probably a publicity stunt, which makes it even more stupid, then Griffin opened his mouth, sending the stupid into the stratosphere.

Showing off what your BMW 7-series can do, but not what it's supposed to do, in front of onlookers in a drainage culvert and flipping it because of stupidity. And some say karma doesn't exist.

Put an idiot in a Lamborghini and he's going to show off, this one put a lot of people in danger and got in an accident, screwing up his very expensive LP640 in the process. Just desserts, some might say.

Why would you put someone who obviously can't operate a manual transmission in a kit car with some very serious horsepower? We say the stupidity here is on the part of the car's owner, not of the woman behind the wheel.

Don't try to look like a badass in a Bugatti Veyron after you spin out at the track by trying to pull a donut to get back on. You will just take an embarrassing situation and make it an expensive one by backing it into the tire wall.

A Ferrari plus a opportunity to show off for other Ferrari owners during a Ferrari parade in cramped European streets practically guaranteed this type of thing would happen.

There are a lot of stupid things in this video, the people standing in the middle of a parking lot with no barrier wall while a bunch of dorks pull the e-brakes in their tooner cars come to mind.

What was it? Ferrari 360 Modena
How Fast? 130 MPH
What happened? The moron driver was showing off for his girlfriend in France when he lost control and hit power posts, splitting the car in two. Amazingly, both survived the accident.

What was it? BMW 528i
How Fast? 135 MPH
What happened? This is what happens when a tire blows at high speeds. The car rolled, eventually coming to a stop by way of a concrete pillar.

What was it? Mercedes Benz SLK
How Fast?135 MPH
What happened? There's not much left of an open-topped SLK after it hit a tree in Germany at speed.

What was it? Chevrolet Corvette C5
How Fast? 140 MPH
What happened? Despite being a high performance car, taking a Corvette up to 140 MPH on a Texas highway is a recipe for disaster, as evidenced here.

What was it? TVR T350C
How Fast? 140 MPH
What happened? This South African crash is pretty brutal. The driver lost control at 140 MPH, hit a concrete barrier, and smashed into an overpass. You know a crash is violent when even the wheels are shattered.

What was it? Lamborghini Murcielago
How Fast? 150 MPH
What happened? After owning the car for six days, this Egyptian driver decided to take it out to the desert and go for broke. Broke is what he got when a truck cut him off and he rolled the car, though he did make it out alive.

What was it? Ferrari Enzo
How Fast? 160 MPH
What happened? The driver in this crash wasn't so lucky and died after crashing at 160 MPH, spreading the car out over a huge debris field in Italy.

What was it? Mercedes McLaren SLR
How Fast? 165 MPH
What happened? The SLR's 22 year old Qatari driver was showing off for his passenger when he lost control, rolling the car into the desert. This one was also fatal.

Head over to Wrecked Exotics for the two fastest supercar accidents on the list. One you've probably not seen and another you're definitely familiar with. [Wrecked Exotics]

(Hat Tip to Anthony!)
[MadWhips]

As you can tell from the photo, the driver of this yellow 2003 Enzo lost control in what's been described as "light rain" and crashed into the guardrail of an expressway. No word on whether or not Eddie Griffin was shooting a "movie" in the area. [Wrecked Exotics]

They're guesses range from this being an unpainted car (there's extensive fiber use on the Enzo) to it possibly being a mule of some kind (probably not). Either way, it's certainly captivating to look at, isn't it? [Autogespot]

[Autogespot]

[Autogespot]

[Autogespot]

[Autogespot]

This Ezno, S/N 132658, submitted itself as an example for why we need our "Save the Enzos" campaign during a heated lap last March on a cold day at the Magny Cours circuit. The Enzo's tires hadn't properly heated up to a velcro-like state, so when the over-zealous driver misjudged a corner, he ended up in this precarious position on top of the tire wall.

With two Enzos down this year, are we going to need to reprint t-shirts again? [via FerrariChat]
Images via Flickr, Imageshack, Arthomobiles

ADVrider member, Bross, was out for a ride with his wife this week when they were passed by an overly exuberant Ferrari Enzo driver. Imagine their surprise when, not ten minutes later they rolled up to it looking like it was fire bombed by the anti-fun motoring demons that seem to have been on the attack lately.

Here's Bross' account:

We rolled past and walked back to the scene. Jodie stopped and asked a man walking along the road if he knew what happened. He said "Yeah a guy was driving his Enzo Ferrari, it caught on fire and he jumped out." Jodie said "We saw that Ferrari drive by us in OK Falls, is the guy OK?" He said "Yeah, I'm the guy!" Then Jodie was struck speechless and said "I'm sorry"

The whole time he's not really looking at Jodie just texting furiously on his phone. He then went and sat down on the side of the road beside his duffel bag, all that he had left.

We've seen our share of 360s, 430s, 612s and 599s on fire, but to see the dethroning of the mighty Enzo like this, brings a bit of moisture (or is that 5W-30?) to our eyes. [via ADVrider] (Hat Tip To Rick!)

I have to admit I had no idea what I was looking at when I first saw a Nissan Figaro. In Emerald Green, to be specific, as opposed to Pale Aqua, Lapis Gray or, rarest of them all, Topaz Mist. London car expert Máté was there to patch the gap in my brain so I can now tell you about this cute little button of a car.

It was built in very limited numbers on a Micra platform for Japanese domestic use. Nissan only planned a production run of 8,000 which was bumped to 20,000 to meet demand. Rather like when Ferrari decided to make an extra 50 Enzos—then one more for the Pope—to round the original run of 349 up to a nice and even 400.

The Figaro is like those tiny Japanese cars from the 60s, from back when the Japanese were still scrappy upstarts when it came to producing cars, and when companies like Honda were more knows for motorcycles (and Formula One racing cars). Cars that used engines more commonly utilized in dialysis pumps or pacemakers. Like the Honda S600’s exquisite 0.6-liter inline four—with DOHC and four carbs. Except, of course, the Figaro is a modern car.

Compared to its spiritual predecessors, the Figaro runs a big block. Its turbocharged one-liter MA10ET makes 75 HP which sounds infinitesimal until you consider that it has but 1,800 pounds of car to propel. Imagine a car whose power-to-weight ratio improves by 10 percent if a corpulent driver disembarks.

What makes the Figaro so popular in London is of course the fact that all of them were built right-hand-drive. Given that the whole production run was twenty thousand, you bump into them surprisingly often. And their only saving grace is that they are much older than you’d think: the Figaro was introduced 20 years ago at the 1989 Tokyo Motor Show.

It’s almost retro by its own right. Almost.

Wired's article immediately goes for the gut punch with a well told tale we all know and love depicting, in detail, that one fateful day in Malibu. While it wasn't Stefan's only feck up, it's definitely his most famous, at least in the halls of the Jalopnik campus. He was also known for his failed and mafia-tied Gizmondo handheld gaming platform and later his fraudulent exportation of multiple super cars to the U.S. The recently jailed Fat Steffe is likely going to be laughing all the way to the bank if this ever does come to fruition, which forces us to once again put this out there: Save The Enzos!

Here's an excerpt from Wired's original article:

THE BUMP IN THE ROAD that ended Bo Stefan Eriksson's fantastic ride is practically invisible. From 10 feet away, all you can see is the ragged edge of a tar-seamed crack in an otherwise smooth sheet of pavement. Only the location is impressive - a sweet stretch of straightaway on California's Pacific Coast Highway near El Pescador state beach, just past the eucalyptus-shaded mansions of the Malibu hills. On that patch of broken asphalt, there's barely enough lip to stub a toe. Of course, when you hit it at close to 200 miles per hour, as police say Eriksson did in the predawn light last February 21, while behind the wheel of a 660-horsepower Ferrari Enzo, consequences magnify.

The Enzo has less than 6 inches of ground clearance, and at that speed, it took only a slight scrape under the front bumper to launch the vehicle. The airborne Ferrari landed in a skid that in a blink became a sidelong drift. Tires shredding, the car bounced over the shoulder onto a grassy slope wet with dew. All Eriksson could do was hold on as the slithering, swiveling Enzo again achieved liftoff, then slammed broadside into a wooden power pole.

The crash became an instant media sensation. In Los Angeles, the destruction of the rare million-dollar Ferrari - and the strange story that rose from the wreckage - dominated local radio talk shows and TV newscasts for days. For most, it was just another diversion, the newest twist on the high-speed-chase formula the city loves. But the public attention would spell disaster for a handful of people connected to Eriksson, many of them fellow participants in one of the biggest debacles in the history of the videogame industry: the epic meltdown of Gizmondo Europe, Eriksson's former company.

[Gizmodo via Robert Capps via Wired]

This San Francisco owner skipped the fancy ad and the snooty listing site and went straight for Craigslist. Of course that makes us automatically think setting up an "appointment to see this wonderful car" will result in waking up in a bathtub of ice with a missing kidney. If it is legitimate, with an original asking price of around $650,000, and 9,000 miles on the clock, if this owner manages to get the asking price for his car, this guy will have been paid about $60 a mile to own his Enzo, minus expenses of course. Chew on that for a while. [Craigslist Ad, HERE when the ad evaporates]

The hotel's pastry chef, 21-year-old Aaron Billington, was arrested on suspicion of causing "thousands of pounds of damage to the car." Must've been a heavy bloke.

The damage consists of a cracked windscreen and a busted side window. Repairs are estimated at £7,000, or a bajillion dollars American, whichever comes first. The singer, who owns "four Ferraris and seven Porsches," was described as both devastated and forlorn. We at Jalopnik are similarly distraught, though not as distraught had it been our own Enzo.

Do we have to begin Saving The Enzos again, or can the pastry chefs of the world keep it in their collective pants?

[DailyMail]

Why Can't We Take This To LeMons?



Bonus Shot Since We Love Ya:



Matt Farah with Garage 419 checks out the Cavallino Classic Ferrari Track Day in Palm Beach, Florida and checks out the Ferrari FXX here.

[arthomobiles.fr via carlounge]

Welcome to Jalopnik, the car blog. If you enjoyed these pictures, here's some of our more recent stories and features you may enjoy:

SUPERCAR TEARDOWN
•Tearing Down The Engine Of A Ferrari F40
•Ferrari 360 V8: A Detailed Look
•Ferrari F50: Supercar Teardown

2009 CHICAGO AUTO SHOW
•Corvette Stingray Concept
•2010 Ford Taurus SHO
•How To Build Bumblebee

FEATURES
•The Cars Of Fast And Furious
•2010 Mustang Shelby GT500: How Ford Developed The New Snake
•EXCLUSIVE: Sno*Drift Pastrana, Block In-Car Rally Video

[Photoshop via Flickr]

It's all fixed up now, and the man who brought the car back to life is now battling legions of flake-a-zoid deadbeat eBay bidders and brigades of enraged Ferrari internet forum zealots as he attempts to get the car together with the right buyer. I've become so fascinated by the twists and turns of this drama that I volunteered to help write the description for the car's eBay listing; hey, if my eBay descriptions can get $1.50 for Volvo lock knobs, I should be able to help move a $990,000 supercar, right? Note: Thanks to Chris Cornwell for the top photo.

It all started in October at the Yeehaw It's Texas 24 Hours Of LeMons race. A Ferrari Enzo rumbled into the paddock, and the driver got out and promptly climbed into a beat-to-hell LeMons Neon. You can bet that got my attention! It turns out that the team captain for the Purple Pin Ball Lefty and Purple Pin Ball Righty Neons (which finished 35th and 5th, respectively) is none other than Matt Groner, restorer of awesome race cars.


After the race was over, I had the opportunity to go for a ride around MSR with über-wheelman Mike Mills at the wheel; my crappy video above doesn't really convey the intensity of the experience, but I can vouch for the fact that this highly civilized street car- it's got air conditioning, a nice stereo, leather upholstery, the works- makes like a full-on race machine once its tires touch a track. You can read LeMons Supreme Court Justice Loverman's account of his Enzo ride here. Earlier that day, I'd been on a ride-along in the Rally Ready Evo, with Pike's Peak winner Dave Carapetyan at the wheel… during the LeMons race, so it was an excellent day at the track for me.

When the car arrived at Matt's shop, it needed quite a bit of work to un-Griffinize the body and frame, and that meant scaring up some parts that neither Manny, nor Moe, nor even Jack could provide. The toughest piece was the replacement front subframe, which may be obtained only with the cooperation of prickly Italians, on their schedule. In Matt's words, the quest for that part "caused my Eddie Griffin Enzo to become Project Car Hell."

Here it is, only 7 months after he began his negotiations with the Italians! According to Matt, "Sad thing is we could have made it. But who wants that liability?" Meanwhile, Ferrari-loving whackjobs aficionados in online Ferrari forums were foaming at the mouth expressing concern that this… this Texan would be laying his mitts upon the sacred carbon-fiber flesh of their worship object. I'll let Matt tell the story himself here:

Almost one year ago I was negotiating to buy the Eddie Griffin wrecked Ferrari Enzo from Daniel Sadek. The Saved Enzo story was reported on Jalopnik.com earlier this year. Here's a little more insight regarding the experience. After the car was bought in November of 2007, it was shipped to Houston from Los Angeles in our enclosed race trailer. It arrived late one Friday night. I was at home having a couple of beers when my employees unloaded the most expensive automobile I have ever owned. Heck, the car was worth more than my house in its damaged condition. At the shop that evening was a friend's 20 year son and one of his buddies who took some pictures as the car was being unloaded. (attached pics) Since we had already studied the car and the damage, we knew what parts were needed. Those parts had already been ordered from our Ferrari connection. David, the brains behind this Enzo purchase, was telling the kids about the repair, etc. Within three weeks of the cars arrival, we had 80% or $70,000.00 in Ferrari Enzo parts we needed to repair the car. At the time, we were told another few weeks we'd have the rest. Of course, all of the parts were prepaid because no one wants to stock Enzo parts. After all, there were only 400 of these supercars sold in the world, and their parts are rather expensive. Plus, most Enzos sit in some garage and are never driven.

We are a behind-the-scenes shop so no one knew about our having the car except a few close associates. In December I received an e-mail asking me if I knew the kid pictured sitting in the wrecked Eddie Griffin Enzo? My response was "No, I do not know him." It turns out that the kid taking pictures that Friday night had posted on a Lamborghini message board that he was the proud new owner of the famously wrecked Enzo and telling how he was going to repair it. Mimicking what he had heard David say about the repair. It's now out that we have this car. There goes our "undercover brother" philosophy around here. The Internet can make anyone who has a key board a Ferrari expert or millionaire with a dozen supercars parked in his garage these days. Kids, get out and go interact with each other! Play some baseball or get a $500 LeMons car and go have some fun. Come on! Please! The guys who write these automotive articles have been filthy from working on all kinds of cars. Trust me, you're not going to get the experience reading about it on the Internet or in a book. Just do it.

Back to the repair of the high dollar Ferrari beast. Before I agreed to repair the car, no one told me that the Italians take 'holiday' for two months. So, January and February are gone and I still don't have all the parts needed to repair my car. I am getting grumpy from the wait. My guys will tell you I am always grumpy when things don't go as planned, and a $ one million dollar car is sitting in my garage unable to be repaired. They might be right. Anyway, March and April go by, and we keep hearing from Ferrari that the front sub frame is being made and it'll be any day now. "Any day" in Italian must be measured in dog years because it must mean "whenever we feel like it." At this point in the process, I am really becoming irate since I turned down a profit on the car when it first arrived in November. Plus, that's our normal business plan: buy it, sell it, and turn the inventory fast. Do you hear that, David? We repair a few cars, but that is not our typical method to make money. I don't like to own inventory for more then a couple months, especially cars this expensive. David, the brains (?) guy, assures me that once he has the parts it will take a short time to repair the supercar. And once it's done he's got people to buy it. Ok, Ok , I will calm down and promise not to swear at him as much.

In May of 2008 we FINALLY get our front sub frame and the repair begins. We start by assembling the front completely to assure the car goes together correctly. Hand built cars are quite different than the robot built cars like everyone drives these days. Everyone of them is slightly different, and this pre-assembly process is important. (picture attached). Once we are assured that every body panel fits perfectly the car is then disassembled again. The Italian hand made body parts are far from perfect from the factory. Since a carbon fiber fender costs more then a new Toyota Corolla you would think you could just bolt it on the car, right? Nope, many hours of prep are performed to assure all of these parts are now perfect. You just can't cut corners when rebuilding cars. In our eyes, that goes for $10,000.00 cars as well as $1,000,000.00 supercars. The reason I opened my own shop was I got tired of dealing with shops that had no integrity or work ethic. My hand picked employees rebuilt this supercar Ferrari, and no one could have done a better job. Period. Yes, that is of course my opinion, but I have been doing this for a long time. The human beings that work for the Ferrari factory in Maranello don't walk on water as many in the Ferrari community assume. Humans built this car in Italy in 2003, and humans in Houston, Texas rebuilt it perfectly in 2008. Am I going to hear crap about that "walk on water" opinion for the rest of my life? Well, Internet Ferrari 'experts', when you repair an Enzo call me and you can share your opinion about how it's supposed to be done.

As the world's economy falls and my stock market investments fall, I am glad to own this supercar and a few other collectible cars. If I had the prescience of things to come earlier, I certainly would have taken the profit up front. But I am OK with owning a car this rare that will continue to appreciate. I am sure there are some car people or investors who feel the same way after losing 20% to 50% in the stock market the last few weeks. At least you can enjoy this investment. The car is still for sale and offers have come in, but when dealers throughout the country and the 'experts' (people trying to buy the car) on the message boards tell potential buyers that they can buy this car for $800k or $850k, it sometimes makes me wonder to whom they are talking. Let me tell everyone. No, you or they can't buy my Enzo for that amount. And, if you can buy any Ferrari Enzo, story or no story, for that kind of money then I suggest you write the check or call me, I will buy it. Price is negotiable on this one. Bring a decent offer and you can own some Enzo history. Plus, the new owner will be able to say that more than 10 million people have seen my car on TV or YouTube. That's the before, here she is after. Pretty cool, eh?

Having dealt with my share of- how shall I put this?- troublesome eBay buyers while selling car parts (the most valuable of which was a super-low-mile big-block Ford Toploader, worth approximately 1/1000th the value of an Enzo), I thought it would be fun to write out several paragraphs of ominous warnings to potential deadbeat bidders for the Enzo's eBay listing. When it came down to it, though, I wrote just a few sentences for the car's description, which Matt very kindly included in his listing, giving me the right to brag about my excellent Enzo-hawking abilities next time some hotshot salesman starts talking about "the good leads." You can check it out here, and if you've got $990,000 (or an offer that comes close enough) you could park your very own Enzo in your driveway! When you're done there, we've got a few photo galleries for your enjoyment:

Specifications
# Price: £172,000. Inclusive of VAT.
# Full carbon body.
# Carbon and steel chassis.
# V8 7-liter GM Engine. Titanium Conrods, dry sump with cooling.
# 550bhp at 6000rpm.
# 6 speed manual Grazianno transmission.
# 19 inch wheel standard 21 inch as per picture option.
# Supercharged version to be released at later date with 850bhp (AF10-S).
# Full leather interior.
# Lift up dihedral doors.
# Full warranty and roadside assistance.
# Full lifetime body warranty.
# 0-60 mph in 3.4 seconds.
# Top speed 204 mph
# Active front and rear wings.
# Standard sat nav, mp3 player, rear view camera fully integrated touchscreen
# Wheel base 2690 mm

[Source: Global Motors]

So this is how it happened, understeer into some moronically placed (or brilliantly, for you tin foil-hatters) concrete barriers. A terrible, and undignified way for any car to die, much less an exotic beauty like the Enzo. That's how the story starts out, and we'll let Mr. Groner retell the rest in his own words:

From February of 2008:
Here's the story: When the car got wrecked last March, I got a half a dozen calls from customers/friends asking me if I was going to buy the car? This is our business: We buy damaged high line cars. Not necessarily the celebrity cars, but they seem to own many of these type cars so it comes with the territory. My response to them at the time was "I doubt it since the whole world knows about the car." We were in contact with the proper people, but I really didn't think this car would happen. Then, late 2007, we got a call asking if we were interested in the Enzo? We headed to LA to inspect the car and if it was what we thought then the negotiations would begin. The car itself was not hurt and had a retail estimate to repair of $300k. So, the owner of the car already had that money and we had to come to an agreement on the car as-is. We did our negotiating over the phone through one of good friends in LA and a deal was reached. My guys left Houston one Monday afternoon with truck and trailer and were in LA with certified funds in hand on Wednesday. Thursday at noon Houston time I got a call from my guys telling me that the owner had changed his mind and we weren't getting the car. Needless to say I was not happy, but this guy had other cars that we were still negotiating to buy so I stayed clam. My guys dead headed back to Houston empty... A wasted week for us. 10 days later we got a call and the guy now wants to sell the car. This time the car has been moved to our LA contacts location and there's no "changed my mind" by the owner. The deal was done and the car was then shipped to Houston.

We normally sell our cars in their damaged state. But, this car is special and everything bolts together. There is no frame to straighten ... it bolts to the tub. Just buy it and you're done. So, we ordered the parts and that where we are right now. 95% of the parts are here and we ready to make this car whole again. "Save the Enzos" I am trying.... Just need a little help from our Italian friends that make the parts. Please hurry. We Americans have no patience.

Update on Aug 7, 2008
Done... Finally! Attached are some pictures of the finished product. If I had to do it over again I would sell the car in it's damaged state and not repair it. Not because it was difficult to repair, but the time waiting on the Italians to supply parts is just ridiculous. I guess they have better things to do then to help "save an Enzo". Now that's it's done and I have had the privilege to drive the auto, I will say oh my, what a car! A true race car in everything it does. One trip to the track and I might keep it. Nope, not my style. Up for sale. Not $500k cheaper then the others on the market, but a little less. After-all, it's got a story. A pretty cool story though.

Update: You can check out the car at Matt's sales site: Matthews-Auto.com

What is Ferrari creating in there? Like we said, could be darn near anything. But If it's the planned Enzo replacement, we're told it'll have the Twin-Turbo V8 rather than a smaller turbo'ed V6 or the California engine all repackaged up. And if it's the hybrid, well, then they surely wouldn't want us to see any kind of gadgetry they've developed. Let the rampant speculation begin! [WorldCarFans]

...we'd have liked you to wear one of our now limited-edition collectible "Save The Enzos" shirts rather than have to make your own Enzo shirt. Feel free to drop a Jalopnik logo on there to let folks know where you snagged the idea from. But, we are happy to see you're doing the noble deed of trying to save this endangered species of rare automotive exotica. More celebs should be doing their part — where's George Clooney's outrage, or Angelina Jolie attempting to adopt one for herself or even Bono trying to organize a concert on the Enzo's behalf? We mean, come on — these Enzos aren't going to save themselves. Pharrell, kudos to you for doing your part. [Yahoo]

We think it's fairly clear by these glaring faults that Edo has a lot of work to do, and we didn't even jump into some of the more disappointing details down the sides. Seriously, the Enzo is a good start and all, but pumping up a tepid car to a meager 700 HP, dropping carbon fiber bits all over the place, adding an adjustable suspension and quicker shift points is just totally phoning it in. [Edo Competition via World Car Fans]

According to the seller, this car was featured in the obviously well known motion picture "13 million," a movie we all remember fondly (never mind that even IMDB has never heard of it). We just can't get over how spectacular this thing is put together. Is it possible for a car to be so bad it crosses the line into greatness? The answer is yes. (Thanks Henry) [eBay listing]

I used the Tamiya Enzo kit, along with the Scale Motorsports detail set (carbon fiber decals, photoetched parts). The wheels are from a Tamiya Opel Calibra DTM kit, the airbags are medical tape and the firewall insulation is foil from a cigarette pack.

I displayed the model at the 2007 NNL East in Parsippany, NJ. "NNL" stands for "Nameless National Luminaries" and references an editorial written in a model car magazine about 25 years ago. The editorial lamented the fact that many talented model builders were discouraged from bringing their work to shows because of the political nature of the judging process. It inspired a group of like-minded folks to create a show format where the only prizes are determined by a people's choice vote; in other words, everyone that attends gets to vote. It has since become the most popular show format by far. I think there are 4 or 5 NNL shows across the country, and NNL is one of (if not the) biggest. Damn, that sounded like a press release! Check out their website, it has links to galleries from previous years. Some of the stuff is mind-blowing. SUPER DETAIL POTENTIAL!!!!

...to either Sweden or Germany, where his wife and daughter have their home. No word on whether he'll also receive his license back — but we're hoping he won't. We can't bear to see another Enzo bite the dust. Haven't we already been through enough? We mean, come on — we're still waiting to see Dietrich/Karney go to jail and don't even get us started on Eddie Griffin — we're still of the opinion there should be a death penalty for doing what he did. (Hat tip to JanTheMan!) [thelocal.se]

It's one of those questions that makes us a little more envious of Ferrari engineers than usual. Since the new Enzo isn't due until 2012, the company has plenty of time to develop both a new V8 and new V12 and decide later what engine goes where. If it ends up coming with eight cylinders it'll be the first V8 powered stallion supercar since the F40 graced the walls of our childhood bedroom. [AutoWeek]

Eriksson was taken into custody at the scene after failing two alcohol breath tests. He later admitted to driving the Ferrari.

Authorities later determined that there had been no Mercedes and no "Dietrich" and that Karney had been a passenger in the Ferrari.

Authorities later said they determined that Karney had flagged down another motorist before deputies arrived at the scene. Karney allegedly asked the driver if he could borrow a cell phone. As Karney made a call, he sat in the other vehicle's front driver seat, the San Francisco Chronicle has reported.

The motorist later called police, saying he had found a fully loaded handgun clip jammed under the seat, according to the Chronicle.

Karney then disappeared. An acquaintance of Karney, speaking on condition of anonymity, said Friday that Karney fled to his native Dublin, Ireland.

He returned to California around a month ago via Tijuana, and a friend helped smuggle him into the United States, the acquaintance said.

Authorities tracked him down this week, thanks to medical bills generated after his return to California and sent to a Marina del Rey address, the source said.

Why? Partially because I'm a rank contrarian and love the underdog. I will go at you all day as to why Jawbreaker was better than Led Zeppelin. Mainly making the argument that hobbits are ridiculously silly unless Peter Jackson is involved, but being busted up over a girl or singing Sonoma-Coast-evocative songs with lashing, slashing guitars and punk rock's version of Bonham on the drums is just, well, better. Sometimes you just don't need "The Immigrant Song." Which is, oddly enough why I'd rather have an E-Type Lightweight Coupe. I've been in the presence of a 250 GTO. It's an unintentionally imposing car. If somebody offered me one for free, I'd take it without hesitation and then drive to my sellout job in it every day. The 250, essentially, comes off as a disposable car. Not all Ferraris do.

Take, for example, the 500 Superfast. It has a stately grandeur. Or the 308 GT4, which might be the perfect Bertone wedge that isn't a Countach. Or of course, my all-time favorite Ferrari, the 308 GTB.

It seems a cop-out to have what's probably the cheapest Fezza on the market besides the awkward 400i or hideous Mondial rank as one's favorite example of the marque. It reeks of casual Magnum P.I. enthusiasm. The car that'll score you big-haired, spandex-clad, mindless poontang. But truth be told, I like my birds with bigger brains and less spandex. And aside from the hardcore tifosi, I have likely been around more Ferraris than you, unless you're an inveterate showgoer.

The GTB isn't a classical Ferrari. It's not a front-engined V-12 car. Nor is it much of a Dino (although I'd argue that the GTB/GTS were more true to the Dino's heritage than the angular, four-place, angular GT4.

Sure the 308 had problems. Excess gasoline in the cats leading to catastrophic fires was/is the most notorious. But I like the 308 in the way that I like London Calling, 24 Hour Revenge Therapy or New Day Rising. It's that perfect transitional moment. The 206/246 was the original try and is magnificent and valiant and groundbreaking. The GT4 was the awkward but lovable second album. The GTB/GTS was the masterpiece, and the 360, well that was the record with the number one hit song — see Combat Rock. The analogy runs out of steam with Cut the Crap and the 430, but hey, "Dirty Punk" was still a pretty good track.

Years ago, I worked for a guy briefly. He had a lot of books about how to enjoy being rich on his wall. He subscribed to The Robb Report. He lived in Blackhawk. His real-estate-agent wife drove a loaded Suburban because she felt it would be safest for their two unruly, spoiled brats. I wish his name was Donny, because I would've loved to have screamed at him, "You're out of your element!" He had a V-12 SL as a daily driver and an older Ferrari (which I never saw) as a weekend car. He invited his ne'er-do-well brother around to do stuff around the office. His brother loved Ferraris. The Monterey Weekend was an ultimate vacation for this guy. He loved working on them; he loved driving them. In a sense, the guy was absolutely a Jalopnik hero; a purist with an appreciation for greatness and an eye for the diamond in the rough. He hated the newer, luxe-oriented cars. And he drove a first-gen MR2, because he felt that it was the closest a broke-dick artist-type could get to driving a Ferrari.

That's how much of a watershed the Dino/308 actually is. It subverted the way people thought the Ferrari experience. And the 308 GTB/GTS cemented in people's minds that a V-6/V-8 could be a goddamn Ferrari. Tom Selleck may have sold a bunch of those cars, but the 308 was magic all on its own. Most people who call it garbage have never been in one. The 250? It was meant to be disposable. To win races? Sure. To crash? Fine. It doesn't have the raw guts of a Cobra, even though the Daytona may have been hastily cobbled. But the 250 lacks the soul of a lot of Ferraris. And I realize that's a completely counterintuitive argument to make, because it was a finely-sorted, lost-tech car. It had freaking wire wheels! It may have actually been the ultimate example of its breed. But like the F50 and Enzo, and unlike the F40 and 288 GTO, it lacks soul. In a sense, the 250 GTO is somewhat German. The 308, however, is as Italian as osso bucco. And that's what makes it a perfect Ferrari.

Plus, they're still cheap.

"Fast as a Shark" is a weekly electronic broadside aimed at what has been historically right and terribly wrong with the autmotive industry and culture. If Udo Dirkschneider ever drove a 308, it probably featured a turret bristling with Flak 88s.

"The GTO was the most beautiful-handling car I've ever been privileged to drive. The GTO had perfect balance, absolutely perfect — the ballet dancer of motor cars. There was never an other car like the GTO. Never." — race driver Mike Salmon, in the book The Cobra-Ferrari Wars 1963-1965, by Michael L. Shoen

Even with that pedigree, the GTO is without question the top dog in the 250 pack. Some might make a case the 250 GTO is the top car in the world. It is certainly the most expensive, with one trading hands in 1991 dollars for – I hope you're sitting down – $15 million. In 2007 money that's eleventy seven billion dollars. Things have calmed a bit since the peak of Reaganism. If you want a 250 GTO nowadays you need only shell out $10 million. Assuming you can find one. You can't. And even if you do, it probably isn't a real one. Over one hundred times as many phonies have been built than actual 250 GTOs. Why though? What is so damn special about this car?

Where to even start? How about with the name? GTO stands for "Gran Turismo Omologato," which translates to Grand Touring Homologation. Racing rules of time stipulated that 100 production cars must be built in order for a vehicle to race in the GT class. Ferrari only made 39 GTOs, period. How this was allowed to stand still remains a point of contention even today. Enzo claimed the GTO was just a body modification of the brick-like 250 SWB, and was thereby following the rules. Aston Martin, Jaguar and Chevrolet all cried foul.. As we'll see in a moment, the other manufacturers were right. Whether the FIA governing body bought Enzo's story, or just decided that the sport would be better off with team Ferrari competing is anybody's guess. Point is, these mothers are rare. Let's back up to 1961.

Things were sailing along smoothly at Ferrari, as the SWB GT was simply dominant in the GT class. But then a young sales manager named Girolamo Gardini returned from the unveiling of the Jaguar E-Type at the 1961 Geneva Motor Show. According to Giotto Bizzarrini (yes, that Giotto Bizzarrini) once back at Modena Gardini ran around the factory shouting, "They are going to beat us with their new GT!" After being sufficiently convinced of the impending doom, Enzo greenlighted the GTO project (albeit in secret) and put Gardini in charge.

Development fell to Bizzarrini. Legend holds that Bizzarrini headed up a small team that ripped apart the 250 GT SWB chassis he had developed earlier and replaced most of the parts with smaller, lighter tubing. The driveline was lowered and the 3.0-liter V12 from the prototype-class Testa Rosa was fitted behind the front axle along with a dry sump lubrication system to further lower the center of gravity. All 250s featured the Tipo 168 V12 (each cylinder sported 250 ccs of displacement – 250 x12 = 3000 cc), but the newer 168/2 engine featured larger ports, lighter materials and tighter tolerances. Output was over 100 hp per liter (302 hp), which is still impressive more than 40-years later for a normally aspirated motor. More importantly, the GTO's V12 weighed less than half what Jaguar's 3.8-liter straight-6 did. A test mule was flogged around Monza and the results were stellar, as it was several seconds faster than both the Le Mans winning SWB and Sperimentale. Remember that the GTOs could hit over 180 mph on the Mulsanne Straight. Then disaster struck.

Known as the "Palace Revolt," none other than Enzo's wife got into it with a bunch of Ferrari employees in October of 1961. As is usually the case with fights of this nature, the wife didn't lose. So, Bizzarrini, Gardini and many others got the boot. Obviously the timing was horrible as the GTO was nowhere near complete. The GTO project was then assigned to a young engineer named Mauro Forghieri who wound up doing very little to Bizzarini's work save for adding a small rear spoiler and Watts linkage for extra stiffness. Sergio Scaglietti finished refining the body in a wind tunnel. The results were the stuff of both history and dreams.

The 250 GTOs utterly whack-a-moled the competition. In its first race at 12 Hours of Sebring, Phil Hill and Olivier Gendebien were initially upset that they'd be driving a GT car, and not a fancier prototype. When the race was over, the two drivers and the GTO had won the GT class and amazingly finished second overall behind a Ferrari 250 TR. Le Mans was much the same story with Jean Guichet and Pierre Noblet finishing first in class and an amazing second overall, trailing the winning Ferrari 330 LM's average lap speeds by just two mph (113 mph vs. 115 mph). Another GTO finished third, with two E-Types in fourth and fifth with yet another GTO placing sixth.

Until Shelby showed up to Le Mans with his Daytona Coupes two years later in 1964, the GTO was simply untouchable. And while the American car won the class and finished fourth overall, the GTO was fifth, ahead of all the other prototypes. Actually, the GTOs still managed to win the 1964 overall GT Championship by winning Daytona, Spa and the Tour de France – Shelby only won the big one, Le Mans. In 1965 the FIA lifted the cap on engine displacement and more mid-engined monsters began turning up.Also in 1965 Ferrari replaced the 250 GTO with the 275 GTB (referred to by many as the '65 GTO) which again won the Le Mans GT class outright and finished third behind two prototype mid-engined 250 LMs.

While the looks of the Daytona Coupe are open to interpretation (we love it, but...), there isn't a soul on earth who can call the 250 GTO anything other than gorgeous. The Scaglietti bodywork is simply captivating, bordering on savory. We love all the serious-looking vent work cut into the body and especially dig the three "D" apertures on the nose which can be opened to vent the cabin and then closed for high speed runs. Plus, all GTOs ran on wire wheels, which only add to the hotness. The cabin was sparse (no speedometer) but nonetheless luxurious. Hey, we're suckers for wooden steering wheels. We've been racking our brains trying to come up with a single reason why the Ferrari 250 GTO should not be inducted into the Jalopnik Fantasy Garage. We can't think of a single one.

Gawker Media polls require Javascript; if you're viewing this in an RSS reader, click through to view in your Javascript-enabled web browser.

The Jalopnik Fantasy Garage, So Far:
RUF RT12 | Maserati Quattroporte Executive GT | 1978 Aston Martin V8 Vantage | Honda 1300 Coupe 9 | 1931 Daimler Double Six 50 Corsica Drophead Coupe | Ferrari 288 GTO | Chevrolet Corvette ZR-1 | 1970 Buick GSX 455 | First Generation BMW M Coupe | Bugatti Veyron 16.4 | Ford GT | Citroen SM | Porsche 928 | Jensen FF | DeTomaso Vallelunga | Audi Quattro S1 | Buick GNX | Nissan Skyline R34 GT-R | Honorary Fantasy Garager: The LS1 Powered Rotus | Lamborghini LM002 | Shelby Cobra Daytona Coupe

Actually, we're partially here to talk about the Cobra, as not only is the Daytona Coupe in some ways just a rebodied Cobra, but the only reason the Coupe exists is to make up for the shortcomings of the Cobra. Sacrilege, right? We know, we know. Believe you us when we tell you that we love Shelby Cobras as much as the next pistonhead. And, for the umpteenth time, the inclusion of the Daytona Coupe in our Garage of Jalopnik-style Fantasy does not preclude the roadster from getting in. But for this week your attention is turned to the car that did the impossible; the homely racecar that beat Enzo and his beautiful Ferraris at their own game.

In the early 60s, Carroll Shelby returned from a triumphant conquest of Europe. Driving for David Brown and Aston Martin, the chicken farmer from Texas won Le Mans. No American since Patton had been so dominant on the Continent's roads. It would take decades and another Texan named Lance Armstrong to pull off a similar feat. However, Shelby harbored a secret: he had a bad heart, and was forced to retire from the sport he both loved and excelled at in his prime. He mucked about for a while, hocking tires and opening a driving school, but his poor heart wasn't it. Shelby had to get back to racing.

Here comes the Cobra! Long story short, Shelby wanted a racecar and his time in Europe convinced him of the superior handling characteristics of small British roadsters. He contacted AC Cars in Thames Ditton to inquire about the feasibility of stuffing a V8 into their independently-suspended, ladder-framed AC Ace. As it so happened, AC had been using a pre-war design straight-6 that Bristol and Frazer had nicked from the bombed-out BMW factory (it was the engine found in the glorious 328). By 1961 even AC new the engine was a dinosaur and scrapped it in favor of the 2.6-liter straight-6 out of the Ford Zephyr. As both fate and luck would have it, the bulk of the chassis modifications needed to fit the Zephyr engine into the Ace's frame, allowed a V8 to fit in the same space. Now all Shelby needed was an engine.

Shelby-Ford AC Cobra Mk II

He turned first to Chevrolet and they said "no" because another powerful sports car would threaten the Corvette's supremacy. Shelby then contacted Ford's Lee Iacocca to procure an American heart for his British car. At first Iacocca was little more than amused by the lanky Texan, who always came to Lido's office with a big hat and a beautiful blond. But then Ford's President realized the Shelby was serious. Two important facts you should note here. The first is that Iacocca hadn't thought up the Mustang yet. The second is that Ford desperately wanted to beat Chevrolet in the sports car game (so much so that Henry Ford II was in talks with Enzo to buy Ferrari). FoMoCo had just developed a lightweight, thin-walled aluminum V8 for Canadian pickups. This engine, first built in the city with our favorite strip clubs, Windsor, Ontario, went on to be known as the Windsor V8. You may have heard of it. The version Shelby first got for teh Cobra Mk I was the 4.2-liter (260 cubic inch) HiPo V8. Perfect.

Or not. The first test drive snapped the rear axle off. A stouter Salisbury 4HU rear end (with inboard brakes) was lifted from the Jaguar E-Type The heat from the inboard brakes melted the car's oil seals. So they went outboard. Shelby also had a devil of a time figuring out how to cool the tightly packed engine, eventually resorting to Corvette radiators. And just like the Corvette, a veritable mountain of torque in such a lightweight package necessitated the use of traverse leaf-springs. These, along with wider wishbones forced AC to widen the body by radically flaring the fenders.

Shelby-Ford AC Cobra Mk III

The results were epic. Tuned to within an inch of its life, the HiPo 260 in the Shelby-Ford AC Cobra Mk I stonked up 325 hp and rocketed the car to a then unheard of 0-60 mph time of 4.2 seconds. The first production cars were detuned quite a bit and also featured shoddy steering (due to a worm gear setup and a VW Bug column) and more cooling problems. Shelby fixed all this by equipping the Mk II Cobra with a 289 cid engine, revised gearing, rack and pinion steering and a wider grill opening with side vents to let the heat out of the engine bay. Now it was time to go racing.

"So every time I would see a red car coming up, I'd think, 'Oh shit. Now they are going to go by us.' " — Bob Bondurant

Shelby knew what he had to do. To reiterate, on the shorter American circuits, the Cobras were unbeatable. They were faster than the competition (including the Ferrari GTOs) to the max speed allowed by the track and handled just as well if not better through the corners. The real killer for the Cobras at Le Mans was the notorious three-mile Mulsanne Straight. Even with the awkward looking hard tops in place, the Cobras could only hit around 150 mph. The Ferraris? 180 mph. Obviously, this was an insurmountable obstacle. Unless you had another car entirely. Perhaps a coupe? Here is out most favorite automotive legend.

Pete Brock And His Krazy Kammback

"We knew, plus or minus, what [the] capabilities of the Ferrari were, and we knew we would beat it. I knew that, if I could get the Daytona Coupe, Ferrari wouldn't be in business." — Carroll Shelby

Shelby wasn't so sure. He went as far as bringing in an aerodynamics specialist to examine Brock's shape. Nein, he said. The coupe would be better off aerodynamically speaking with a longer, tapered tail. In a decision that ranks up there with General Groves deciding to pursue both a gun-type and implosion bomb, Shelby decided to listen to his young pupil and went with the controversial (though these days quite classic) coupe. The results are the really good stuff that they don't teach you in history class.

While testing the Coupe out, Jack Sears and Peter Bolton hit 185 mph on the M1 in preparation for Le Mans. This caused Britain to establish national speed limits. In the 1964 12 Hours of Daytona, the Coupe outran all the competition until it was hobbled by a damaged differential. A differential cooler was eventually installed. Still, the Cobra Coupe so totally outclassed the rest of the competition that it not only recorded the race's fastest lap time, but Shelby decided to rename to call the car the Daytona. Le Mans was up next.

Once in France on the Mulsanne Straight the Daytonas achieved a v-max of 196 mph. This not only blew the doors off the competition, but allowed Shelby's cars to run and compete with the prototype class. The Daytona driven by Dan Gurney and Bob Bondurant finished first in the GT class and fourth overall. In fact, the Daytona Coupe wound up lapping a Ferrari GTO. Not bad for a car built in a Santa Monica warehouse by half a dozen guys with pencils and hammers. Take that Enzo, you purple inked former Fascist!

While the Daytona went on to dominate the 1964 and 1965 GT racing seasons, the writing was sadly already on the wall. In 1964, the year it won Le Mans, the fastest lap time was actually set by another American driving another Ford product, the all-conquering Ford GT40. Phil Hill averaged a lap at 131 mph until he and his car were sidelined with a busted gearbox. The next year, Henry Ford II scooped up most of Shelby's best people (Shelby was involved with the GT40 program from the start) and the Cobra racing effort got its corporate funding yanked so as not to steal the GT40's thunder. The six Daytona Coupes were (illegally) flown back to Los Angeles. Shelby couldn't even sell them as interest had totally dissipated. Shockingly, he finally unloaded the Daytonas for about $5,000 a pop.

World's Greatest Barn Find

There is some comeuppance, though. It is true that all six cars were flown from England back to the States, but until 2001 only five were thought to exist. The sixth car? No one knew. Then a woman named Donna O'Hara lit herself on fire. In her locked storage shed, was the missing sixth car, called CSX2287, that her father had purchased years earlier and left to her. Undoubtedly the greatest barn find in the history of car collecting, its worth is valued at over $4,000,000. Not bad for an initial investment of about five grand.

I'm not a flag waver by nature, but there are certain events and machines that get my blood pumping read, white and blue. The Shelby Cobra Daytona Coupe and its amazing history represent such a machine. For those of you who are not American, we ask that you look upon this vehicle as the very best of what our country has to offer. We can put a man on the moon and beat Enzo Ferrari at his own game. Hell, on his own playing field. We would be doing a grave disservice to not only the beautiful car, but to the spirit of the men who designed and built the Daytona by not including an example in our Fantasy Garage. Happy voting.

Gawker Media polls require Javascript; if you're viewing this in an RSS reader, click through to view in your Javascript-enabled web browser.

The Jalopnik Fantasy Garage, So Far:
RUF RT12 | Maserati Quattroporte Executive GT | 1978 Aston Martin V8 Vantage | Honda 1300 Coupe 9 | 1931 Daimler Double Six 50 Corsica Drophead Coupe | Ferrari 288 GTO | Chevrolet Corvette ZR-1 | 1970 Buick GSX 455 | First Generation BMW M Coupe | Bugatti Veyron 16.4 | Ford GT | Citroen SM | Porsche 928 | Jensen FF | DeTomaso Vallelunga | Audi Quattro S1 | Buick GNX | Nissan Skyline R34 GT-R | Honorary Fantasy Garager: The LS1 Powered Rotus | Lamborghini LM002

Ferrari revealed a pint-sized Enzo concept insiders are calling the "1000 kilo" car, or "Millechili" in Italian. Winding Road was on hand at Ferrari's 60th Anniversary fete to enquire, though the got some winding answers from the Ferraristi on hand. Some are calling the model — whose wheelbase is nearly 10 inches less than that of the Enzo — the "FXX Millechili." That implies the little bugger could pull down as much as 660 horsepower from the Ferrari's top-end V12. At 2207 lb., that kind of power would be downright time warping. Could we be looking at the smaller Ferrari some insist is on the way? Or is it a practical joke you have to be Modenese to get. Eh! – Mike Spinelli

Ferrari Quietly Unveils FXX Millechili (1000kg) Concept [Winding Road]

Related:
Only in Geneva: One Man's One-Off Ferrari Concept Is Another's Daily Driver; More on the James Glickenhaus Ferrari P4/5; Pininfarina Releases Press Kit; Ferrari to Show Giugiaro-Designed Concept in Tokyo [internal]

We can't tell is this dude is the sloppiest driver in the world, or one of the greats. Either way, we recommend not passing judgment against him until you see the last 30 seconds or so of the clip. More importantly, no Enzos were harmed during the making of this clip. Oh, and we got some Schumacher hooning his FXX after the jump. At least, we assume it's his. Enjoy! – Jonny Lieberman

Related:
Jalopnik Morning Mourning: Pics of the Dead Redline Enzo; More Details On The Possible World Record Ferrari Party At Silverstone; British Enzo Bent...By A Bus?!?; McLaren F1 vs. Enzo [Internal]

According to the California Highway Patrol, the total number of accidents involving Aston Martins, Bentleys, Ferraris, Lamborghinis, Lotuses and Maseratis rose to 141 last year, an 81% increase from 2002.

Honey I wrecked the Porsche [Wall Street Journal]

Related:
Holy Crap, He Walked Away With Barely a Scratch: Audi RS6 Crash; Most Amazing Porsche Crash To NOT Result In DeathSave the Enzos [internal]

* 20+ pre-1973 V12s, including two 250 GT SWB, a 250 GTO and a 275 GTB/C, as well as several Daytonas, 250 GT Lussos and even a 330 GT
* 20+ examples of Ferrari's iconic F40s, F50s and Enzos
* 10+ examples of the beautiful Dino
* 40+ examples of each of Ferrari's mid-engined 355, 360 Modena and F430
* 20+ modern V12s, including several 550 Maranello, 575M and 599 GTB Fioranos, accompanied by several 456 GT and 612 Scaglietti models
* Several other examples of Ferrari's incredibly diverse heritage, including Testarossas, Boxers, Mondials, 308s, 328s, 348s and more

Ferrari Racing Days [Silverstone.co.uk]

OVER 300 FERRARI CARS TO TAKE PART IN ATTEMPT TO SET NEW GUINNESS WORLD RECORD AT FERRARI RACING DAYS, SILVERSTONE

8-9-10 JUNE

Ticket Hotline: 08704 588 320

More than 300 Ferrari cars are anticipated to attend Ferrari's attempt to set a new Guinness World Record for the "Largest Parade of Ferrari Cars" at Silverstone on Saturday 9 June.

Some of the cars entered include:

* 20+ pre-1973 V12s, including two 250 GT SWB, a 250 GTO and a 275 GTB/C, as well as several Daytonas, 250 GT Lussos and even a 330 GT
* 20+ examples of Ferrari's iconic F40s, F50s and Enzos
* 10+ examples of the beautiful Dino
* 40+ examples of each of Ferrari's mid-engined 355, 360 Modena and F430
* 20+ modern V12s, including several 550 Maranello, 575M and 599 GTB Fioranos, accompanied by several 456 GT and 612 Scaglietti models
* Several other examples of Ferrari's incredibly diverse heritage, including Testarossas, Boxers, Mondials, 308s, 328s, 348s and more
* Bruno Senna, nephew of three times World Champion Ayrton Senna, and already a winner in his own right in GP2, will be driving one of the lead Ferrari cars in the Guinness World Record attempt

In addition to the Guinness World Record attempt, the Ferrari Racing Days event will feature the UK round of the Ferrari Challenge Trofeo Pirelli with over 60 equally matched Ferrari F430 Challenge cars jostling for position on one of the fastest F1 Grand Prix circuits, and the ultra-exclusive FXX which will be making its only official UK appearance. It will be an action-packed weekend of Ferrari festivities which will appeal to Ferrari clients and the ever-faithful Tifosi.

Bruno Senna to race in a Ferrari at Silverstone

Bruno Senna, aged 23 from Sao Paolo in Brazil, will also star as a guest driver with the Ferrari Challenge Dealer Team GB. His uncle, three-times F1 world champion Ayrton Senna, once said, "if you think I'm good, just wait until you see my nephew" and so far in GP2 Bruno has lived up to the billing, with victory in only his second race at Barcelona. From the very beginning of his motor racing career, Bruno has shown a strong and ambitious personality and he doesn't fear the comparison with his late uncle, saying, "If I am worse, the same or better than my uncle, only time will tell."

Massimo Fedeli, Managing Director of Ferrari GB Ltd , said, "We are very proud to welcome Bruno Senna to the Ferrari Challenge for our home round at Silverstone. The team are incredibly excited about Bruno's potential as he has already demonstrated his race-winning credentials after only a very short time in motor racing. Ferrari Racing Days is also the focus of Ferrari's 60th Anniversary celebrations in the UK, and we are sure the fans will appreciate the opportunity to see a Senna in a Ferrari for the first time."

Bruno will be driving a Ferrari F430 Challenge which carries a special livery with echoes of the Brazilian flag. He will be competing alongside the teams' other star drivers, including Nathan Kinch and Jamie Constable who race under the Team Vertu Racing banner and welcome the opportunity to race alongside a certain star of the future and World Champion in the making.

Ferrari GB's Motorsport Director, Enrico Bertaggia, enthused about Bruno's potential: "Bruno is one of those drivers who has the eyes of a champion - he races to win. His determination and ability behind the wheel means he will be a serious contender for a podium at Silverstone."

Ferrari's 60th Anniversary

Ferrari Racing Days at Silverstone is the UK focus of Ferrari's 60th Anniversary and, quite appropriately, will also feature the Ferrari Shell Historic Championship in which classic road and race Ferraris compete in three different categories to relive the golden era of motorsport. Ferrari's customer motorsport division, Corse Clienti, are also supporting several Ferrari clients who will be demonstrating a range of famous and historic F1 cars from the company's illustrious racing past.

The Ferrari Racing Days will also be the focus of the 40th Anniversary of the Ferrari Owners Club in the UK, with an incredible display of at least 40 examples of the iconic F40 supercar which remains one of Ferrari's most memorable performance cars. With Ferrari owners from all over the UK invited to participate in the Ferrari Racing Days and the Ferrari Owners Club's 40th Anniversary, it is expected that Silverstone will see the largest gathering of Ferraris in one place in 2007.

There will be VIP parking available for Ferrari owners who purchase tickets through their local Official Ferrari Dealer. For details of your nearest Official Ferrari Dealer, please visit www.ferrari.co.uk

Commemorative programmes will be available for purchase throughout the weekend.

Ferrari Owners Club's 40th Anniversary

The Ferrari Racing Days will also be the focus of the 40th Anniversary of the Ferrari Owners Club in the UK, with an incredible display of 40 examples of the iconic F40 supercar which remains one of Ferrari's most memorable performance cars. With Ferrari owners from all over the UK invited to participate in the Ferrari Racing Days and the Ferrari Owners Club's 40th Anniversary, it is expected that Silverstone will see the largest gathering of Ferraris in one place in 2007.

Royal Navy "Black Cat Helicopter Display Team"

The Royal Navy "Black Cat" Helicopter Display Team, the Royal Navy's elite display team will be thrilling crowds with an incredible aerobatic display with two Lynx Helicopters from 702 Naval Air Squadron. The team's title "The Black Cats" comes from a combination of the Lynx wildcat featured on the 702 Squadron badge. The carefully choreographed, all new display for the 2007 season fully utilises the precision and aerobatic capabilities of the Lynx and the display features high-speed crosses, close formation work and opposing manoeuvres.

Summary of Motor Sport Activity for Ferrari Racing Days at Silverstone:

Ferrari Challenge Trofeo Pirelli

The Ferrari Challenge Trofeo Pirelli is a race series dedicated exclusively to the Ferrari F430 Challenge which Ferrari clients can enter in a series of races at some of the most demanding and prestigious race circuits in Europe. In 2007, the F430 Challenge car is entering its second season of competition with an endurance race format that promises to offer dramatic action as the 60+ equally-matched 490hp V8 Ferraris jostle for position at every corner.

The F430 Challenge is a race-prepared version of the F430 road car - both feature Ferrari's acclaimed F1 "paddle-shift" gearbox and carbon-ceramic brakes, but the race car also features a full GT-spec roll-cage, Lexan windscreen and air jacks and centre-locking wheels for quicker wheel changes. The F430 Challenge race car also runs on 19" tyres which were specially developed by Pirelli for this championship. The F430 Challenge reaffirms the very close link between Ferrari's competition and road car departments.

FXX

For the fortunate few, Ferrari invited 29 of their most loyal and passionate clients to purchase an FXX and join the company as a "Client Test Driver". With only 29 FXX manufactured (plus one for Michael Schumacher), the FXX development programme is one of the most exclusive technological test-beds available to clients. Their use is exclusively restricted to race circuits around the world - the car is not homologated for road or race use. The FXX forms a critical part of Ferrari's commitment to research and development, with many of the innovations developed as part of the FXX programme being evaluated for potential use on future Ferrari road cars.

Ferrari Shell Historic Challenge

With an unrivalled heritage of important and iconic competition cars, the Ferrari Shell Historic Challenge is the perfect arena for historic Ferraris from every decade to be enjoyed in their natural environment - on the race track. The series is a stunning showcase for the proud history of competition Ferraris spanning 60 years, with unique cars such as a 1950 Ferrari 166 Inter Vignale, a 1960 Ferrari 250 SWB California Spider, a 1972 Ferrari 365 GTB/4 Competizione, and a 1980 Ferrari 512 BB Le Mans racing on track now just like they did when they first left Maranello.

F1 Clienti

The pace of development in the world of F1 motor racing is relentless, and, for many teams, cars from previous seasons are often relegated to spend their retirement in a museum collecting dust - but not so with Ferrari. After two years since they saw active competition, a select number of Ferrari F1 cars are offered for sale to Ferrari clients who wish to live out every boy's fantasy of being a Formula One driver.

These cars are professionally supported and lovingly maintained by the same Ferrari personnel who were part of the team during the car's racing career. The F1 Clienti stable includes cars from several decades of Ferrari's unparalleled F1 racing success, with examples of Ferrari's F1 cars previously driven by seven-times World Champion Michael Schumacher, and Niki Lauda's 1975 Ferrari 312T still providing a spectacle for Ferrari fans to enjoy many years after the car's official retirement from competition.

For further information about Ferrari Corse Clienti activities visit: www.ferraricorseclienti.com

Pirelli Ferrari Formula Classic

The Ferrari Owners Club's Pirelli Ferrari Formula Classic series is open to production Ferraris built prior to 1990. The championship is split into three classes:

Group 1 - V12

Group 2 - V8

Group 3 - V8 and Flat-12 Ferraris that have been lightly modified within the limits defined by the regulations.

For further information about the Pirelli Ferrari Formula Classic visit: www.ferrariownersclub.co.uk