I have always been fascinated by cars and from an early age used to go with my god father to brands hatch race track. He belonged to the Aston Martin owners club and so would accompany him to the races. We would often go into the paddock and see all the cars being tuned and tweaked- I'm sure this is where I came across for the first time a Lamborghini, and it made a lasting impression.

In 2005 I made my first wireframe car, a Subaru Impreza P1. I called it 'Modern Japanese Classic'. A Subaru was chosen for many reasons; it was at the time a joy-riders favourite, it was my preferred car when playing Gran Turismo on Playstation, but really its charm comes from the fact that despite being very, very fast, underneath the lowered alloys and fat spoilers lurks a family saloon (albeit on steroids!).

With the Lamborghini I made it because I just knew the wireframe technique would suit it and it is the most iconic supercar of all time. I had to make it to get it out of my system.

It was a fun project, I loved doing the little details like the pepper pot wheels and Pirelli P7 tyres, the Koenig side spoilers and air intakes, and of course the rear spoiler- It looks so simple but it took ages because it's all about the economy of line — too much steel and it becomes unsophisticated and not enough and it doesn't represent it sufficiently.

I chose the fluro orange because like the car it is uncompromising! It's aggressive and has attitude. It also looks great when the car is either set in the street or photographed against a white background.

The car is currently on display at the Classic Car Club UK, a genius organization with a collection of cars the members collectively drive. If you're interested the Countach is indeed for sale or, if the right opportunity comes along, a lease. We'd certainly drop this beauty into the corporate entry at Jalopnik HQ over some generic piece of post-modern corporate art.

Our friends over at Motive have waded knee-deep through this series of tubes known as the internet to bring you all of the wonderful ways folks can and will do it wrong. Since "YDIW" is so closely related to fail, almost imperceptibly close, it is important to note the subtle differences. Who are we trying to kid - The internet isn't supposed to make any sense.

As the sales leader of the CD3 triplets, the 2010 Ford Fusion is the most important of the trio and does its best to pave the way for the new European-derived models that Ford plans to have appear shortly (pending any Carpocalypse-related financial troubles) and the new 2010 Ford Taurus we expect to see hit the show floor at the Detroit Auto Show. For starters, the most noticeable changes to the 2010 Fusion happen in the front fascia. Ford designers seem to have tried to split the difference between the “Hi, I’m Dave” bold American design and the more sophisticated Euro Ford styling. They may have failed. Instead, the three bar grille retains the signature best-a-man-can-get look, but does so in a much larger “Hey, look at me, I’m Dave’s garish cousin from fake America” fashion. Gone are the simplistic geometric forms, replaced by a swoopy, upswept chrome three bar treatment with a bevel running through the bottom, leading up and over the headlights. The headlights have lost both the squircles and the vertical design from the previous model, replaced by an aggressive horizontal set encompassing a pair of projector lamps.

The hood has now been completely reshaped, taking some of its design from the 2007 Ford Interceptor concept, featuring a simulated high-rise power dome. If there’s one design element we truly like, it’s the leading edge of the hood, helping the overall front design in its message of strength and sophistication; without it, this design would look contrived and weak.

The lower fascia is now comprised of a large central opening flanked by chrome detailing wrapping around the outer edge, giving visual continuity with the upcoming Fiesta small car. The outer surround features an aggressive trapezoidal form diving into the lower fascia opening while housing two small projector fog lamps. The chrome detailing here represents Ford’s attempt at heightening the perceived quality of its new mid-size contender. We’re not sure why Ford decided to move the side marker lamps lower in the fascia - their placement seems a little haphazard and we would have preferred that they follow the same design as the 2010 Mercury Milan by sitting on the front wheel arch. But whatever, it’s an improvement over the Bland Moves of the original Fusion.

The rear end of the 2010 Fusion has the same overall feel of the outgoing 2006-2009 model, but the devil’s in the details. The use of existing rear quarter panels dictated the use of a similar shape for the taillights, but the detailing is all new. The dip to the lower lamp surface mimics the dip in the trunk surface and helps lift the rear visually. The taillights have lost the visual depth from the previous model (and the squircles!), but have gained an attractive honeycomb pattern that will help make up the difference.

The trunk surface gains a horizontal bevel that dips to mimic the taillights and borders the new, narrower license plate pocket. Another horizontal line runs through the top surface of the plate pocket and leads into the taillight to provide a resting place for the newly-chromed badge surround with integrated CHMSL.

Ford interior designers for some reason decided the Fusion’s interior wasn’t in need of a full refresh though the changes made were for the better. By moving the belt line of the IP up, the 2010 Fusion now appears less cramped and more inviting though we’re not sure how we feel about the painted accents in the Sport model which remind us more of boy-racers than urban sophisticates. The horizontal break line splitting the top of the center stack reminds us of the horizontal lines of the front and rear, a nice tie-in to the exterior. The center stack now houses new HVAC controls and Ford’s awesome SYNC 2.0 multimedia system. The steering wheel is a carryover piece but now features some aluminum bright work to help lessen the visual weight of the overwhelming black plastic.

Easily the coolest part of the 2010 Fusion interior is found in the Hybrid model. The greener-than-gas-alone model features two high resolution LCD displays on either side of the speedometer that give valuable information such as battery power levels, average and instant mpg. Ford really hit a home-run with this display and weíre excited to see future applications of this system.

The 2010 Milan takes a subtle approach to its front end sheet metal changes. The waterfall grille is now wider and takes on a trapezoidal form with a large chrome strip on its top edge. An upward facing bevel runs around the lower edge and rises to meet the hood, running rearward to the outer edge of the windshield. The headlights lose their horizontal form from the previous model and now feature an attractive vertical layout flowing downward from the hood. The peak of the front fender runs down to the edge of the lower fascia and wraps rearward to create a small light catcher just before the front wheel arch. The front reflector has moved from the fascia cutline of the previous car to the flat edge of the wheel arch, following in line with the revised vertical headlight design. The lower opening of the fascia is now lower and wider and has two projector fog lamps neatly tucked within.
Rear

Differences between the rear design of the outgoing model and the new 2010 Milan are again, very subtle. The use of the existing rear quarter panel once again dictates the outer edge of the tail lights and it seems as if Fordís designers gave up changing the overall form. The carry over trunk surface features a horizontal crease that runs into the tail light housing and forms the break-up of brake and reverse lamp details which now feature vertical elements that follow the trunk cutline and talk to the vertical elements of the front fascia design. The rear fascia has subtle differences that help modernize the car and visually tighten up and shorten the rear view.
Interior

The 2010 Milan shares it’s interior with the 2010 Fusion and thankfully loses some of the outgoing cars cheap looking metallic surfaces. As with the 2010 Fusion Hybrid, the Milan Hybrid gains the visually stimulating SmartGauge with EcoGuide; a sharp twin LCD unit displaying information to the driver about fuel economy and other vehicle functions.

The 06-09 MKZ had to defend its spot in the Lincoln lineup when the handsomely designed MKS made its debut this year. The 2010 MKZ can rest easy knowing while still not as attractive, it received a worthy upgrade to its front sheet metal, highlighted by a stunning double-grille/headlight setup. When the 2007 MKR concept made its debut at the Detroit Auto Show, many heralded it a design renaissance for the Lincoln brand and the 2010 MKZ represents this philosophy well. The modern double-wing grille was first seen on the MKR concept and is also featured on the ‘09 MKS. Its historical inspiration is the 1938 Lincoln Zephyr.

This split grille is designed to resemble the bow of a boat cutting through the water while the new, larger Lincoln star sits proudly dead center. The grille features jewel-like chrome elements on the vertical blades and a finely detailed chrome strip runs around the full shape of grille and headlights. The headlights themselves carry most of the MKR concepts form until the unfortunate outer edge where they meet the carryover front fenders, resulting in a limp execution to an otherwise precise form.

The front fender peak runs downward through the headlights and wraps underneath the grille to meet the centerline peak. The lower fascia features a wide opening flanked by two fog lamp openings on either side. The design tries to communicate a similarity to the MKR concept through a chrome detail that runs along the lower edge of the fascia and the surrounding for the fog lamp bezels but fails to execute in the same delicate fashion.
Rear

The 2010 MKZ carries on with horizontal LED tail lights that are now much wider, prominent and better detailed, almost touching in the center of the trunk surface. The top edge of the bumper surface wraps upward toward the front of the car and ties in with the rear forward swept surface of the MKR concept while the lower edge features two blackout sections for the dual exhaust and reflectors. Overall the rear design appears taller, wider and more elegant than the 06-09 MKZ.

The 2010 MKZ interior has been significantly upgraded over its Fusion and Milan siblings. A strip of either Swirl Walnut or Olive Ash wood runs horizontally across the center of the instrument panel and finishes on the newly designed door panels. The IP surface now features a horizontal layout as opposed to the vertical dual cockpit design of the outgoing model. The HVAC and radio controls run vertically, sitting below the wood trim line and a new larger NAV system with SYNC sits above. Square vents sit to the side of the NAV screen and the whole lot is surrounded by an aluminum trim piece that also runs parallel down the center stack and onto the center console. Twin beveled pads sit on top of the IP and help retain the feel of the front and rear exterior design by centering the THX center speaker. The steering wheel is mostly a carry-over unit but now features its wood trim between the 10 and 2 positions rather than being encompassed by the spokes. The door pads now feature a wrap up 360 degree door pull featuring a chrome strip that runs upward and towards the rear, above the wood trim. The leather used on the seats and the clamshell armrest is the same leather that was originally used on the Lincoln Continental Mark II and now features tuxedo stitching.

Dissection Conclusion

Ford has pulled off three successfully redesigned mid-size sedans for 2010, each carrying their own flavor and flair above and beyond the cars they replace. Each car has a decidedly European look and feel and we give kudos to Ford for showing it can still compete against the best the world throws at it. At least in design refreshes anyway. Call us when any and all of them get an Eco Boost engine under the hood.

10.) Ferrari 400i

The Ferrari 400-series cars are the best example of everything that's wrong with the Italian automaker's Malaise Era attempts at front-engined grand touring cars. Hidden below the stylish, though decidedly un-Ferrari, skin was the first automatic transmission offered in a production Ferrari. The base 400i featured a GM-sourced hydromatic three-speed transmission. Nothing like Italian power being routed through three speeds of American glory! Modern Ferrari tourers, like the 599 GTB FIorano have taken the bad taste out of our mouth, but opening the doors on an original 400i is like cutting through a crisp, buttery pie crust and finding tapioca pudding.

9.)Jaguar X-Type

If you're curious how Jaguar ended up being owned by an Indian company, look no further than the Jaguar X-Type. Designed to appeal to a wider audience than the typical Jag, thereby picking up significant market share, they hoped to sell 100,000 X-Types a year. That didn't happen. People saw through the distinctive Jaguar grille and headlights to the Ford Mondeo platform beneath. The FWD/AWD compact luxury car segment wasn't impressed by the lackluster performance, styling or luxury. Instead of saving the company, the X-Type became a moving example of Ford's mismanagement of the once premium brand. Cranberries out of the can do not an adequate side make.

8.)Datsun 280ZX Turbo

A classic Datsun 240Z, the original Z, is such a fine car that it's almost hard to remember that the 280ZX ever existed... until you see one. The 280ZX essentially takes the beauty of the Z and "modernizes" it to what was modern in the late 1970s. Those smooth lines become crisper (or at least crunchier), the unbroken hood gets oh-so-many ducts, and the once solid roof gets a pair of cheap-looking T-tops. Even better, emissions laws meant a successor that was less powerful than its predecessor until the later Turbo model. It's like when one of your relatives tries to spice up the green bean casserole by adding capers and endive. If you're going to change it, don't make it worse.

7.) Honda Insight

Though the 2010 Honda Insight hopes to win back fame for Honda's hybrid brand, the original Insight still sticks in our minds as a rare misfire for the brand. It wasn't a problem of foresight as, we were soon to learn, hybrids were the next big thing. It wasn't engineering as the Hondas achieved incredible mileage and tend to hold up fairly well. It wasn't even price, though the $20,000 price was a high premium for the two-seater. The Insight's main fault was that it assumed the market for hybrids would be urban and require something that looks radically different and suits only two adults individuals. The original Prius didn't look much different from most compact cars and easily carried as many adults as a Toyota Corolla. Like the first person to offer tofu for Thanksgiving dinner, the Insight was a pioneer. But with the Tofurkey and Prius, it took someone willing to shape it more conventionally to build a proper demand.

6.) "Slant Nose" Porsche

There's nothing hotter than a "slant nose" Porsche 935 racer, yet there's also nothing lamer than a custom- or factory-built Porsche slant nose. Meant to mimic the racer, the slant-nosed Porsches somehow manage to transform the aerodynamic look of the competition cars into an image of a sleazy stock broker rocking the Don Johnson white jacket and pastel fitted t-shirt. Originally offered only by customer companies, Porsche rode the wave in the mid-to-late 1980s by selling a slant nose version for basically every rear-engine car for sale. Despite the factory blessing even the OEM slant noses looked as fake as easy cheese on apple pie. [Photo: PCA.org]

5.) Chevrolet SSR

The retro-styled, hard-top convertible Chevrolet SSR was GM's answer to the retro-styled Plymouth Prowler though, perplexingly, it was designed as a truck. At over $40,000 a piece, the sport pickup wasn't exactly a bargain considering its Chevy TrailBlazer-based platform meant it wasn't quite sporty enough to be a sports car and its small bed large fender flares meant it wasn't quite useful enough to be a pickup. It also wasn't particularly fast. The SSR was simply as ill-timed and ill-designed as a Thanksgiving Day dessert of Easter-egg shaped candy canes.

4.) Volvo 262C Bertone Coupe

Designed to be the Swedish answer to the Lincoln Mark IV, the two-door Volvo 262 C Bertone Coupe instead ended up as an expensive European oddity appreciated more for its strangeness than anything else. Based on the basic 262GL platform, the Volvos were shipped off to Bertone's factory in Turin for the addition of custom body panels, vinyl roof and leather interior. Rather than sporting a special engine, the Volvos carried the same V6 the company shared with Peugeot-Renault. Substituting a 262C for a true European coupe is much akin to showing up with Becherovka when you were asked to bring a bottle of wine. It's unique and memorable though you wouldn't go so far as to describe it as pleasurable. [Photo/Source: Hemmings]

3.) Chrysler Crossfire

The Chrysler Crossfire has the novelty of being one of the few cars so unloved it was sold en masse on Overstock.com. The successor to the Plymouth Prowler, a car that was more quail than turkey, the Crossfire is the only true progeny of the Mercedes-Chrysler marriage. German engineering and American design, what could go wrong? The coupe, and eventually the roadster, were built on a borrowed SLK platform but wrapped in an uninspiring body. The mix of old mechanicals, bland styling and a high price tag made the Crossfire the unofficial pace car for the DaimlerChrysler merger's race to dissolution. Like turkey stuffed with spaetzel, the Crossfire was only good on paper.

2.) BMW Z1

The BMZ Z1 was a car of the future that became part of the past before it went on sale. When it debuted at the 1987 Frankfurt Motor Show the Z1 received a lot of positive attention and it was set for a production launch in early 1989. Unfortunately, the time that passed between the concept and final car was not good to the design. The strange doors, which dropped into the car, were neat as a concept but strange in a production car. The drivetrain, consisting of a Getrag five-speed matched to the 170 HP inline-6, also didn't provide the zip to match the unique design. The Z stands for Zukunft, the German word for future, and the Z1 holds a special place as vehicle that eventually led to the far more successful Z3 Roadster/Coupe, Z4 and Z8. Like that first Thanksgiving dinner, not everything went right with the original Z but it laid the ground for a future that would be gobble gobbled up.

1.) Chrysler TC by Maserati

Then Chrysler Chairman Lee Iacocca gets a lot of credit for his role in the creation of the modern minivan, which is why history has been kind enough to forget the Chrysler TC by Maserati. Before Chrysler learned that mixing with the Germans wouldn't work they tried to shake some dollars out of a pairing with another Axis power, with similarly disastrous results. Though the 1989 TC came equipped with a powerful turbocharged version of the 2.2-liter Chrysler engine, few could get past the weird combination of Opera windows and a LeBaron-esque profile on what was a $33,000 car. Aunt Sally may claim that the "special" $12 jar of organic mayo in her spinach dip is worth the price, but like the TC, no one buys it.

We're told the Ragster concept, first shown at the 2005 Detroit Auto Show, provided a slight glimpse into how a redesigned New Beetle could look. Our sources tell us the Beetle will lose some of its cutesy flair in favor of a more grownup look, something that will appeal to more than a few VW fans. The car will ride on the same next-gen Group A platform due out next year for pretty much every small and mid-size car in the VW stable, and feature similar choices from VW's lineup of four-cylinder engines. It's also a possibility VW will give U.S. buyers the choice of an 1896cc TDI inline-four that is currently serving duty in the Polo. A convertible model will follow the introduction of the coupe and there is also a possibility of a second four door Beetle model that will ride on the Golf platform. We’ve had KORSdesign illustrate what this new New Beetle could look like. Tell us what you think in the comments below.

In comparison, the E60 BMW M5’s record lap is 8:13. That car starts at $85,100 and betters the G8 GXP by 92 HP. The Porsche Boxster S is two seconds slower than the G8, despite weighing over 800 Lbs less and retailing for $15,700 more.

So basically, the G8 GXP gives you the performance of a Porsche Boxster S and the practicality of an M5 with the price tag of a Pontiac. If you haven’t already, make sure you check out our Pontiac G8 GXP First Drive.

'When did they make 2009 a year of 28 months?' you ask. They didn't, but Pirelli, bless their hearts, threw a lot of the images that didn't make the final cut onto their website. The things they do to sell tires. Speaking of which, we were thinking just now about how Pirelli's are a superior tire in every way, and a brand that adds not only performance, but style to automobiles. Wait, what the...? The marketing! It works! Nooooooo! [Pirelli (NSFW)]

10.) Lamborghini Gallardo LP 560-4 Spyder Live Unveil

9.) 2009 Porsche Boxster Gets New Transmission

8.) 2010 Nissan Cube Gets Accidental Unveil

7.) 2010 Ford Fusion Hybrid

6.) 2010 Mazda3 Sedan Shows Off New Design Peppy Engine

5.) 2010 Ford Fusion

4.) Honda FC Sport: Hydrogen Sports Car Concept Of The Future

3.) 2009 Nissan 370Z Unveild Live At Secret LA Event

2.) All-Electric MINI E Hits LA Auto Show Floor With Hottest. Deputy Mayor. Ever.

1.) 2010 Ford Mustang GT

The car seems fairly true to the original, with an independent suspension from a Citroen (three lug wheels!), single wheel drive, a Renault steering box, and various pieces of brightwork from a Cadillac. Cool barely even describes the car and it's hard to believe anybody would want to sell it.The listing is up on eBay and at the time of posting it's current price is sitting at $22,456 with a measly buy-it-now price of only $29,000. That's dangerously close to sounding like a reasonable price for some magnificent workmanship on a very unique and hairy-knuckled roadster.

A SOLID WOOD CAR!! RARE ARIEL SQUARE FOUR ENGINE! A ROLLING PIECE OF ART THAT WILL SURELY COMPLETE ANY COLLECTION!!A truly One of a Kind work of automotive art! Built by a west coast boat builder in 1959, this awesome wood car will complete any collection. The story behind the car is that the builder wanted a unique hotrod, one that reflected his superior woodworking skills along with his knowledge and love for boats. He started by building a wood body modeled after a Modern Mechanics Magazine article, then he sourced out an ultra rare 1952 Ariel Square Four motorcycle engine and transmission for the power. The suspension was taken from a Citroen of the era, and rest was all hand fabricated. Many parts are period correct new car pieces, the taillights are Cadillac, the headlights are generic part store replacements, and the fuel cell is a California Speed shop special.

Driving this car is an experience only a lucky few will ever have. Starting the engine is easy, just turn the key. The pedals are like that of a normal car, the shifter is a sequential 4 speed, braking is done by four wheel hydraulic drum brakes. The real fun is cruising around town and seeing the looks on people's faces, accelerating thru the gears is exhilarating, but the car stays stable while doing so. The exhaust note is fantastic due to the hand built side exit pipes. Proper running lights for legal street driving where installed when the car was built, however comforts like climate control are absent.

After building and driving the vehicle for a short time the builder put the car in storage, and later sold the car to a Nevada Collector. The car remained in the care of that collector until it was purchased by a friend of the museum during a Rare Motorcycle hunting trip to Vegas, shortly after the car was transported to St. Louis it was sold to the Museum. It is important to note the original condition of the vehicle, the high build quality and excellent care the car has received over the years has preserved it very well, a piece of Americana from a similar time of innovation and individual creativity. The car does have a clear Missouri title as a 1952 Ariel and carries the VIN from the motorcycles engine. Please do not hesitate to contact us about this rare opportunity to purchase this spectacular motorcar. If nothing else it is truly fun to show your friends the new piece of art you just acquired.

[eBay Listing, St. Louis Car Musem and Mechanix Illustrated via Hemmings Auto Blogs]

Here's the thing about the ReplicaAudiR8 — we don't hate it. For being a front-engine, front-wheel-drive approximation of a mid-engined all-wheel-drive supercar it looks damn good. We find ourselves thinking it wouldn't be a terrible thing if an actual Audi looked like this. Sure some of the details need a little work, like the lack of inner fenders at the back, and an interior upgrade which goes beyond adding an "R8" badge to the steering wheel, but it's pretty slick looking. Lets take a look at the car side by side with its inspiration.


Let's get the first, and most obvious angle out of the way, the profile. Since the ReplicaAudiR8 is based on a front engine front wheel drive sporty hatchback, one would think the thing would look like a wreck from the side. Surprisingly though it's just not that bad. The sculpting works nicely and the car even integrates intake vents from the as-yet unrevealed Audi R8 V10. The lines running front to back are massaged a bit to camouflage the change in layout, but overall it's an impressive effort.


The rear makes the ReplicaAudiR8's lowly Cougar origins blatantly apparent with a much narrower track and a higher roofline. The rear vents are actually bigger on the Replica than on the real Audi, but it lacks the exhaust tips poking through the back bumper. The lower bumper is one of the few places on the car that's fairly awkward, but it's nothing compared to some of the stuff we've seen on Fiero specials.

The front three-quarter view is almost creepy in how much the cars look alike. If you didn't know better, you'd swear it was a Chinese rip-off and not a home-built replicar. The only dead giveaway is the treatment on the lower lip of the front bumper. We'll be honest here, we're split on which one actually looks better from this angle. Henkl and Udo will be miffed at us, but it's the truth.

The one area the ReplicaAudiR8 has nothing on the real R8 (aside from the engine, the transmission, the suspension, the wheels, the chassis etc.) is the interior. The stock Mercury Cougar interior remains largely untouched from the day the Ford line workers installed it. The addition of an "R8" badge to the wheel can't compete against the shiny stainless steel, Nav system, D-wheel and general awesomeness of the Audi R8 interior.

At the front end we see the proportions of the wide Audi is again interpreted pretty cleanly on the Cougar chassis. The intakes are again a bit deeper on the replicar, and that lower lip comes into a clearer focus. Take a note, the ReplicaAudiR8 gets thin-line fog lamps where the real Audi is lamp free.

After all that, here's the big kicker: You can buy one of these if you live in Spain. The car was built by Alberto Gavach Fuertes of Zaragoza, Spain, who has a website dedicated to the car. Don't go to the site unless you want to scream bloody murder at the terrible website design, but on it, Alberto outlines the details on the car and tells us the price on this beauty: 40,000€ or about $50,000. This of course makes us wonder how fast the four-ring fellas will be slapping Al with a cease and desist, but that's for him to worry about. [Replica Audi R8, NECO Forums]

Driving in LA is a strange mix of sitting still in hellish traffic and driving flat out on the best roads in the world. Get on one of the highways at the wrong time and it’ll take you three hours to go 30 miles, but hit the canyon roads to the North or East and it’s easy to forget that you’re within mere miles of the most populous metropolitan area in the country. The G8 GXP excels in both environments.

In the city it’s easy to drive and comfortable, belying the potential of its performance. LA’s rutted concrete highways and constant construction fail to upset the suspension or disturb the peace of the quiet interior. Keep it below 3,000 RPM and, with the aid of its anonymous styling, you’ll probably avoid speeding tickets too.

But after four days spent trying to keep my temper in check in traffic it was time to head for the hills. More specifically Deer Creek Road in Malibu. Mostly first and second gear hairpins with no guardrails and 500-foot drops into rocky gorges, it’s not the kind of place you’d typically want to drive a traditional GM product. But it is the kind of place you’ll want to drive this GXP.

This isn’t just some overpowered muscle car, the GXP can seriously handle. Throw it into a sharp corner and it’ll hold its line tightly without even a hint of understeer; pushing the tail wide on exit with the immense torque before rocketing down the short straights. Nothing in here feels wallowy; instead the overall impression is of lithe performance.

That’s thanks to lower, stiffer FE3 suspension over the 2008 Pontiac GT’s FE2 setup. GM tuned the handling, as is the fashion these days, on the Nurburgring, where the engineering team set an unofficial fastest time of 8 minutes and 30 seconds. That’s a similar suspension setup to the CTS-V, with which the GXP also shares its Brembo front brake calipers and Tremec 6060 6-speed.

Of course, the GXP isn’t all perfect. It doesn’t have SatNav (based on an Aussie-market Holden, the screen violates some pointless US angle regulation and the G8 is too small a production run to reengineer the interior) and the interior isn’t up to the standard of contemporary European or Japanese competitors. But with an estimated MSRP of $37,000 (excluding gas guzzler tax and destination, figure $40k to drive it off a lot) we’re prepared to forgive those foibles and instead concentrate on the performance: 0-60 comes in 4.7 seconds and it’ll run the quarter in 13.0 seconds at 108mph. All while carrying five people and plenty of their luggage in comfort. Fuel mileage is estimated to be 14 MPG city, 20 highway.

So where does BMW come into this? There was a time when — before exclusively focusing on overweight, overcomplicated, boring-to-drive, ugly cars — that it produced vehicles that rightfully deserved the “Ultimate Driving Machine” title. They were simple, well-engineered and put driving first. They had solid, well-built black plastic interiors, manual transmissions and pretty big engines driving only the rear wheels. They don’t any more. They used to combine practicality with fun in just the right proportions. They don’t any more. This Pontiac does. So do the Cadillac CTS, the CTS-V, the G8 GT, the Corvette and the best car in the world, the ZR1. But, unlike even the old BMW, all of the above are, for their classes, very affordable. GM isn’t just the new BMW; it’s better than that.

This review has to come with a slight disclaimer. The G8 GXP is scheduled to go on-sale in February. At this point, we don’t know for certain if GM will still be in business then. I’m not of the opinion that GM and its counterparts are the wisest place to invest our tax money, nor do I entirely believe their apocalyptic forecasts of job losses and economic collapse should we allow them to go out of business. I'm wearing my Save GM T-Shirt for one reason and one reason only: If they're going to keep making cars like this, I really want to keep driving them.

1.) Both carry a bunch of signs at all their get-togethers. UAW workers, picket signs. Congressmen, re-election signs.
2.) Both have exorbitant pensions and will receive health care for life upon retirement.
3.) Both have work stoppages for months at a time during summer, winter and around all federal holidays.
4.) Both take credit for creating the middle class.
5.) Both have a historical reputation for shoddy quality of work product.
6.) Both like pork. One likes it in "rind" form, the other in "spending" form.
7.) Both live well beyond their means. UAW workers with boats on Lake Superior. Congress gets junkets and fact-finding trips to the Cayman Islands.
8.) Both are paid the same regardless of how much work they do.
9.) Both have a national approval rating of under 10%.
10.) Both are seemingly out-classed by their foreign counterparts.
11.) Both get to take election day off.

See, there you have it, they're like ebony and ivory — and really, they've got to figure out a way to live together in perfect harmony.

Ford released two concepts at the Watkins Glen Racetrack - the first, on October 7th, 1962 was dubbed the Mustang I Prototype and a year later on October 9th, 1963, the Mustang II Prototype. These prototypes planted the seed for Lee Iacocca to push forward the production plan for a rear-wheel drive sports car for Ford to call its own. Lee Iacocca’s original vision for a “pony” car was:

1. It would seat four.
2. It would have bucket seats and a floor mounted shifter.
3. It would weigh no more than 2500 pounds and be no more than 180 inches in length.
4. It would sell for less than $2500.
5. It should have multiple power, comfort and luxury options for the buyer to select from.

These 5 goals gave birth to the Mustang initially penned by Dave Ash and Joe Oros under the executive guidance of Iacocca in the Ford Advanced Design studios. Development started on the Mustang in 1962 and in 18 short months the first 1964 model rolled off the line. This model spawned many variations and was featured in the James Bond movie, Goldfinger, late in 1964, which most likely helped the unexpected first year sales numbers. The original sales numbers were speculated to be 100,000 units, but with 22,000 cars sold on the first day and 418,812 during the first 12 months; these were sales numbers that would solidify the Mustang in Ford’s lineup for years to come.

The new 2010 Mustang

Ford has had the pony car market to itself for a number of years and now that Chevrolet is getting ready to launch the new Camaro and Dodge already launching its Challenger, it’s now time for the Mustang to reclaim its top spot in the stable. The current model arrived in 2005 as a retro throwback to the first generation cars. Then, in 2006, just to mix things up a bit, the design divas at Giugiaro released their Mustang Concept.

Although the concept was never meant to herald a new design direction for the new 'stang, Ford apparently decided to split the difference between the ’05 bodystyle and the Giugiaro Concept to make this new pony car reach a bit further, jump a bit higher and appear to run a lot faster. Some will say this is the same Mustang that we’ve had for the last few years, but we’ll take this opportunity to bust that myth. It's certainly different, despite not being revolutionary so.

Front

The front fascia of the 2010 Mustang shares some resemblance with the outgoing model but loses the dumpy eyes in favor of the aggressively pissy stare of the Shelby GT500. The racetrack has become a defined and taught feature encompassing the headlights and grille. The lower intake is now closer to the ground and wider with what appears to be a plastic insert running the entire upper length and dropping to define the lower lip spoiler, a throwback to the ‘70s era Trans-Am cars, though it looks a little out of place from the front ¾ angle. Mostly noticeable in the direct front view are the raised front fenders that peak at the outer edges of the hood; again, a throwback to the 1970’s models and a sign that this Mustang has trimmed the fat from the previous model. But it's the hood of the 2010 Mustang, with the prominent power bulge diving into the leading edge that provides a hint to what lies beneath. Unfortunately, at the moment the options for what "lies beneath" are the same as what we've seen in the 'stang range for the past couple of model years. You'll have to wait until 2011 to see any real changes.

The headlights angle inward and share their design heritage with the 1970s model Mustangs though the indicators are located inboard the headlight rather than on the fender. However, this change has less to do with a design desire, and more to do with lighting requirements in the U.S.

Side

The first thing most will notice in the side profile is the new stronger shoulder and the new bulging rear fenders kicking upward just aft of the reshaped door glass. While the ’05 model looked civil in profile, the ’10 shows it means business with these throwback fenders. The shoulder is also redefined as it rises gradually toward the front and then drops quickly just past the leading edge of the front wheel arch to intersect the racetrack seen in the front view. The speared belt line has been revised and now features a pinched crease that starts at the front wheel arch and runs to the rear with a slight undercut that gives a visual loss in weight and adds a lot of visual interest to the previously slab sided car. The signature lower feature line opens up more gradually and gives visual continuity as it walks your eye upward toward the quarter glass to the top edge of the rear glass and back down the other side. A less noticeable difference is in the wheel arches. Gone are the intersected hard edged arches of the ’05 car replaced by softer gradual radius arches that open wider to accommodate the larger wheel/tire combo.

Rear

The rear view of the 2010 Mustang is probably one the most noticeable differences from the outgoing model. The aggressively formed rear haunches sweep rearward into the slight ducktail spoiler on the deck lid’s trailing edge. This ducktail forms the top edge of the revised rear racetrack while it creases towards the front of the car, dropping to meet the upswept lower corner, continuing around to the opposite side. This racetrack encompasses the newly formed tail lamps and the center mounted badge. The tail lamp profile is an offset of the racetrack and features three vertical red elements with two clear reverse lamps intersecting, giving a very modern interpretation to the historical three bar lamps that have graced the Mustang rear since its inception. An interesting throwback to the original 1960 models are the sequential LED lamps, though they’re sure to be an annoyance to anyone sitting behind the car.

The license plate pocket sits in the same location as the ’05 model but intersects the new, much larger rear diffuser. The rear end of the ’05 car was very bulky and Ford’s designers have taken this opportunity to separate the rear fascia with a multitude of horizontal lines, effectively lessening the Mustangs rear visual mass. Of note is the relocation of the radio antenna to the rear fender from the front fender on the ’05 car, lessening wind noise inside the cabin.

Interior

Most will not see the changes in the 2010 Mustang interior, but if you look closely you’ll see them and appreciate them even more. The steering wheel from the ’05 model looked as if Ford had forgotten how to properly design a wheel and thankfully it’s been revised to not only be more useable but also more handsome while retaining the sporty, deep dished look of the one it replaces. The seats are virtually unchanged with the exception of new stitching and softer foam. The door panels are carryover.

The biggest change of the interior is the new instrument panel and we thank Ford for it. The top pad of the IP retains a similar design to existing car, a throwback to the ’64 model, but the aluminum on the face of the IP now wraps up and over the center stack with new horizontal air vents. That same panel on the ’05 model always looked cheap and this simple fix makes a world of difference while giving a slight hint of the ’64 model by mimicking the shape of the glove compartment and cluster. The fit and finish of the interior is of a much higher caliber and Ford managed to eliminate many of the parting lines from the ’05 car. The center stack is all new a features Ford’s SYNC media center; an upgrade that will be fully embraced though we don’t feel the same about the JC Witney style interior lighting package.

Badge

The Mustang badge has as much heritage as the Mustang itself, though it could have all gone in a very different direction. Some of the proposed names were: Puma, Cheetah, T-Bird II, Bronco, Special Falcon, Cougar and the development name, T-5.

Thankfully the Mustang name was chosen and Phil Clark was around to sculpt the now world famous Mustang pony. It has been asked many times why the pony is facing to the left, but the simple answer is that it was easier for Clark to draw the pony facing that way.

For the new 2010 Mustang, Ford decided that its famous badge needed an upgrade to represent the new sheet metal. Ford’s designers lifted the head to make the pony appear more proud and tipped the neck into the wind to give it a greater sense of speed and balance. Overall the design is more chiseled and muscular while retaining the feel of the original Phil Clark design.

Conclusion

The arrival of the 2010 Mustang couldn’t have come at a better time and its design couldn’t better represent the gradual changes to the heritage and future of the brand that is the Mustang badge. This is the point where we'd use some hackneyed expression like "we can’t wait to take this pony out of the stable" — but that'd be obvious.

Failblog.org]

The automaker clearly owns the car images it created, such as press photos and catalogs. However, Toyota loses some authority over these works when they disseminate them tot he public at large. But let's ignore that for a moment and focus on the other side of content — works created by individuals of Toyota products owned by individuals. An automaker doesn't posses the copyright far a painting of a Toyota Camry produced by an individual and uploaded to the site. They don't have the copyright on an image of a Toyota as shot by someone else, like this shot of someone's personal Highlander.

As Torrent Freak points out, Toyota hasn't sent an official copyright notice to the site but has merely unofficially requested the images be taken down. If they sent a DMCA (The Digital Millennium Copyright Act) notice, there would have to be a discernment between different wallpapers. The desktop site's owner said that Toyota wants to be paid to identify what is and what isn't a photo covered by Toyota's copyrights. The Japanese carmaker can win, essentially, by dragging this out into an expensive legal standoff. But why should they try?

Most of these images are actually used as promotional materials, which means that the company hopes people will share them. Many of them are wallpapers. From what we've seen on the site, most of the wallpapers are created to promote Toyota vehicles. In fact, the only negative images we've seen came after Toyota made this move. It seems strange that they're looking to piss off the same demographic group they created an entire brand to capture. Of course, the Scion Taco Truck will surely bring them back.

[Torrent Freak]

2009 Pickup Truck Comparison: Auto Cross

2009 Pickup Truck Comparison: Braking Challenge Results

2009 Pickup Truck Comparison: Drag Strip Acceleration Results

2009 Pickup Truck Comparison: Towing Results

The competitors represent some of the best engineering from the minds of both Detroit and Japan, entrants this year include the 2009 Chevy Silverado 1500, the 2009 Dodge Ram 1500, the 2009 Ford F-150, GMC Sierra 1500, 2009 Nissan Titan, and the 2008 Toyota Tundra. Competition has driven the capabilities of trucks forward in such a way that this modern crop will do more than their forebears could even conceive. However, this relentless march of capability has left us at a point where numbers no longer relate to real world usability and as such the competitors have begun to differentiate. The Ram with its new focus on ride and handling, the Titan is a bit more athletic, the F-150 is the heavy hauler, which leaves the GM twins as the remaining set of do-alls in a crowd of specialists.

Crowning A Champion>

We're going to come right out and say reviewing trucks is, in a way, a bit silly. Trucks, and specifically the half-ton truck segment, are frequented by some of the most loyal product buyers in the world. Magazines and websites opining passionately on the newest offerings don't really matter for these buyers. Reviews speak primarily in this segment to first-time truck buyers, and these days those are few and far between.

But, that being said, we must crown a winner. If we go by the numbers, it's the 2009 Ford F-150 that emerges as the winner when balancing capabilities against performance, finishing at or near the top in every category. But the absolutes of the statistics leaves out the subjective feel of these trucks and ignores that people buy them for different reasons.

But, saying the Ford is the best of the bunch is simply unfair. Is it the most well-rounded? Yes. But what about the most fun to drive? Certainly not. Is it the best styled? That's up to you. Does it have the best interior? Nope. So why is it the best? It just does everything well. The F-150 is, for lack of a better term, the working man's truck. The new F-series offers the greatest capabilities and the best long-term value resting on top of a long history of accolades. It really is a great pickup, but that's not to say it's everybody's cup of tea.

Then there's the Nissan Titan, which objectively scores in last place among the competition. If we were to build a truck for the person who occasionally needed the capabilities of a truck, wanted something incredibly entertaining on the street, offered reasonable fuel economy and a no-nonsense interior. We'd be hard pressed to build something more fitting than the Titan. Think Nissan Altima in truck form.

That's not to say that nobody wants a monstrously big pickup able to out-tow almost everything, rides like an old Cadillac and has an interior you can live with if you don't look too closely at the details. That would be a slot perfect for the Tundra. A truck so good at doing its job you actually overlook it as trying too hard and delivering where it almost doesn't count anymore.

And what of the Silverado and GMC Sierra? They run down the same assembly line, but have vastly different characters. The Silverado finishes a close second to the the F-150 by the numbers and, depending on what you're looking for, could be a better truck. The GMC feels better but somehow doesn't reflect so in the scoring. In fact, when pressed to make an overall choice, we'd be in a pickle to choose the Titan or the Sierra, the two "losers" in the field. Goes to show how much personal preference plays into the decision.

Anyway, if there's one thing we learned over our two day pickupgasm, it's this — there's a truck out there for everyone who wants one. Unfortunately, there's just not that many people who want them right now.

The biggest feature of the BRABUS Tesla is a "space sound generator" capable of creating the sound of a V8, or if you so desire, "beam" and "warp" sounds. They are not alone. An anonymous insider close to RENNtech had this to say:

We were very surprised to see that there was another tuner working on a warp option - and they have set the bar very high for other tuners looking to compete with a warp product.  The message is clear:  anyone who wants to tune cars in the 21st century will need more LEDs.

As of press time we've had no confirmation of the contents of such a system, but the leaked photo above seems to point to a type of warp drive seen on early Federation ships. RENNtech would would neither confirm nor deny the use of dilithium crystals.

10.) Honda Odyssey

Despite the epic name, the Honda Odyssey has never suffered from the sort of pretensions which led unlucky Greeks to fits of eye-gouging. The original model was heralded in the press and among consumers for its car-like handling, attributable to the Honda Accord platform which underpinned it. What it gained in nimbleness it gave up in space and sliding doors, limiting its appeal to a narrow segment of buyers. Successive generations of Odysseys have corrected these problems while still retaining much of the first generation's charm, though we agree with karan1003: the original is still the best.

9.) Toyota Previa S/C All-Trac

In 1991, the Toyota Previa looked like the future driving down the street on its way to soccer practice or a flute recital. Boys were quickly jealous of any flautist carted around in the unique minivan. The novel profile is a result of the Toyota's mid-engine design, which placed the four-cylinder engine practically underneath the driver's feat. While this provided an attractive shape, it limited engine size. The solution? Toyota applied a supercharger with an air-to-air intercooler, pumping power up to 160 horsepower. For wintry climates the All-Trac model was offered, meaning a few lucky souls had a supercharged and intercooled AWD minivan to taunt grzydj with. They're even driftable.

8.) Ford S-Max

We may have envisioned the original minivan, but our hats go off to the Europeans for adapting the model to create gorgeous MPVs like the Ford S-Max. Built on a platform shared with Volvo, the S-Max is one of the best examples of Ford's "kinetic" design language. The stylish MPV comfortably seats five adults and two children in a car with a footprint small enough to weave through narrow Belgian streets. Commenter layabout is happy they're available on his side of the pond and we're looking forward to the possibility of Ford selling them here. Dare to dream.

7.) Toyota Van

Prior to the Previa, Toyota's minivan offered a unique drivetrain configuration, dual sunroofs, digital clock and small refrigerator large enough to hold a six-pack of soda. All it lacked was a proper name. The van, offered between 1984 and 1989, was simply called the "Toyota Van" in the United States. These three-door minivans are still a popular choice for campers, especially the four-wheel drive models produced in the last two years of the five-year model run. The cargo versions, though rarer, still see service. We bet DBD could make a new life in one should the economy continue to tank. [Photo: http://www.toyoland.com/trucks/minivans.html]

6.) Oldsmobile Silhouette

GM was, typically, late to the minivan party. It took until 1989 for them to offer a full-fledged minivan in the form of the U-platform Pontiac Trans Sport/Chevy Lumina and Oldsmobile Silhouette. With its long sloping plastic-roofed greenhouse the Silhouette was always are favorite version. It was like a German expressionist nightmare of the future. The strange minivan offered numerous unique-for-the-time features including reconfigurable seats, air hose kit and the first remote-controlled power sliding door. Chrysler famously made fun of the minivan's appearance in an advertisement, which may have encouraged GM to design the next generation with the least amount of style as possible. Thanks to the plastic body panels and resilient 3800-series engine, there are still a few running versions out there haunting AndyMarkel.

5.) Ford SHOStar

Sadly, some of the best minivans are the ones we'll never be able to drive. The SHOstar was a concept car developed by Ford to test some alternative uses for their Yamaha V6 and, possibly, to test the waters for a performance minivan. Ford engineers directly transplanted the 220 hp V6 and five-speed gearbox out of the 1989 Taurus SHO into a second-generation Ford Windstar. Other touches include a tasteful body kit and what maxforrest32 will likely agree is a not-quite-tasteful backlit blue oval logo. Though it never saw production, the SHOstar is one of the hottest and strangest Ford concepts in recent memory. [Photo: DadyTypes[

4.) Mazda Mazda5

The Mazda5 is what you'd get if you tried to turn the Mazda3 into a minivan. Literally. Built on the same platform, Mazda3 + two sliding doors = Mazda5. It's a winning equation as the Mazda5 is one of the few minivans available with a manual transmission and the only modern minivan we'd be excited about driving. It not only outruns a Caravan at a stoplight, it bests it at the pump. As with PeterSternCan, our only complaint is we can't buy aMazdaspeed version. Hear that Mazda?

3.) Renault Espace F1

What kind of lunatics drop a formula one engine into a minivan? French lunatics! The Renault Espace F1 was designed to celebrate both the company's ten years of the Espace minivan and the company's participation in formula one. Possibly in order to save money, the two ideas were combined and you suddenly had a V10-powered minivan paired with a six-speed transmission capable of reaching 60 mph in 2.8 seconds with a top speed of 194 mph. With this van Device's kids will never have the desire to ask "are we there yet?" [Photo: F1Fantatic]

2.) Turbo Dodge Caravan

Of all the Chrysler Minivans built, the Dodge Caravan Turbos of the late 1980s are perhaps the most coveted. Designed as a temporary move until V6 engines were available, they're sleepers in the truest form. If you were lucky enough to buy one with a stick shift you'd be sitting on a collector's item. Though the non-intercooled turbochaged vans aren't known for their reliability, with a little tuning they can do a 12-second quarter mile, a feat unrivaled by most vehicles with wood paneling. WheatKing fantasizes about smoking kids in Civics with one of these bad boys. [Photo and info: TurboVan]

1.) Ford Supervan

There have been three generations of the Ford Supervan, each more ridiculous than the last. Though the first generation is only sort of a minivan, the GT40-sourced V8 makes us forget the distinctions. The second generation was upgraded with a Ford-Cosworth F1 engine mounted below the rear cargo floor. The final generation now features a Cosworth V8 crammed into a European Ford Transit package. The retro paint job and commitment to insanity make this van a rolling classic to people like RacerX [Photo: NSVA]

Follow along with the rest of our Maximum Minivan Day coverage!

The Original Z

The biggest single influence on the original Z was Yutaka Katayama, affectionately referred to as the “Father of the Z”. In the pre-Z years, Katayama fell in love with the Jaguar XKE and viewed it as perfect; the epitome of the sports car. Fueled by Katayama’s passion and the acquisition of the Prince Motor Company (a small company of enthusiasts who birthed the Skyline) in 1966, Nissan put the Z into production during October of 1969. Badged as the Datsun Fairlady Z in Japan, this small GT gained huge acclaim for both its design and performance. When it came time to sell the Z in the U.S. the cars were shipped wearing the Fairlady badges, but Katayama felt strongly against using the Fairlady name in America and shifted to the numbered designation that we know today (the Fairlady name is still used in Japan). Despite this small discrepancy between the two markets, the Z quickly gained cult status here in America.

The New Z

Fast forward to today and you’ll see that same kind of passion in the new-for-2009 Nissan 370Z. The five-point design criteria for the original Z car was:

1.) A coupe design for safety and comfort.
2.) A style that would set it apart from other coupes.
3.) A design that allowed part sharing for lower development costs.
4.) An innovative use of design and technology.
5.) It had to be functional and fast.

The outgoing 350Z was a great attempt to rebirth these original design philosophies, but the car was portly; something the original Z was most definitely not. It appears Nissan's attempted to combat this, shortening the 370Z significantly and returning it to the 99-inch wheelbase, long regarded as the "perfect" sports car wheelbase. This cut in length translates into a lighter, more taught Z; the added horsepower doesn’t hurt either. Katayama would be proud.

Z vs. Z

These changes (and others) beg a comparison to the original car, so let's do that. Below we’ll dissect the design of the 2009 Nissan 370Z in each sector of the car — the front, the side, the rear, the interior and of course, the badging.

Front

Other than the twin protruding “teeth” in the grille, the most noticeable change to the front end of the 370Z is a set of controversial “boomerang” headlights mimicking the design language set forth by the new 2009 Maxima.
The lights now house LED turn signals as opposed to the 350Z’s bumper mounted set. Gone are the geometric shapes that dominated the front of the outgoing car and we welcome the new aggressively shaped mouth, the outer edge of which hints at its brethren, Nissan GTR. Add the lights to the toothy grin of the grille and you'll see a much more aggressive look to the 370Z and add a sense of depth to the front when compared to the outgoing model.

Side

The first thing you’ll notice on the side of the 370Z is the radically changed upper profile which now peaks sharply at the top of the A-pillar (more than a little reference to the GTR) and slopes quickly toward the rear of the car.
The new window shape is a distinct throwback to the original 1969 240Z and helps highlight the ultra aggressive rear fenders. The fender edges have also grown in size to add to the muscular new stance. The lower rocker area has been reshaped to help lessen the 370Z’s visual mass and provide interest to the previously dull body side. Also of note is the shorter wheelbase and overall length. If you look closely you’ll see that Nissan took most of the visual mass out of the front and rear overhangs, but less noticeable is the decreased surface area between the trailing door shut line and the rear wheel opening.
The controversial mechanically designed door handle returns, but in a more streamlined, delicate form. It features a raised touch surface for the keyless entry system; a feature similar to that found on the GT-R.

Rear

The muscular, shorter tail of the 370Z is clearly visible when directly compared with the 350Z. This is the view where the rear haunches are most noticeable; punching out from the rear fender sheet metal. The roof/hatch cut line sweeps quickly to the rear and forms the outer edge of the new “boomerang” style rear LED taillight. Gone is the rear wiper setup, providing a much cleaner look to the rear hatch glass which itself has been reshaped and now tucks in between two channels forming the top edge of the deck surface. The deck surface now sits taller with a taught trailing edge with an integrated CHMSL. The rear plate pocket sits lower in the fascia drawing your eye toward the two large tailpipes and pulls its shape from the 1984 300ZX model. Gone are the twin reverse lamps of the 350Z, replaced by a single lamp situated low on the fascia, between the tailpipes.

Interior

The new interior looks to be a vast improvement over the 350Z and follows in line with current Nissan/Infiniti interior design language as well as paying homage to the original 240Z. The 3 spoke steering wheel is taken from the new ‘09 Maxima as are the navigation and HVAC controls. The main adjustable gauge cluster retains its 3 pods with the tachometer taking center stage, the speedometer sitting to the right and to the left is a new driver information display containing all the secondary readouts. The instrument panel beltline remains low and wraps into the doors and the console sweeps into the center stack; design features from the original 240Z. The triple gauge pod returns at the top of the center stack and houses the oil and volt gauges as well as a clock, now located in the furthest binnacle. Continuing the tradition of current sporting Nissans is a push button start for the keyless entry system. Nissan even included a cup holder for your Big Gulp. The door skins feature a new cut and sew leather pad (also seen on the console), a huge improvement in comfort, though the passenger loses the door pull from the 350Z. The large cross support bar of the 350Z is gone, replaced by a smaller, stiffer bar that does not impede on rear storage space.

Badge

The design of the 2009 370Z badge resembles the outgoing model’s, but like the exterior of the car, the Z is now more crisp, more muscular and more purposeful; the perfect expression of this new model. It can be found on the front nose, the front fenders aft of the front wheels and prominently displayed on the airbag cover of the new steering wheel.

Conclusion

The 2009 Nissan 370Z arrives with the long hood, short rear deck proportion of the original 240Z and does so in a fresh and handsome new way. Although we'll have to see it in person to know for sure, so far this appears much less an evolution of the 350Z and more a homage to the original Z car design philosophies, something we wholeheartedly welcome.

Based on the second generation, 2002 NSX-R, the GT was created specifically to comply with homologation regulations for Japanese Super GT racing. Those regulations stated any car that wanted to compete in the series had to be based on a production car with at least five examples. So Honda made five NSX-R GTs. Honda never stated what, if any, changes they made to GT underneath its wild new bodywork.

We do know what enhancements Spoon made to one of those five cars. Starting with the NSX-R GT’s functional carbon fiber aero aids, flat undertray, non-functional snorkel (there for homologation purposes only), complete absence of sound deadening, single pane rear glass (the only thing separating you from the engine) and carbon/Kevlar Recaros, the Japanese tuner added its own upgraded suspension and brakes as well as a giant turbocharger and remapped ECU to boost the 24-valve 3.2-liter V6’s from 290 to 420 HP.

This isn’t just the car I’ve always lusted after. It’s the single rarest example of that model and not a plain version of that either, but one that’s had the bejesus tuned out of it.

Infineon is an intimidating place to drive any car, in place of run off, concrete walls are installed right next to most of the track, restricting not only your options should something go wrong, but, in a car as low as the NSX, your vision too. What parts of the track are unencumbered by concrete feature huge elevation changes. It’s my first time here and I’m having trouble remember which corners go right and which ones left. The track is especially intimidating given the complete absence of driver aids in this priceless one-of-a-kind car. Sure, there’s ABS, but there isn’t traction control stability control, magnetic suspension or drive-by-wire anything.

Dating from 1990, the NSX hails from a completely different era of car design, one that put emphasis on the fundamental rightness of a low curb weight, lower center-of-gravity, an engine mounted amidships and the kind of subtle control that’s only available in the absence of electronic assistance. The GT’s bodykit also adds down force, lots of it.

Turn six at Infineon is an impossibly fast, downhill, off camber, near 180-degree hairpin. Its exit is bordered by a three-foot high, six-inch thick piece of poured concrete. Taking it fast takes commitment and more than a little faith. Gripping the tiny Momo wheel with white knuckles, it takes all my strength to turn the NSX onto a tighter line. The downforce that kicks in at close to three-figure speeds combined with the huge amount of caster means the steering gets heavier as you go faster, lots heavier. But that’s just a side effect to the reason for those two changes; with them, the NSX-R GT will make it around any corner, at seemingly any speed, with an absolute absence of drama. As long as you keep your right foot planted, just like the 911 before they made it a luxury car, the mantra for any NSX-R GT driver needs to be “Never Lift.”

Oh, and there will be NSX-R GT drivers too. Even though this specific model will remain very special, starting next year Spoon will sell you a brand new one that looks and goes just like this for only $150,000. And yes, it will be road-legal and available in left hand drive. Neither will they be mere replicas, but built using a supply of left over NSX-R chassis Honda has squirreled away somewhere in Japan.

That money won’t buy you a luxury car. While the original equipment carbon/Kevlar Recaros are supportive and comfortable, the air-conditioning cold and the tape player functional, the interior is cramped and difficult to access in a way expensive cars simply aren’t any more. It’s loud in here too; only a single pain of glass separates you from the grumbling tuned engine and its big, popping exhaust. Don’t think of it as Spartan, think of it as purposeful. Decades old design has its benefits; the view out is unencumbered by hood, fenders or power bulges, while the A-pillars