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Archive for the ‘video’ Category

PostHeaderIcon An Easter Egg Feature On The GAZelle Next Allows You To Play an Iconic Game

If you haven’t heard of the GAZelle Next, then don’t feel too bad because I’ve never heard of it either. At least not until today when it was brought to my attention about a certain easter egg found on the Russian-made light commercial vehicle that allows you to play Tetris. Yes… Tetris.

Falling in the “to-see-is-to-believe” segment of TopSpeed is this video of a man demonstrating how to unlock the game in the most unlikely of places. The video is in Russian, so it’s hard to decipher the exact steps that were done to unearth the game. Good thing, then, that our friends from Motor1 managed to unlock it with the help of Google Translate. Apparently, the first thing that needs to be done is to turn the ignition on and start the vehicle. Once the engine is running, the next step involves pulling down the right turn signal three times and turning the high beam on two times. Then you push the clutch five times, rev the engine up to 3,000 rpm, and then rotate the left knob of the instrument cluster for a few seconds. Then it appears, small enough to be indistinct, yet still cool enough to actually play around with.

The demonstration continues as the right knob appears to have the ability to move the bricks horizontally while the left knob is used to drop them down. It’s unclear how exactly the bricks can be rotated, but we can make do without knowing that crucial information. The mere fact that Tetris cane played from a car’s instrument cluster is cool enough itself. Just make sure not to do it when you’re on the road. Oh, and try finding an actual GAZelle Next here in the U.S. You’ll probably have an easier time finding a needle in a haystack.

References


Friday The 13th Special – Unlucky Cars - image 738436

Read more stupid news.

PostHeaderIcon The Smoking Tire Takes A Modified Datsun 510 Wagon Out To The Canyons: Video

To many car enthusiasts, the Datsun 510 is the quintessence of old-school cool. Produced between 1967 and 1973, the box-tastic 510 is a fantastic platform for creating any number of customized dream cars, from polished, chrome-trimmed cruisers, to stripped-down, lightweight speed machines. The owner of this particular ’72 wagon would agree. His focus was on performance, adding a roll bar and some serious suspension upgrades to help the plucky compact bring the goods at autocross events and track days. Under the hood is a 2.1-liter inline four-cylinder engine making around 130 horsepower and 130 pound-feet of torque, which is actually sufficient for a car that weighs just 2,000 pounds. Best of all, the majority of the work was done at home in the owner’s garage. All that and more is explained in this new One Take video from our friends over at The Smoking Tire.

Watching the video, you get a definite sense that this 510 is a labor of love, a work in progress that’s always improving, always changing, and always presenting new challenges. Matt Farah is a fan, calling it “responsive” and “lively,” especially praising the feel of slotting through the shifter. Overall, he even thinks it beats the venerated BMW E30 3 Series in several respects. The brakes seem a little sketchy though, requiring a “double-pump” action to actually get it to slow down. Then of course there’s the ever-present tear in the headliner seen towards the top of the interior camera angle… but hey, this is a project car. We call those things “character builders.”

Datsun 510 in pictures


The Smoking Tire Takes A Modified Datsun 510 Wagon Out To The Canyons: Video - image 738546

The Smoking Tire Takes A Modified Datsun 510 Wagon Out To The Canyons: Video - image 738547

The Smoking Tire Takes A Modified Datsun 510 Wagon Out To The Canyons: Video - image 738549

The Smoking Tire Takes A Modified Datsun 510 Wagon Out To The Canyons: Video - image 738550

The Smoking Tire Takes A Modified Datsun 510 Wagon Out To The Canyons: Video - image 738551

The Smoking Tire Takes A Modified Datsun 510 Wagon Out To The Canyons: Video - image 738547

References

BMW 3 Series


1986 BMW E30 M3 review - image 83786

Read our full review on the BMW M3 E30.


Celebrity Special – Happy Birthday Sammy Hagar! - image 738202

Read more video news.

PostHeaderIcon How The 2018 Volkswagen Jetta Proves Simple Is Better

This week I’m driving the 2018 Volkswagen Jetta SE – one trim up from the base model. It’s a no-frills sedan that doesn’t skimp on most modern “necessities” like power windows, keyless entry, and push-button start. There’s even a 6.3-inch touch screen with satellite radio, Apple CarPlay, and Android Auto. But one thing it’s missing is fancy controls for its HVAC system. Rather, this single-zone system has the three old-school knobs, three buttons, and nothing more. But you know what? It just works.

To understand my amazement of these simplistic controls, you’ve got to look at the Cadillac CTS-V I was driving last week. While I love that 640-horsepower, 6.2-liter supercharged LT4 V-8, Cadillac’s CUE system spoiled my warm fuzzy feelings. Ask anyone and they’ll same the same – the CUE system is hard to use and requires taking eyes off the road and concentration in order to operate. Even the adjusting the HVAC’s temperature or fan speed settings is hard. The touch-sensitive, piano black surface of CUE sometimes didn’t respond to inputs and fingerprints were always visible.

Three minutes behind the Jetta’s leather-wrapped steering wheel, and I can operate the HVAC system without even looking. The knobs satisfyingly click as they rotate, making super simple to gauge how far you’ve turned them. What’s more, the direction and defrost knob allows for fine tuning between settings. For example, I can turn the knob one or two clicks towards the “feet” setting and still have the majority of air blowing at my face while my toes receive a slight breeze. It’s amazing.

So, here’s the thing. Automakers have a tendency to overcomplicate the little things. While this sometimes works in adding convenience, other times it only adds complexity and user frustration. I’d consider the Jetta’s HVAC controls more “luxurious” than the Cadillac’s CUE controls. Why? Simplicity wins out. Thankfully, Volkswagen’s upgraded HVAC controls with an automatic mode and dual-zone temperatures is just as simple to use, though it does lose out of the awesome adjustability between vent locations.

What do you think? Do you like simplicity over “high-tech,” yet complex controls? Do you consider simplicity a luxury? Let me know in the comments below.

References

Volkswagen Jetta


2017 Volkswagen Jetta SE - Driven - image 729228

Read our driven review on the 2017 Volkswagen Jetta.


2015 Volkswagen Jetta - image 548759

Read our full review on the 2017 Volkswagen Jetta.

Read more about it in our 2018 Volkswagen Jetta SE: An Overview.

PostHeaderIcon Take A Ride Around Laguna Seca In An Acura NSX GT3 Race Car: Video

When Acura revealed the second-generation NSX at the 2015 North American International Auto Show, we were smitten. Sporting a hybrid 3.5-liter V-6 boosted by two turbochargers and no less than three electric motors, the new NSX carries the torch of its predecessor as a high-tech ground-bound spaceship capable of warp speed on the track. As such, we think it made perfect sense for Acura to offer a competition-spec iteration. Honed by Honda Performance Development, the NSX GT3 builds on the baseline of its street-going sibling with more aggressive aerodynamics, a stripped down interior, hardcore suspension bits, and nearly 600 horsepower at the rear axle via a six-speed sequential transmission. The advanced AWD system was ditched to meet homologation standards, and the result is a car that’s more raw, more brutal, and more in your face than ever before. It’s the perfect fit for tackling a beast like California’s Laguna Seca race track, as evidenced by this onboard footage from our friends over at Racer.

Shot from the driver’s helmet point of view, the five-minute clip was taken during testing for the 8 Hours of California endurance race set to take place this weekend. At the helm is Acura factory driver Ryan Eversley, who wheels the NSX around the challenging circuit with precision and unflappable poise, blasting around slower traffic with relative ease. All very impressive stuff, and we can’t wait to see where the Acura team will end up when the checkered flag flies this weekend.

References

Acura NSX


2016 Acura NSX - image 669483

Read our full review on the 2017 Acura NSX.


2017 Acura NSX GT3 Race Car - image 725151

Read our full review on the 2017 Acura NSX GT3 race car.

PostHeaderIcon Take A Ride Around Laguna Seca In An Acura NSX GT3 Race Car: Video

When Acura revealed the second-generation NSX at the 2015 North American International Auto Show, we were smitten. Sporting a hybrid 3.5-liter V-6 boosted by two turbochargers and no less than three electric motors, the new NSX carries the torch of its predecessor as a high-tech ground-bound spaceship capable of warp speed on the track. As such, we think it made perfect sense for Acura to offer a competition-spec iteration. Honed by Honda Performance Development, the NSX GT3 builds on the baseline of its street-going sibling with more aggressive aerodynamics, a stripped down interior, hardcore suspension bits, and nearly 600 horsepower at the rear axle via a six-speed sequential transmission. The advanced AWD system was ditched to meet homologation standards, and the result is a car that’s more raw, more brutal, and more in your face than ever before. It’s the perfect fit for tackling a beast like California’s Laguna Seca race track, as evidenced by this onboard footage from our friends over at Racer.

Shot from the driver’s helmet point of view, the five-minute clip was taken during testing for the 8 Hours of California endurance race set to take place this weekend. At the helm is Acura factory driver Ryan Eversley, who wheels the NSX around the challenging circuit with precision and unflappable poise, blasting around slower traffic with relative ease. All very impressive stuff, and we can’t wait to see where the Acura team will end up when the checkered flag flies this weekend.

References

Acura NSX


2016 Acura NSX - image 669483

Read our full review on the 2017 Acura NSX.


2017 Acura NSX GT3 Race Car - image 725151

Read our full review on the 2017 Acura NSX GT3 race car.

PostHeaderIcon What Happens When A Toyota Prius Has A Dead Battery?

Remember when the Toyota Prius was new and everybody was worried its battery would fail and would cost a small fortune to replace? Me too. Well, it turns out that hybrid battery packs do indeed fail and are very expensive to replace from Toyota – roughly $4,000. On an older Prius, that could theoretically exceed the value of the car, leaving it totaled according to your insurance company. Thankfully, there’s a way around this mess.

Automotive journalist and YouTuber Tyler Hoover bought a 2005, second-generation, Toyota Prius for $1,500 suffering from just that – a dead battery with no more life juice to squeeze. Interestingly, the Prius will drive just fine with a dead battery, though the 1.5-liter four-cylinder is solely responsible for moving the car, making it even more doggishly slow. Naturally, it also makes the Prius’ fuel economy drop like a rock.

But, rather than spending $4,000 at the Toyota stealership… errr, I mean dealership, Hoover went to the aftermarket. These days, third-party companies dealing in hybrid batteries are growing in number and popularity. Used Prii (yep, the official pluralization of Prius) are everywhere now, and folks aren’t willing to spend big money on OEM replacement parts. One such company, Electron Automotive, sells an entire bank of battery cells. See, the Prius’ battery pack consists of 28 individual, iPad-sized cells. These are what fail but generally do so individually. That means some of the cells are still good. Electron Automotive takes these good cells from old Prius batteries, pairs them with other working used cells, “rebalances” the cells to work together, and sells the rebuild kit for $1,000. There’s also a warranty, too. That’s a pretty good discount off the price Hoover says Toyota is asking.

Best of all, replacing the cells within the battery pack isn’t all that hard. In fact, the process seems almost plug-and-play once the suitcase-sized battery pack is removed from the trunk. So, check out Hoover’s video from his YouTube channel, Hoovies Garage. It’s a fun watch.

References

Toyota Prius


2006 Toyota Prius - image 94430

Read our full review on the 2005 Toyota Prius.


2016 Toyota Prius - image 645154

Read our full review on the current 2017 Toyota Prius.

PostHeaderIcon Nissan Turns Godzilla Into A Full-Sized Remote-Controlled Car

There are times when the automotive industry amazes you to no end that you just have to sit back, relax, and enjoy the show. Take what Nissan did recently in partnership with Sony in the promotion of Gran Turismo Sport for, example. Not content with just sticking with the usual PR and market scripts that we’ve so gotten used to, Nissan decided to take it to another level by modifying an actual Nissan GT-R and turning it into a full-sized remote-controlled car. Not only that, but the automaker even brought it to Silverstone for a few laps, all while being controlled by nothing more than a stock Playstation Dualshock 4 controller. Fantastic!

So how exactly did Nissan manage to do this? Well, the first order of business was to fit the GT-R – now called the GT-R/C because, you know, awesome – with four individual robots, each controlling specific features of the actual car, including steering, transmission, brakes, and throttle. Once that bit of technical wizardry was accomplished, the unmodified PS4 controller was connected to a micro-computer, which in turn was in charge of interpreting the controller inputs and then transmitting them to the car. Adding to the scope of the stunt was professional racer and GT Academy winner Jann Mardenborough, who hopped into the passenger seat of a helicopter and controlled the GT-R/C from there with his PS4 controller. If that’s not the absolute best view to play with a life-sized Nissan GT-R remote-controlled car using a PS4 controller, then I don’t know what to tell you.

Continue after the jump to read the full story.

Nissan should take the concept of the GT-R/C further and start a remote-controlled racing series!

“Jann Mardenborough actually drove the car around Silverstone, completing a lap of 1:17.47 in the process while averaging 76 mph and clocking in a top speed of 131 mph”

To say that this stunt is nothing short of incredible would be an understatement. It’s the stuff that people think about in their daydreams, except that Nissan actually brought it to life. The sight of seeing a life-sized, remote-controlled car already makes me want to turn my car into one. But, I won’t because I can’t. Instead, I’ll marvel at how Nissan was able to accomplish this, which by the way didn’t end by just turning Godzilla into the GT-R/C. Jann Mardenborough, a man of professional racing fame, actually drove the car around Silverstone, completing a lap of 1:17.47 in the process while averaging 76 mph and clocking in a top speed of 131 mph. Epic stuff.

Mardenborough seems to thinks so too. “This was once-in-a-lifetime, truly epic stuff,” he said. “The GT-R /C has brought my two worlds together – the virtual of gaming and the reality of motorsport – in a way I never thought possible. The response from the car when using the controller was far more engaging than I thought it would be.”


Nissan Turns Godzilla Into A Full-Sized Remote-Controlled Car - image 738152

Nissan Turns Godzilla Into A Full-Sized Remote-Controlled Car - image 738154
“The Nissan GT-R/C brought a kind of synergy between virtual gaming and real-life motorsport racing”

He’s absolutely right in that regard. The Nissan GT-R/C brought a kind of synergy between virtual gaming and real-life motorsport racing in a way that has never been done before. It seems obvious to think that the next stop in this new frontier would be to build a number of Nissan GT-R/Cs and have them race against one another as their drivers control the cars from the comforts of their own paddocks. I don’t know the logistics behind it or how much that kind of endeavor is going to cost, but it is brilliant on some levels. For one, nobody’s going to have to worry about driver’s safety anymore, and another, it’s never been done before. Imagine the spectacle of something like that coming to life.

I’d certainly pay to see it, and I’m quite sure that I won’t be the only one who’d love to see it happen.

References

Nissan GT-R


2017 Nissan GT-R - image 670401

Read our full review on the 2017 Nissan GT-R.


2017 Nissan Leaf Nismo Concept - image 736206

Read more Nissan news.

PostHeaderIcon Ken Block And The Hoonigans Play With An Escort Cosworth Rally Racer: Video

Ken Block and his fellow Hoonigans certainly have no shortage of lust-worthy vehicles at their disposal. But the question is, with monsters like the Hoonicorn (both versions) lurking in the shadows, what’s a spin master like Block got for daily fun? Well, how about a badass 1991 Escort Cosworth, prepped for duty in Group A rally racing? Oh, and by the way, it’s also street legal. In this 12-minute, 47-second video, we get a walk around on the car, an in-depth look under the hood, and some interesting specs along the way, all delivered via the Hoonigans’ characteristic off-the-cuff banter. However, that isn’t all. Long story short, the Hoonigans feel like there aren’t enough AWD turbo cars ripping fat donuts and killing tires. You can see where this is going.

To fill that need, it’s time to let loose with around 400 horses at the Hoonigan HQ back lot. Just hearing this thing fire up is a treat, with the usual pops and bangs of a healthy race car shooting out the large side exhaust. Things get real serious when the head-hoonigan-in-charge slides into the hot seat and does what he does best. Adios rubber. Foot down, smoke up.

1991 Escort Cosworth In Pictures


Ken Block And The Hoonigans Play With An Escort Cosworth Rally Racer: Video - image 737887

Ken Block And The Hoonigans Play With An Escort Cosworth Rally Racer: Video - image 737892

Ken Block And The Hoonigans Play With An Escort Cosworth Rally Racer: Video - image 737895

Ken Block And The Hoonigans Play With An Escort Cosworth Rally Racer: Video - image 737897

Ken Block And The Hoonigans Play With An Escort Cosworth Rally Racer: Video - image 737899

References


Ken Block Announces the Hoonicorn V2: A 1,400-Horsepower Monster - image 691807

Read more about the Hoonicorn cars.


Ken Block Turns an Industrial Park into a Playground in Gymkhana NINE - image 688201

Read more Ken Block news.

PostHeaderIcon Remember How The 1994 Dodge Ram “Broke The Rules?”

Pickups are an ever-present, widely accepted member of the American landscape. But it didn’t use to be that way. Even in the 1980s, pickups were considered tools, not family transportation. So what happened? The 1994 Dodge Ram. No, that’s no marketing baloney or brand loyalty soaking through my journalistic integrity. Dodge’s second-generation of Ram pickups is largely credited as the catalyst that transformed the American pickup from a utilitarian workhorse to a friendly companion that wasn’t out-of-place in the mall parking lot. Both Ford and General Motors soon followed Dodge’s lead in making pickups focused more on people than cargo and low costs. The most current culmination of this transformation is Ford’s new Platinum trim for the 2018 Super Duty. Dolled up with all the options, this truck flirts with a $100,000 price tag.

Most than two decades ago, Dodge designers decided to add more creature comforts and convenience features to its pickup. The interesting backstory, as told in this video, is that a designer at Chrysler’s brand new headquarters and technology center went to an area of the complex still under construction to take photos of the construction works’ pickups. The design team studied the photos (Polaroids, no less) to see how loose items were stored inside the cabs. The research resulted in innovative storage solutions considered commonplace in modern trucks. Ram was also the first to offer a four-door extended cab, offering easier entry to the rear bench. Before that, Ford and GM were only using one door on extended cabs.

Ram also introduced the first V-10 engine in a pickup with its new 1994 Ram heavy duty. The venerable Cummins inline-six turbodiesel carried over from the first-generation Ram HD. There was also a trio of engines for the Ram 1500, including the 3.9-liter V-6, the 5.2-liter V-8, and the 5.9-liter V-8. Both the V-8s had a long history with Chrysler, with older version being better known by their cubic-inch displacement of 318 and 360, respectively. Power ranged from 175 horsepower and 230 pound-feet of torque in the V-6 up to 230 horses and 330 pound-feet in the 5.9-liter. The big 8.0-liter V-10 offered an impressive 300 horses and a diesel-like 450 pound-feet of torque. In fact, the gasoline V-10 put down 30 pound-feet more torque than the 5.9-liter Cummins turbodiesel.

Pickups have come a long way since the early 1990s, and it’s easy to pinpoint where their transition started. The Ram’s “big-rig” styling separated it from everything on the road and continues to directly influence Ram’s design language nearly 25 years later. There’s certainly a lot to be said for that.

Continue reading for more videos of the second-generation Dodge Ram.

1994 Dodge Ram Truck commercials

1994 Dodge Magnum V-10 Ram Truck commercial

Dodge Ram Pick Up Trucks 1994 Commercial – The Rules Have Changed

1997 Dodge Ram Truck Commercial

1998 Dodge Ram Quad Cab Commercial

Dodge Ram Truck Commercial (1996) The Rules Have Changed Payments America’s Truck Stops

References

Dodge Ram


1994 - 2001 Dodge Ram - image 467211

Read our full review on the 1994 Dodge Ram.

PostHeaderIcon Car Throttle Looks At Six Fantastic Facelifts: Video

As we get deeper and deeper into auto show season (get ready for Tokyo!), we are often reminded of that age-old industry practice known as the facelift. In order to keep older models feeling fresh and new, automakers will often apply an update wherein certain exterior design features get tweaked ever so slightly, thus creating a somewhat different appearance. These design reworks are usually pretty mild – an extra crease here, a larger intake there, you know, that sort of thing. But sometimes, a facelift works some real magic for a car, giving it just the right sort of aesthetic, the sort of style that makes you stand up and shout “Yes! That’s what it’s supposed to look like!” In the above-featured three-and-a-half-minute video, our friends over at Car Throttle highlight six such instances when a facelift was just done right.

Included in the video is the Ford Mustang, the Nissan GT-R, the BMW E46 3-Series, the Jaguar XF, the Peugeot 306, and the Mazda MX-5 2.5. Throughout, Car Throttle points out what’s different in the new model versus the old model, highlighting why it works along the way. Indeed, the art of the facelift is in subtle effectiveness, with tweaks done that result in a whole that’s greater than the sum of its parts. Synergy is the key, boosting what works, and diminishing what doesn’t. We think Car Throttle is on to something here, and as we dive headlong into a fresh batch of revisions and updates for the upcoming model year, it pays well to take note of what a good facelift looks like.

References

Ford Mustang


2018 Ford Mustang - image 711448

Read our full review on the 2018 Ford Mustang.

Nissan GT-R


2017 Nissan GT-R - image 670479

Read our full review on the 2017 Nissan GT-R.

BMW E46 3-Series


1999 - 2005 BMW E46 - image 30627

Read our full review on the BMW E46 3-Series.

Jaguar XF


2014 - 2015 Jaguar XF - image 513713

Read our full review on the Jaguar XF.

Mazda MX-5 2.5


2016 Mazda MX-5 - image 614586

Read our full review on the 2016 Mazda MX-5.

PostHeaderIcon Afzal Kahn’s Ultimate Car Is The DB9 Vengeance: Video

What did you want to be when you were a kid? If you were like Afzal Kahn, you wanted to go about creating something beautiful, sitting in your folks’ car and just imagining what was possible on four wheels. Kahn pursued that dream by studying architecture, but soon realized he felt unfulfilled designing buildings. From there, he pivoted to cars, turning his “boy racer” hobby into a career by creating custom body pieces and wheels. Still, it wasn’t enough. He wanted to create something more in-depth, and set about designing an entirely new body for one of his all-time favorites – the Aston Martin DB9. “What would this car look like if it evolved? And what would it look like if I designed it?” With that, the Vengeance was born.

Responsible for putting together this six-minute profile are our friends over at /DRIVE, who do a fantastic job conveying Kahn’s passion for design.
Using a DB9 chassis for the bones, Kahn tuned and tweaked his ultimate car constantly, finally settling on the look we see today after years of refinement. The video is replete with lovely shots of the car, all set to a dramatic soundtrack in the background, plus a nice bit of the powerplant’s V-12 wail to boot. “I wanted to create something a bit more beastly looking,” Kahn says. What do you think? Does the Vengeance up the Aston’s appeal even further?

References

Aston Martin DB9


2011 Aston Martin DB9 - image 367277

Read our full review on the Aston Martin DB9.


2016 Aston Martin WB12 Vengeance By Kahn Design - image 664830

Read our full review on the Aston Martin DB9 Vengeance.

PostHeaderIcon Petrolicious Profiles The Ferrari 250 LM: Video

“I could stare at that car forever,” begins Remo Ferri, owner of the gorgeous 250 LM you see here. One look is all you’ll need to understand – this Ferrari is mechanical, an instrument for speed shaped into art. Lift the rear clamshell, and the feeling of craftsmanship is palpable. There’s a certain kind of purity to it, a characteristic most obvious when sitting in the stripped-down cockpit with the loud pedal pinned. This is a car that only offers what you need to go fast. Plucked from the ‘60s-era of sports car racing, the 250 LM was one of Ferrari’s first mid-engine sports cars. The body is made from aluminum, and with 320 horsepower properly routed to the rear axle, it could reach a top speed of 180 mph, a staggering figure for its day, and enough to clinch a win at the 24 Hours of Le Mans in 1965. This is also one of the most expensive cars in the world, but it’s about a lot more than just money. In this sub-six-minute video, Petrolicious dives straight to the heart of the matter, taking the audience for a ride through stunning cinematography and passionate narration, all while the sound of that V-12 rampaging down the straight creates copious aural intoxication.

The passion of the car’s owner is infectious, and over the course of the video, it becomes obvious why this is considered one of the most valuable cars in the world. Never mind the limited production, never mind the pedigree, never mind the badge. Just look at it, take in its curving lines, absorb the sound it makes, and it’ll all become crystal clear. This is one of the greatest Ferraris ever made, and indeed, one of the greatest cars ever created.

References

Ferrari 250 LM


1964 Ferrari 250 LM Fetches $14 Million at Auction - image 534121

Read more about the 1964 Ferrari 250 LM.

PostHeaderIcon Petrolicious Profiles The Ferrari 250 LM: Video

“I could stare at that car forever,” begins Remo Ferri, owner of the gorgeous 250 LM you see here. One look is all you’ll need to understand – this Ferrari is mechanical, an instrument for speed shaped into art. Lift the rear clamshell, and the feeling of craftsmanship is palpable. There’s a certain kind of purity to it, a characteristic most obvious when sitting in the stripped-down cockpit with the loud pedal pinned. This is a car that only offers what you need to go fast. Plucked from the ‘60s-era of sports car racing, the 250 LM was one of Ferrari’s first mid-engine sports cars. The body is made from aluminum, and with 320 horsepower properly routed to the rear axle, it could reach a top speed of 180 mph, a staggering figure for its day, and enough to clinch a win at the 24 Hours of Le Mans in 1965. This is also one of the most expensive cars in the world, but it’s about a lot more than just money. In this sub-six-minute video, Petrolicious dives straight to the heart of the matter, taking the audience for a ride through stunning cinematography and passionate narration, all while the sound of that V-12 rampaging down the straight creates copious aural intoxication.

The passion of the car’s owner is infectious, and over the course of the video, it becomes obvious why this is considered one of the most valuable cars in the world. Never mind the limited production, never mind the pedigree, never mind the badge. Just look at it, take in its curving lines, absorb the sound it makes, and it’ll all become crystal clear. This is one of the greatest Ferraris ever made, and indeed, one of the greatest cars ever created.

References

Ferrari 250 LM


1964 Ferrari 250 LM Fetches $14 Million at Auction - image 534121

Read more about the 1964 Ferrari 250 LM.

PostHeaderIcon Hot Vee For Velocity – A Look at the Mercedes-AMG GT’s Turbo Layout

Many modern automakers use turbocharging to create more power from an engine without negatively affecting fuel economy during mundane driving. Most turbochargers can be found bolted to the exhaust manifold and hanging off the engine’s side. While economical to engineer and produce, this turbo layout can be less efficient due to extra-long plumbing, which causes the dreaded turbo lag. However, a few automakers employ what’s called a Hot V engine layout that’s designed to nearly eliminate turbo lag while also making it easier to ingest cooler air into the combustion chambers.

How does it work? Well, Engineering Explained takes a deep look at how Mercedes-AMG uses a Hot V design on its 4.0-liter twin-turbo V-8 found in the GT.

Long story short – a Hot V engine uses reverse-flow cylinder heads that pull cool air from two separate intake manifolds mounted on the outside of the engine and expel the hot exhaust towards the inside of the engine’s V. Basically, the intake and exhaust manifolds trade places. This allows the turbochargers to be mounted within the engine’s valley and very close to the exhaust ports. The advantage is reduced turbo lag thanks to the close proximity of the turbo’s compressor wheel to the combustion chamber. Reduced turbo lag directly translates to improved throttle response and a near-instant gain in boost.

Aside from that benefit, a Hot V design also keeps intake temperatures cooler. This happens because the intake manifolds are located on the outside of the V where ambient airflow is greater and heat soak is less prevalent. A reduction in intake temperatures means cooler air. Cooler air is denser and can therefore provide more oxygen to the combustion process, thereby improving the engine’s power output.

Mercedes is only one automaker to use the Hot V design. BMW uses it on its modern twin-turbocharged V-8s like in its M products, Audi’s 4.0-liter twin-turbo V-8 uses it, and the Porsche 918 even has a Hot V despite it not having turbos. Ferrari even used a Hot V design in its Formula 1 engine from 1981 to 1984, 1.5-liter twin-turbo V-6. Sports car fans might be surprised to hear both Ford and General Motors uses Hot V designs on their V-8 turbodiesels. Yep, both the 6.7-liter Power Stroke and 6.6-liter Duramax have their turbochargers mounted up top.

References

Mercedes-AMG GT


2016 Mercedes-AMG GT - image 567775

Read our full review on the 2016 Mercedes-AMG GT.


2018 Mercedes-AMG GT C Coupe - image 700638

Read our full review on the 2018 Mercedes-AMG GT C.

PostHeaderIcon Hot Vee For Velocity – A Look at the Mercedes-AMG GT’s Turbo Layout

Many modern automakers use turbocharging to create more power from an engine without negatively affecting fuel economy during mundane driving. Most turbochargers can be found bolted to the exhaust manifold and hanging off the engine’s side. While economical to engineer and produce, this turbo layout can be less efficient due to extra-long plumbing, which causes the dreaded turbo lag. However, a few automakers employ what’s called a Hot V engine layout that’s designed to nearly eliminate turbo lag while also making it easier to ingest cooler air into the combustion chambers.

How does it work? Well, Engineering Explained takes a deep look at how Mercedes-AMG uses a Hot V design on its 4.0-liter twin-turbo V-8 found in the GT.

Long story short – a Hot V engine uses reverse-flow cylinder heads that pull cool air from two separate intake manifolds mounted on the outside of the engine and expel the hot exhaust towards the inside of the engine’s V. Basically, the intake and exhaust manifolds trade places. This allows the turbochargers to be mounted within the engine’s valley and very close to the exhaust ports. The advantage is reduced turbo lag thanks to the close proximity of the turbo’s compressor wheel to the combustion chamber. Reduced turbo lag directly translates to improved throttle response and a near-instant gain in boost.

Aside from that benefit, a Hot V design also keeps intake temperatures cooler. This happens because the intake manifolds are located on the outside of the V where ambient airflow is greater and heat soak is less prevalent. A reduction in intake temperatures means cooler air. Cooler air is denser and can therefore provide more oxygen to the combustion process, thereby improving the engine’s power output.

Mercedes is only one automaker to use the Hot V design. BMW uses it on its modern twin-turbocharged V-8s like in its M products, Audi’s 4.0-liter twin-turbo V-8 uses it, and the Porsche 918 even has a Hot V despite it not having turbos. Ferrari even used a Hot V design in its Formula 1 engine from 1981 to 1984, 1.5-liter twin-turbo V-6. Sports car fans might be surprised to hear both Ford and General Motors uses Hot V designs on their V-8 turbodiesels. Yep, both the 6.7-liter Power Stroke and 6.6-liter Duramax have their turbochargers mounted up top.

References

Mercedes-AMG GT


2016 Mercedes-AMG GT - image 567775

Read our full review on the 2016 Mercedes-AMG GT.


2018 Mercedes-AMG GT C Coupe - image 700638

Read our full review on the 2018 Mercedes-AMG GT C.

PostHeaderIcon Hot Vee For Velocity – A Look at the Mercedes-AMG GT’s Turbo Layout

Many modern automakers use turbocharging to create more power from an engine without negatively affecting fuel economy during mundane driving. Most turbochargers can be found bolted to the exhaust manifold and hanging off the engine’s side. While economical to engineer and produce, this turbo layout can be less efficient due to extra-long plumbing, which causes the dreaded turbo lag. However, a few automakers employ what’s called a Hot V engine layout that’s designed to nearly eliminate turbo lag while also making it easier to ingest cooler air into the combustion chambers.

How does it work? Well, Engineering Explained takes a deep look at how Mercedes-AMG uses a Hot V design on its 4.0-liter twin-turbo V-8 found in the GT.

Long story short – a Hot V engine uses reverse-flow cylinder heads that pull cool air from two separate intake manifolds mounted on the outside of the engine and expel the hot exhaust towards the inside of the engine’s V. Basically, the intake and exhaust manifolds trade places. This allows the turbochargers to be mounted within the engine’s valley and very close to the exhaust ports. The advantage is reduced turbo lag thanks to the close proximity of the turbo’s compressor wheel to the combustion chamber. Reduced turbo lag directly translates to improved throttle response and a near-instant gain in boost.

Aside from that benefit, a Hot V design also keeps intake temperatures cooler. This happens because the intake manifolds are located on the outside of the V where ambient airflow is greater and heat soak is less prevalent. A reduction in intake temperatures means cooler air. Cooler air is denser and can therefore provide more oxygen to the combustion process, thereby improving the engine’s power output.

Mercedes is only one automaker to use the Hot V design. BMW uses it on its modern twin-turbocharged V-8s like in its M products, Audi’s 4.0-liter twin-turbo V-8 uses it, and the Porsche 918 even has a Hot V despite it not having turbos. Ferrari even used a Hot V design in its Formula 1 engine from 1981 to 1984, 1.5-liter twin-turbo V-6. Sports car fans might be surprised to hear both Ford and General Motors uses Hot V designs on their V-8 turbodiesels. Yep, both the 6.7-liter Power Stroke and 6.6-liter Duramax have their turbochargers mounted up top.

References

Mercedes-AMG GT


2016 Mercedes-AMG GT - image 567775

Read our full review on the 2016 Mercedes-AMG GT.


2018 Mercedes-AMG GT C Coupe - image 700638

Read our full review on the 2018 Mercedes-AMG GT C.

PostHeaderIcon Koenigsegg Agera RS Smashes Bugatti Chiron Record

Ever since Bugatti unveiled the Chiron, we’ve been anxiously waiting for a new top speed world record for production cars from the French automaker. But, we didn’t get it. Instead, Bugatti set a new record for accelerating from 0 to 400 kph and coming back to a stop, achieving it in 41.96 seconds. Pretty impressive, huh? Well, it was for a little more than a month, because Koenigsegg just smashed that record by a whopping five seconds. Specifically, an Agera RS supercar was driven by Niklas Lilja to 400 kph (248.5 mph) from a standing start and then back to a full stop in only 36.44 clicks.

The record was set on October 1, 2017, at Vandel Airfield in Denmark. The Agera RS took 26.88 seconds to accelerate to 400 kph over a distance of 1,958 meters (1.21 miles, while deceleration took 9.56 seconds over 483 meters (0.3 miles). The total distance used for the 0-to-400-to-0 kph run was 2,441 meters (1.51 miles). During another run, the Swedish supercar hit 403 kph (250.4 mph) and came to a halt after 37.28 seconds, also faster than the Chiron. The Agera RS used for this record is a stock production model destined for delivery in the United States. Powered by the familiar 5.0-liter V-8 rated at 1,360 horsepower and 1,011 pound-feet of torque, the car is equipped with the optional and removable roll cage.

Continue reading for the full story.

Why it Matters

“An Agera RS supercar was driven by Niklas Lilja to 400 kph (248.5 mph) from a standing start and then back to a full stop in only 36.44 clicks.”

Well, this record won’t make the Agera RS better than it is, and I’m fully aware that it’s a downright spectacular supercar. Koenigsegg is also aware of that, but the Swedish firm actually admitted that it wanted to verify the car’s performance in comparison to other manufacturers. And, it seems that Bugatti’s record came just in time and helped Koenigsegg benefit from a lot of hype. Beating a Bugatti was impossible in just about every department until now, so the Agera RS scored quite an astonishing benchmark that will probably leave some Chiron owners bitter. And, needless to say, the customer who will take delivery of this supercar will be very happy to own the Agera RS that wrote an important page in supercar history. It will probably become very valuable too.

References

Koenigsegg Agera RS


2015 Koenigsegg Agera RS - image 657709

Read our full review on the 2015 Koenigsegg Agera RS.

Bugatti Chiron


2018 Bugatti Chiron - image 685581

Read our full review on the 2018 Bugatti Chiron.

PostHeaderIcon Flock Of Koenigseggs Show Up In Sweden, Awesomeness Ensues: Video

Sometimes, I think about what it must feel like to own a Koenigsegg. It must be unnerving to be in possession of a supercar that can do things very few of its kind can do. I’ll never get to experience it, but those who do have Koenigseggs must love their cars enough to bring them to Sweden to partake in the automaker’s latest Koenigsegg Owners Tour party. The event was held last July, and as the video prepared by Koenigsegg shows us, a total of 19 Koenigseggs made the trip to Malmo before embarking on a memorable tour around the southern side of the country.

Even better, all 19 cars stopped at the Ring Knutstorp track in Kågeröd to put a few laps in, not minding the fact that it was raining at that time. In the end, the Koenigsegg convoy managed to find their way to Ängelholm, Sweden, the location where the automaker was born way back in 1994. It tells you how much Koenigsegg has evolved over the years when the owner of the company’s first-ever production car, a man named Stephen Rigman, still has his CCR with him. In fact, he was one of the 19 Koenigsegg owners who participated in the event, bringing along his OG Koenigsegg for the trip, joining the likes of the Agera, Regera, and the One:1 in the incredible joy ride. I can’t imagine there being a cooler road trip than this one. Seeing any of the 19 Koenigseggs of various shapes, sizes, and model names is sobering enough in of itself. But to actually be there to witness all of them in one location is what supercar dreams are made of.

References

Koenigsegg Agera


2010 Koenigsegg Agera - image 350612

Read our full review on the 2010 Koenigsegg Agera.

Koenigsegg Regera


2017 Koenigsegg Regera - image 622345

Read our full review on the 2017 Koenigsegg Regera.

Koenigsegg One:1


2015 Koenigsegg One:1 - image 716728

Read our full review on the Koenigsegg One:1.

PostHeaderIcon Keep Your Beer Chilled with the Volkswagen Microbus-Inspired Fridge

First launched in 1949, the Microbus is now one of Volkswagen’s most legendary creations, alongside the equally iconic Beetle. So it’s far from surprising that the German firm is planning to offer a new retro-looking van under the same name by 2022. Just like it’s not surprising that many people got really excited at the thought of being able to buy a modern Microbus in the near future. The only downside is that we’re almost five years away from seeing it in the metal. So just in case, you can’t handle the long wait, here’s a cool fridge you can buy.

“Did you say fridge?!” Yup, that’s what I said. You’re probably wondering what a fridge got to do with the Volkswagen Microbus. Well, Gorenje’s latest Retro Special Edition is inspired by the Volkswagen Microbus. More specifically, its design resembles that of the 1960s Microbus’ front fascia. Both the two-tone finish separated by the big V-shaped chrome trim and the “VW” emblem are there, while the handle that looks as if borrowed from the van adds to the effect. Oh, and the one used in all the commercial is painted is a gorgeous aqua blue that’s as vintage as they get. Obviously, you can also have it in red.

Continue reading for the full story.

It’s Modern Too

This fridge may look vintage, but it’s pretty modern on the inside. It comes with DynamiCooling, an advanced fan system that evenly distributes the temperature throughout the refrigerator, and IonAir technology, which enriches cool air with extra negative ions that prevent unpleasant odors from spreading inside. Besides preventing leftovers from taking over the inside of the fridge, it also helps food retain its minerals and vitamins for longer. Pretty cool. And, pretty much just like I expect the new Microbus to be: vintage on the outside, modern on the inside.

References


2017 Volkswagen I.D. BUZZ - image 700714

Read our full review on the Volkswagen I.D. Buzz.


2017 Volkswagen Passat R-Line – Driven - image 733568

Read more Volkswagen news.

PostHeaderIcon This Was America’s First Taste of Range Rover

It was 1987 when Range Rover first invaded America’s shores. But unlike any previous British invasion, this luxury SUV offered comfort and convenience for citizens brave enough to associate with anything related to The Crown. And brave they would have to be – the Range Rover cost $30,000 in 1987, a hefty sum back in those days. Range Rover didn’t expect to find many of these brave souls, either, as only 5,000 examples were initially allotted to the U.S. each model year. What’s more interesting is how novel the concept of a premium SUV was at the time. MotorWeek’s host, John Davis, opens this segment by saying, “It seems no one though a luxury 4×4 could succeed in the U.S.” Boy, how times have changed.

The times have also changed the definition of luxury. Compared to a modern Range Rover, or even the least-expensive compact car from 2017, this SUV is downright spartan. It has cloth seats, laughably basic gauges, and low-buck plastic panels covering nearly every inch of the interior. The “luxury” touch consisted of wood trim on the door panels. Despite the relativity of luxury, the Range Rover was far cushier than most SUVs of the 1980s. Only the Jeep Grand Wagoneer could really compete.

But like modern Range Rovers, the 1987 model was far more capable off-road than its competition. Coil-spring suspension and solid axles gave it good articulation while its full-time 4WD system with low range kept all four wheels turning. Power came from a Buick-derived, all-aluminum 3.5-liter V-8 with an electronic fuel injection system. The old V-8 made a then-respectable 150 horsepower and 195 pound-feet of torque. Of course, that’s nothing compared to Range Rover’s current 510-horsepower supercharged 5.0-liter V-8. Power was routed through a four-speed automatic transmission.

Despite its flaws, the 1987 Range Rover started a trend that continues today. Luxury SUVs are definitely ingrained into modern car culture and won’t likely be going anywhere anytime soon.

References

Land Rover Range Rover


2013 - 2015 Land Rover Range Rover - image 472205

Read our full review on the 2017 Land Rover Range Rover.

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