Yesterday we drove over to GM's Performance Build Center (PBC) in Wixom, Michigan to build an LS9 engine — the most powerful production engine GM's ever built — and the 638 HP beating heart powerplant underneath the hood of the Corvette ZR1 — all while being taught the tricks of engine assembly trade by the man who's built more LS9's than anyone else.

Here's how the magic's made.

Aluminum block, aluminum heads, forged crank, Forged pistons, titanium connecting rods, valves, and valve springs, a bespoke Eaton four-lobe roots-type supercharger displacing 2.3 liters of air per rotation blowing into an air-to-water intercooler, all backed by a twin-plate clutch. It's 638 HP of smack-you-in-the-face and it'll shove the ZR1 to a 0-60MPH time in 3.4 organ-crushing seconds. But first it has to be built

Each Corvette ZR1 engine is hand assembled at GM's Performance Build Center (PBC) in Wixom, Michigan, a purpose-built 100,000 square foot facility with the express intent of building the best motors in the GM universe. It's a mix of the latest thinking in lean manufacturing paired with the old world responsibility inherent in a one-man, one-engine build philosophy. The facility also builds the monstrous huge 7.0 liter LS7 for the Z06 and the hopped-up LS3 for the new Corvette Gran Sport, but when you're offered the opportunity to build an engine of your choice, you pick the LS9.

My guide through this most unique of looks into the guts of GM's baddest engine was Mike Priest, the man who's put more of these engines together than anyone in the world and some say he assembles the fastest ones. Good hands to be in. We start the day off by getting right down to business, cracking the connecting rods. Each piston comes sub-assembled complete with a high-moly top ring, a nodular iron lower, and a 3mm oil ring.We inspect each for nicks and scratches, make sure the wrist pin turns freely, and then systematically mark the bearing cap and con-rod to make sure they match up later. The bolts are then loosened and they're separated by a light tap or a cracking fixture.

The bearing journals are then laid in and everything gets placed in a tote and wheeled to the first station on the rolling engine stand.

The line is arranged into individual stations, each being fed by pre-kitted parts and a pull-type delivery system. The stations each have at least one Atlas Copco electric torque driver which torques fasteners based on a scan of the build sheet. Each data point is recorded and tied to the individual engine, and data can be reclaimed at any time. A naked engine block is sitting on the delivery fixture awaiting assembly, it'll be engine 10ZAN 322731901. In the very first step we install studs which will hold the engine to the rolling engine stand.

Once Mike gives the engine a good once, a water passage hole is plugged, then we move on to installing the first exciting piece, the camshaft. An assembly fixture is placed on the back of the cam and then a handle screwed onto the front, the journals are given a coat of assembly oil the cam slides in easier than any cam you'll ever touch. It's nice having factory tools. Mike then uses the overhead crane to hoist the block over to the stand where we bolt it down. Finally, the cam seal and retainer is installed.

Next we loosen the crank bearing caps and use a custom pry bar to remove them without damage and set them aside.

The bearing journals and main bearing are now snapped into place and liberally coated in assembly oil.

After inspecting the crankshaft, Mike expertly drops it into place with a crane fixture. He offered to let me do it, but the idea of marring such a critical piece wasn't something I was too excited about.

The crankshaft is gently turned to make sure there's no unexpected drag.

Next we assemble the other half of the journals into the bearing caps and oil, installing them as they were delivered in the block.

The caps are torqued down using a multi-spindle driver to simultaneously drive the inner then the outer bearing bolts. Those bearing blocks also get cross-bolted to the walls of the block, which increases the assembly's overall stiffness. As a validation, the torque to turn the crank is checked, to make sure there's no undue drag.

Next we stuff pistons. Assembly oil is applied to the piston bores, the edges of the piston and the connecting rod bearing. An assembly guide is slipped over the end of the connecting rod and a ring compressor slipped over the head of the piston. I' told to run the piston up and down to make sure it slides smoothly in the compressor then place it over its cylinder. When the bottom of the piston is seated in the bore, one strong push to the top of the piston and the entire assembly slides in smooth as silk.

The connecting rod cap is lubed and installed and the process is repeated down the line, then the bolts are all torqued. The engine is rolled to the opposite side and the process repeats.

Next up the engine oil baffle is attached to the studs on the crank bearing outer bolts.

Next, the timing is set. Piston number one, on the driver's side front of the engine, is raised to top dead center. The chain tensioner is then bolted into place.

The crank gear is then pressed into place with a pneumatic ram.

The timing gear for the cam is placed on, two timing marks on both gears are are aligned and the cam gear is removed, the chain is laid over top and then the chain is attached to crank gear as the cam gear is slid into place and bolted down. The pin in the tensioner is then removed.

The dry sump oil pump is then carefully positioned with a fixture to ensure its ports are flush with the bottom of the engine block, then bolted into place.

The back engine cover compete with rear main seal and the front engine cover are then installed

In the next station, the first step is to lay down RTV sealant beads at the front and rear covers.

The pickup and oil filter-equipped oil pan is now dropped into place carefully and torqued down.

A protective cover on the side of the pan is removed and set aside to be sent back to the supplier and the oil cooler is bolted in its place.

After a quick look we drop in one side of the cam followers living in their cam carriers.

Now it's time to for the aluminum heads. Here's a bit of information that'll be useful in garage trivia: The aluminum heads on the LS9 are exactly identical, there is no left side or right side, they are the same part number and on the engine one gets a screw in temperature sensor and the other gets a screw in plug, that's the only difference.

After tapping in guide studs and laying on a crazy seven leaf gasket you just drop them on without fanfare.

Fourteen stainless steel bolts go into each head and get tightened down simultaneously with a multispindle driver.

Next up is the valley cover which seals up the 'V' between the cylinder banks.

The final process in this station is putting together the valve train. First, the pushrods are slid in place. (Aren't those old fashioned?)

A cam rail is placed across the inside of the head and the rockers are put in and the bolts are hand started. A pair of installation guides are then placed over both heads. These indicate the torquing order for the rockers, begin on the green number one and travel around the engine in order driving the bolts in, when you run out of greens, stop, manually turn the crankshaft 180 degrees to realign the pistons and then pick up the tightening order for the yellow numbers.

Once installed, a generous application of oil on the rockers finishes the station.

At this point, the line turns around on the other side and starts back the other direction. Here a set of guards are temporarily put in place to protect the lower intake as rivet-like cup plugs are popped into small holes in the water cavity.

Next, the valve covers are put in place and torqued down followed by the coil packs that aren't delivered preassembled for the sake of assembly access.

The water pump is installed along with a couple of hard vacuum lines and the alternator bracket.

The crankshaft damper is placed on the crank and a pneumatic ram presses it into place.

The next step is where happiness is made.

The supercharger comes largely preassembled and is lifted from a tote by crane and inspecting for the hoses, wiring, and gaskets.

It's gently placed into the valley of the engine. The entire unit is bolted into place and the supercharger gets a good spin to make sure it turns freely.

You can hear it pulling a lot of vacuum against the closed throttle.

Next we take a quick look at the intercooler, which incidentally is the only class-A surface underhood in any GM product, which means it must be protected from damage just like a fender or a hood. The intercooler gets a gasket, debris and paint finish inspection.

It's then dropped onto the supercharger, torqued down, then covered with a cardboard guard.

Next, Mike puts a lot of faith in me as he applies his name plate to this engine which I've had a dangerous amount of involvement in building.

Next up is an all-too-unsexy but entirely necessary step, a complete leakdown test of both the coolant and oil passages. All the ports and still open areas are sealed off with plugs and covers, then a controlled amount of air pressure is applied and the rate which the pressure drops is measured. The less leakage the better, this one passed with flying colors.

Once all the testing equipment is removed, spark plugs are put in place and the exhaust manifolds are installed as well as the manifold studs, the engine mounts are put in place and two temporary engine hoist loops are put on the front and back for transport.

In the final station, coil wires are installed and then the engine number decal is put onto the head.

The engine is then taken off the rolling engine stand and dropped into the flywheel and clutch installation fixture.

The holes in the flywheel are then numbered to make balancing engine easier later downstream,

The flywheel is installed and torqued down.

Next the clutch housing is picked up with an assembly reaction arm.

A mark on the twin clutch pack is then aligned with a mark on the housing to balance the assembled parts.

The clutch is then installed. And with that, the assembly process is complete.

The engine is weighed (530.6 lbs dry) and placed on a palette and an engine audit is completed another employee.

The palette is taken over to the final step in our process which would be running the engine through cold test.

In the cold test process, 2.5 quarts of oil is put into the engine after it's affixed to a test stand.

The stand is rolled into the test cell and hooked up to electric couplings, various sampling sensors, like noise vibration and harshness sensors, pressure sensors, etc. as well as a big electric motor. When the doors are closed, the motor spins up and turns the engine over after building up oil pressure. There are an array of tests done in the 90 second cycle time, but in the end all the lights were green and it passed everything very convincingly.

Since it was a shutdown week, we didn't proceed to the next step, but normally the engine would go to the balancing chamber. In the balancing chamber, the engine is hooked up to an isolation fixture which freely allows multi-axis vibration. It's then hooked up to a special ECM and a natual gas fuel source and fired. That's right, a Corvette ZR1 motors first breaths come from a clean fuel. During the engine's operation, sensors detect vibrations and calculate where to add weights on either the flywheel or the crankshaft damper to bring the engine into balance. The weights are installed and the process is repeated until it passes the test. The final step in the process is a second, intense inspection, from the assumed position of the customer at the Bowling Green Corvette factory. After it's gone over with a fine toothed comb it's off to storage awaiting the truck to Kentucky.

It wasn't really my engine, I did a lot of the installing and bolting down, but I was just a monkey following directions. It was, and is Mike's engine, and I have to pay him my respects on his level of care and attention to detail over even the smallest potential flaws in any part or element of the process. He's like a parent watching over a child. And yet, at the end of the day, it was gratifying to see the engine turning over, pumping air and passing all of its tests. Someday in the recent future, that motor will find its home in a ZR1 and it'll be rocketing some happy new buyer to delirious speeds. Kind of a surreal day if you ask me.

We've scoured the Jalopnik archives for some of our best imagery to provide you with 22 high-resolution wallpapers that will work with both the Apple iPhone and the new Palm Pre. Both devices utilize a 320x480 format, so any of the wallpapers can be swapped between the two if you're a true Gizmodo-like gadget freak. We've even provided you with a handy guide for installing wallpapers on both at the end of the list, just in case you haven't figured out your newfangled touchscreen devices. If you find a wallpaper you like and absolutely must have; install it and take a picture to show us in the comments below.

The image associated with this post is best viewed using a browser.
Sunglasses Guy
'Nuff said.

The image associated with this post is best viewed using a browser.
2010 Shelby GT500: First Drive
With the 2010 Shelby GT500, SVT's engineers claim they've turned a 500 HP Mustang into a 540 HP super car. They've succeeded, but don't worry; it'll still do enormous burnouts. Read More

The image associated with this post is best viewed using a browser.
Switzer P800 Nissan GT-R: First Drive
The Switzer P800 Nissan GT-R makes over 700 HP at the wheels, nearly double that of the comparatively plain-Jane GT-R. Luckily that's at all four wheels, because we drove it through both snow and ice. Read More

The image associated with this post is best viewed using a browser.
Ford GT
Betcha didn't know the Ford GT had a 100th anniversary clue in its headlight. Read More

The image associated with this post is best viewed using a browser.
2009 Subaru Forester: Unsupervised Off-Road Mayhem
The last 2009 Subaru Forester we drove blew a tire, forcing us into making clichéd gay jokes. This time we took it to an off-road park and beat it like a rented mule. Read More

The image associated with this post is best viewed using a browser.
2010 Hyundai Genesis Coupe: First Drive
For too long the American market has lacked an affordable, accessible, fast, responsive, fun, communicative, good-looking rear-wheel-drive sports coupe. The Hyundai Genesis Coupe is that car. Finally. Read More

The image associated with this post is best viewed using a browser.
Jalopnik GEM-Powered Detroit Auto Show Mobile Command Center
Want to know what that mystery electric car was? Why it's our very own Jalopnik GEM-powered Detroit Auto Show Mobile Command Center, and it's why we've had the fastest coverage at this year's show! Read More

The image associated with this post is best viewed using a browser.
AEV J8 MILSPEC: Offroading Jeep's Forbidden Fruit
Until now, civilians couldn't buy the AEV J8 MILSPEC - the militarized truck-bed-equipped Jeep Wrangler. Now you can. We hit the mud to uncover the government secret on Jeep's pickup truck. Read More

The image associated with this post is best viewed using a browser.
AEV J8 MILSPEC: Offroading Jeep's Forbidden Fruit
Until now, civilians couldn't buy the AEV J8 MILSPEC - the militarized truck-bed-equipped Jeep Wrangler. Now you can. We hit the mud to uncover the government secret on Jeep's pickup truck. Read More

The image associated with this post is best viewed using a browser.
Save The Enzos!
Would you like to see these glorious t-shirts make a return? Read More

The image associated with this post is best viewed using a browser.
Muscle Car Wars: Camaro vs. Challenger vs. Mustang
Here's what you've been waiting for - the 2010 Chevy Camaro SS, 2009 Dodge Challenger R/T and the 2010 Ford Mustang GT - reviewed by us, together at the same time and place. Time for the Muscle Car Wars! Read More

The image associated with this post is best viewed using a browser.
Hoon Of The Day!
Are you the hoon of the day? Would you like to see this t-shirt make a comeback? Read More

The image associated with this post is best viewed using a browser.
2009 Corvette ZR1: First Drive
The 2009 Corvette ZR1 is the best car ever made. It redefines what performance cars are capable of, not by its numbers (the 0-to-60 in 3.3 seconds and a 205 MPH top speed figures are no longer noteworthy north of $100,000), but by how it makes those numbers so accessible. Simply put, the ZR1's most remarkable achievement is how easy and unintimidating the chassis makes exploiting the car's 638 HP. The only problem is I'm not good enough a driver to fully do so. Read More

The image associated with this post is best viewed using a browser.
2010 ROUSH Mustang 427R
You'll have to wait for this bad boy. In the meantime check out the 2009 ROUSH Mustang Blackjack. Read More

The image associated with this post is best viewed using a browser.
2010 Chevy Camaro: First Drive
After countless spy shots, speculation, Transformers tie-ins, leaked photos and numbers comparisons, we've finally driven the 2010 Chevy Camaro. Does the reality match the hype? Well, it's like Star Wars. Read More

The image associated with this post is best viewed using a browser.
2009 Corvette ZR1: First Drive
The 2009 Corvette ZR1 is the best car ever made. It redefines what performance cars are capable of, not by its numbers (the 0-to-60 in 3.3 seconds and a 205 MPH top speed figures are no longer noteworthy north of $100,000), but by how it makes those numbers so accessible. Simply put, the ZR1's most remarkable achievement is how easy and unintimidating the chassis makes exploiting the car's 638 HP. The only problem is I'm not good enough a driver to fully do so. Read More

The image associated with this post is best viewed using a browser.
2010 Ford Transit Connect: First Drive
After the Ford Fiesta, the 2010 Ford Transit Connect is the second most lust-worthy European Ford to make it Stateside. Can a small, practical cargo van appeal to big, burly American workers? Read More

The image associated with this post is best viewed using a browser.
2008 Dodge Challenger SRT8
But this week I'm back in Detroit for one reason, and one reason alone - an entire week of driving the 2008 Dodge Challenger SRT8. It's a car imbued with so much positive energy there's only thing I can think of to do it justice. I plan on running Dodge's muscular old-school revival up and down Woodward Avenue, stoplight-to-stoplight, from downtown Detroit to Pontiac until I pass out from exhaustion or the gas station declines my credit card. Read More

The image associated with this post is best viewed using a browser.
2010 Ford Taurus SHO: First Drive
Normally, when we review an exciting new performance car, we like to use a dramatic burnout shot. Unfortunately, the 2010 Ford Taurus SHO barely chirps its front wheels on its 5.2-second trip to 60 MPH.
Read More

The image associated with this post is best viewed using a browser.
2008 Dodge Challenger SRT8
But this week I'm back in Detroit for one reason, and one reason alone - an entire week of driving the 2008 Dodge Challenger SRT8. It's a car imbued with so much positive energy there's only thing I can think of to do it justice. I plan on running Dodge's muscular old-school revival up and down Woodward Avenue, stoplight-to-stoplight, from downtown Detroit to Pontiac until I pass out from exhaustion or the gas station declines my credit card. Read More

The image associated with this post is best viewed using a browser.
Down On The Street
Those of you who have been Jalopnik regulars for a while most likely have a pretty solid grasp of the concept behind the Down On The Street series, but what about newcomers to the site? We don't want DOTS to feel like some sort of in-crowd-only deal, so here's the Down On The Street FAQ. Read More

The image associated with this post is best viewed using a browser.
Jalopnik: Obsessed With The Cult Of Cars
Because you read the internet for the car articles.

The image associated with this post is best viewed using a browser.
iPhone-Wallpapers provides a simple step-by-step guide to installing wallpapers on your Apple iPhone, although if you already own one shouldn't you already know how to do this?

1. Right-click or control-click on the image you want to use.
2. Select "Save as…" and save the image to your hard drive.
* Mac users can either save the image to a folder or add it to their iPhoto library.
* PC users will want to save the wallpaper into their "My Pictures" folder.

You can then sync the iPhone with photos in iPhoto 4.0.3 or later on a Mac, or Photoshop Album 2.0 or later or Photoshop Elements 3.0 or later on a PC. Or you can sync with any folder on your computer that contains images. Connect the iPhone to your computer and do the following:

1. Launch iTunes then click the Photos tab and select "Sync photos from:"
2. From the pop-up menu, do one of the following:
o If your using a Mac, choose iPhoto or your Pictures folder.
o If you're using a PC, choose Photoshop Album, Photoshop Elements, or your My Pictures folder.
3. Choose Folder, then choose any folder on your computer that has images.
4. Choose "All photos," or choose "Selected folders" or "Selected albums" and choose the folders or albums you want to sync.

Finally on your iPhone:
1. Goto the Photos section of your camera. Browse through the albums or camera roll until you find the picture you wish to use.
2. Select the picture so it is displayed full screen.
3. Tap the icon in the lower left corner of the screen. If you don't see the icon, single tap the picture to display the menus.
4. Here you can select if you want to email the picture, save the picture as a wallpaper, or assign to a contact.
5. If you want to assign to a contact, press that button. The contact list will open and you can select the contact you wish to link to the picture.
6. Select Done to complete the process.

[via iPhone-Wallpapers]
The image associated with this post is best viewed using a browser.Here's a quick and dirty method to getting wallpapers on your brand-spankin-new Palm Pre thanks to PreThinking.

Adding wallpaper(s) to your Palm Pre:

1. Have your image as the new wallpaper ready on your computer. It must be in 320 x 480pixels. (Check out our wallpapers optimized for the Pre here.)
2. Connect your Palm Pre to the computer using the Micro-USB cable that came with the Pre.
3. Your Pre will ask to Media Sync, USB Drive or Just Charge. Choose USB Drive.Your Pre will now show up as an External Hard Drive on your computer. For Macs, you'll find 'Palm Pre' on your desktop and for windows, it's in 'My Computer'.
4. Click on 'Palm Pre' and you'll find yourself looking at several folders. One of which is labeled 'Wallpapers'.
5. Drag and Drop your preferred wallpaper(s) in the "Wallpapers" folder and you're done!

Changing your Wallpaper on your Palm Pre:

1. Open the 'Photos' App
2. Choose Wallpapers or any other photo album which your new Wallpaper is located at.
3. Scroll down to your new wallpaper and open it
4. Hit the upper left icon for the drop down menu
5. Hit 'Set Wallpaper'
6. It'll ask to Set Wallpaper again, hit it.

[via PreThinking]

The year was 2004 and the Corvette Racing Team was in its final and 4th championship winning ALMS season with the venerable GT1 class C5-R race car. After winning multiple ALMS championships as well as at the 24 Hours of Daytona, 12 Hours of Sebring and 24 Hours of Le Mans, the team began using the "Take No Prisoners" motto along with a generic skull logo. It makes sense, given they were considered by many to be the pirates of the GT racing world, taking whatever treasured prize they set their eyes upon. Ever since, the skull's grown into a representation of the team's triumphs and mentality. While not new today, Jake has become a visible power statement to anyone involved in the racing world and he's gaining more and more traction every day. We're here to tell his story.

After 2004, the 2005 season was quickly approaching with a new Corvette C6-R race car in the midst of development, the Corvette Racing Team needed to make their aggressive mentality known. Luckily for them, graphic designer Eddie Jabbour of Kick Design was in the stands during the C5-Rs final 24 Hours of Le Mans race and witnessed for himself the skull logo and the unrelenting drive the Corvette Racing Team portrayed. Also in the stands was the crew from BadBoyVettes, a dedicated group of fans that have brought a viral approach to racing. They had an opportunity to sit down with the Corvette Racing Team to discuss how they could help make the unofficial skull logo into something more.

BadBoyVettes and Corvette Racing contacted Kick Design and with the team's mentality in mind, Jabbour sketched on a cocktail napkin what would eventually become one of the greatest automotive marketing logos of our generation, the Corvette crossed flags within a dark skull outline. Thus, Jake was born.

How Jake truly received his name has been kicked around quite a bit, but the one story that comes up frequently is that a former New York City cop, Gary Claudio, named the skull after notorious movie badass, Jake, from the Blues Brothers film. We've also been told that the name was given after being thrown around the Corvette Racing Team's garage for a few weeks, but either way, it's pretty damn fitting.

Jake made his first official appearance, albeit in small form, underneath the XM Radio sponsorship decal on the B-pillar of the new Corvette C6-R racer during the 2005 24 Hours of Le Mans race and also as a spray painted stencil on the ground outside of Corvette Racing's pit stall. From there, Jake really took off, landing himself on team uniforms, driver's helmets and memorabilia with BadBoyVettes at he helm of this genius viral marketing scheme.

The Corvette Racing Team took their "Take No Prisoners" approach and Jake through next four ALMS seasons, battling the Prodrive Aston Martin DBR9s for three of them and leading the pack by themselves in 2008. Jake had become a racing success. In 2007, Corvette Racing was approached by BadBoyVettes to design a new racing livery for the Laguna Seca race, something that would really push Jake to the forefront of racing and give his enthusiastic followers something to celebrate. The livery design featured the now famous Corvette Racing yellow with a splash of black across the rear 3/4s of the C6-R. Jake was then applied in yellow in a sort of brushed appearance on the sides as well as splashed across the hood in black of the number 3 car. The number 4 car was the inverse of this design and both cars really packed a visual punch racing down the Corkscrew with the help of their screaming 7.0-liter V8s.

The Jake livery was even duplicated in Forza Motorsport 2 using the over complicated customization paint shop and made its debut in the in-game auction house on the eve of its Laguna Seca race debut.

Jake also surfaced on numerous European series GT1, GT2 and Z06R Corvettes showing that Corvette Racing's symbol of determination and power could transcend borders and enter into various other international racing series. In 2008, the C6-R took on a whole new look, utilizing what's now referred to as the "Jake Scrape." The team created a single black stripe down the center of the C6-R with visual scrapes following the design of Jake's teeth who himself, hid in the waterfall vent on the hood, while smaller versions adorned the front and rear fascias as well as the familiar B-pillar location.

Realizing the huge success of the Corvette Racing program GM decided to give a nice little nod to the team and to BadBoyVettes in the company's most powerful and, potentially, most iconic Corvette ever. The 2009 Corvette ZR1 features an embossed Jake on the intake snorkel instead of the usual Corvette cross-flag logo of lesser models. Corvette Chief Engineer, Tom Wallace, explained to BadBoyVettes why;

"I saw the crossed flags on the ZR1's supercharger along with the conventionally placed ones on the nose and the intake snorkel and balked at the 3x arrangement."

Prior to this official addition, Jake was transformed into Elwood (get it? Jake and Elwood...), the unofficial mascot of the ZR1 "Blue Devil" vehicle program, and was featured on numerous ZR1 captured test fleet vehicles that we spotted during the Woodward Dream Cruise in 2008. The Elwood decals were made up in blue to represent "Blue Devil" and featured horns and a more demonic grin than the humble Jake.

For the 2009 ALMS season, Corvette Racing released another Jakegasmic livery, this time placing him front and center on the C6-R's hood along with a 2008-inspired "Jake Scrape." This season marks the end to the C6-R GT1 car as Pratt & Miller and Corvette Racing prepare for the new C6-R GT2 racer and to celebrate, GM has released the 2009 Corvette GT1 Championship Edition featuring a 2009 C6-R livery-inspired decal package with Jake sitting proudly upon the raised fiberglass hood as well as stitched into the special edition's headrests.

Hidden deep within the controversial carbon fiber bodied, Jason Castriota-designed, Stile Bertone Mantide hides the inner mechanical workings of a 2009 Corvette ZR1 as well as our friend heroic friend, Jake. While we're sure it's not the last coach built ZR1, it was the first and we're told that Jake is proud to be leading the supercharged 638-horsepower LS9 sitting low in this Italian-designed brute.

Jake has been fully embraced by the Corvette Racing Team and all that come in contact with him. He's been featured in video games, clothing, memorabilia, scale models, fan-owned Corvettes of all generations and even tattoos. Jake's truly a mascot to be remembered and with Corvette Racing's C6-R GT2's racing debut quickly approaching, we're infinitely curious how he'll be represented next. (References and Images: BadBoyVettes, Corvette Racing, Digital Corvettes)

Corvette Racing's Jake mascot made its production car debut on the intake runner of the sinister 638-horsepower Corvette ZR1 because Tom Peters (Corvette Design Director) didn't want to have 3 Corvette flag logos in a row.

Back To Top Ten Easter Egg Design Features

This killer, albeit short, video clip portrays a Velocity Yellow Corvette ZR1-based Hennessey ZR750 doing what it does best at the Lonestar Motorsports Park. Turning us on, turning some mean corners and making some horrifically monster growling sounds.
[via streetfire]

To be fair, it's not the first ZR1 to take a dive. But it's the first we've heard of that wasn't at a media event being driven by our former boss-man, Mike Spinelli. The good news, like Spinelli's dented ZR1, is it appears most of the goodies are in perfect condition. Everything that isn't the driver's side rear fender, rear fascia and driver's side rear suspension is still in working order. The car only has 1,227 miles on it and it's got the premo package, so there's a lot there for your salvage-buying dollar. We're just a little weepy over the crackup... give us a second here... phew, okay, we teared up for a moment but we're back.

Anyway, the starting bid is sitting at $75,000 and if you want to "Buy-It-Now" the price is set at $97,500. You have two options here; You can either work with your local stealership and repair the car to its former glory or use its guts as the single greatest kit car or Se7en starting point ever. Hey, whatever you do, it's bound to be be better looking than the Mantide. Paging Doctor Groner, Doctor Matt Groner. [Corvette Blogger]

Damiano, from The Italian Junkyard, was kind enough to share with us his live coverage of the Stile Bertone Mantide reveal at the Balloco Fiat Proving Ground in Italy. As you can see in the images below, what you're looking at is the real, fully-running Mantide including it's full alcantara-covered, spartan, race-like interior and a cleverly disguised 638-horsepower, supercharged LS9 V8 from the donor Corvette ZR1. Like us, Damiano is absolutely in love with the Mantide, proving even more so, that you need to see this car in person to fully appreciate its complexities and design prowess. Maybe these shots will help change your mind too...or maybe not. Just remember Mr. Castriota's watching.

If you haven't already done so; check out our live Shanghai Auto Show coverage of the Mantide and our interview with the car's designer, Jason Castriota. [via TheItalianJunkyard]

There's something we really hate and that's covering bespoke supercars we'll never own, built specifically for the über-rich. Really though, we secretly like the Mantide. Okay fine... we love it. Designed by Jason Castriota of Pininfarina P4/5 fame, the Bertone Mantide had its coming out party today at the Shanghai Auto Show to one very surprised writer — me. I honestly thought that I'd hate this thing, thinking to myself; "Ick, another Corvette-based supercar?" But it truly is a beautiful work of art, best appreciated in the flesh.

Stile Bertone started with the best 'Vette platform yet, the 638-horsepower supercharged LS9 2009 Corvette ZR1. By creating the Mantide's body shell in carbon fiber, they were able to shave off 220 lbs from the already lightweight ZR1 allowing it to rocket to 62mph in 3.2 seconds and break police radar detectors and lasers with its 217mph top speed.

[via Bertone]

For those who haven't been following the documentary, this vehicle is a one-off multi-million dollar supercar being created by Bertone and designer Jason Castriota of P4/5 fame.

From this heavily photoshopped photo we can start to see the shape of the vehicle, including the protruding grille, extended greenhouse and an abundance of side features. Most curiously is the object sticking out above the rear wheel. Is it a piece of testing equipment? Is it a duct of some sort? Is it there to make us look silly when we photoshop this picture? We're not sure. You can click here to see the original.

[AutoBlog, TwitPic]

The Chevy/Holden/Opel/Vauxhall AmperVolt? Meh. There couldn't be a better green car for the environmentally responsible crowd to be smug about than the electric ZR1. It's so electric, it'll send a jolt to the competition with uninterrupted green performance thanks to its optional 6-mile long extension cord. Pick one up today at your local Hangin' Byathread Motors. We'll be picking one up soon with the dual-speed, performance Makita Power Exhaust system. It's gonna be badass.

[Vette Collections via YouTube]

John Heinricy stepped down this past October from his position as Director of GM Performance Division, likely knowing that his group would be disbanded in the wake of the Carpocalypse. But all is not lost. Another performance guru with the same initials has brought him on as a consulting engineer to test the Corvette ZR1-based HPE ZR700. Should be fun considering this is the same guy who set the fastest production sedan lap time in a 2009 Cadillac CTS-V on the famed Nurburgring Nordschleife.

John Hennessey has gotten a bad wrap in recent times due to a supposed scandal involving a couple of his customers Dodge Vipers. The internet lit ablaze with this news, but here's proof that he's still considered to be one of the best in the business.

Maybe it's time for another visit out to the Lonestar Motor Park.

[via Hennessey]

We're giddy at the thought of Hennessey Motorsports LS9 swapped 705hp HPE700 Camaro that we showed you earlier in the month, but the $109,000 price tag makes us a little weak in the knees because it's. Still. Just. A. Camaro. Now, give us that performance package in the Corvette and we'll be ever grateful. Thankfully John Hennessey knows what we like as evidenced by the clips of the HPE ZR700 Corvette running on a rolling-chassis dyno and launching down the 1320.

Hennessey ZR700 Quarter Mile: 11.03 @ 136 mph


The HPE ZR700 package will exchange your hard earned dollars for a 67 horsepower increase over your stock Corvette ZR1. That's a total of 705 horsepower and an extra healthy dose of 717 lb-ft of torque, enough to rocket this blue collar supercar to an estimated 212mph and as evidenced above, a 11.03 quarter mile time at 136mph. It doesn't matter what anyone says- that's fast. Helping to reach these power numbers are a supercharger pulley and blower snout upgrade, increasing boost from 11 to 14 psi; an intercooler upgrade; K&N air filter system; stainless steel 1 7/8 inch headers; high flow catalytic converters with mid pipes; and a reprogrammed engine management computer.

While a price has yet to be set, we spoke with Mr. Hennessey himself last month and he told us that you could buy the whole package from HPE or you can purchase the parts individually for a lower price. That doesn't neccessarily clue us into a price, but if you know Hennessey Motorports, it won't come cheap. Also in the pipeline is the ZR750, a 755 horsepower version with an earth rotating 730lb-ft or torque, though it'll come at a later date.

If you're reading this John, we'll put our Moms up for sale to be first in line to drive either of these beasts. Hell, we'll sell our entire families. And no, we're not kidding about that.

For comparisons sake, the baseline dyno run with a stock 2009 Corvette ZR1:


Here are the specs:

ZR700 - 705 HP Engine Upgrade

# Power: 705 HP @ 6,400 rpm
# 717 lb-ft Torque @ 3,800 rpm

Performance:
# 0-60 mph: 3.1 sec.
# 0-150 mph: 13.9 sec. (stock = 17.1 sec.)
# 1/4 mile: 11.0 @ 136 mph (tested on factory Michelin tires)
# Top Speed: 212 mph (estimated)

Inlcudes:
# Supercharger Pulley & Blower Snout Upgrade (increases boost from 11 to 14 psi)
# Intercooler System Upgrade
# K&N Air Filter
# Re-program Engine Management Computer
# Stainless Steel 1 7/8 inch Headers
# High Flow Catalytic Converters with Mid Pipes
# Hennessey & ZR700 Exterior Emblems (Optional)
# Hennessey ZR700 Premium Floor Mats
# Professional Installation at HPE
# Dyno Testing & Tuning
# Available Now on an Installed Basis at HPE. Includes Limited Warranty
# Mail Order Kit Available by May, 2009

ZR750 - 750 HP Engine Upgrade

# Power: 755 HP @ 6,600 rpm
# 730 lb-ft Torque @ 4,000 rpm

Inlcudes:
# Supercharger Pulley (increases boost from 11 to 14 psi)
# Blower Gasket
# K&N Air Filter
# Re-program Engine Management Computer
# 6600 rpm Rev Limiter (200 rpm over stock)
# Stainless Steel Headers
# High Flow Catalytic Converters with Mid Pipes
# High Flow Cylinder Heads
# Camshaft Upgrade
# Hennessey & ZR750 Exterior Emblems (Optional)
# Hennessey ZR750 Premium Floor Mats
# Available as a Mail Order Kit as well as Installed at HPE

Rear Wheel Horsepower: Stock ZR1 vs Z700 Upgrade.


Rear Wheel Torque: Stock ZR1 vs Z700 Upgrade.

Yum.

[via Hennessey Motorsports]

Sure, we still liked offerings from both the Far East and Europe, but, overwhelmingly, our favorites hailed from Detroit. Believe it or not, there was a discussion earlier this year as to the appropriateness of having a road test editor who was so anti-American cars. That’s no longer a topic of conversation; check out the 11 most popular reviews, listed in reverse order below, and I think you’ll see why.

Click on the images below to read the stories.

11.) 2009 Acura TSX

Jalopnik's Take: Ray summed up the TSX in four words: "competent yet remarkably boring." I’d add “the most attractive use of Acura’s buck-toothed front end, but that’s not saying much.” According to Acura, the TSX’s buyer is looking for a well-made, fully-featured, reliable vehicle. While we acknowledge that many people fit that profile, we don’t.
How Many Readers: 20,464
How Much: $29,160
How Many Horsies Under The Hood: 201

10.) 2009 Honda Fit

Jalopnik's Take: I had to choose between driving this, or the ZR1. You might be surprised to hear that I thought about that for more than 10 seconds. The Fit’s always been the fun choice for those needing a practical small car on a budget. John Krewson found that, for 2009, it’s ramped up that practicality without sacrificing too much in the way of fun. He also made friends with it. He’s a bit weird.
How Many Readers: 24,860
How Much: $14,550
How Many Horsies Under The Hood: 117

9.) 2008 Smart ForTwo

Jalopnik's Take: I get really fed up with people’s preconceived notions about cars. More people have more preconceived notions about the little Smart than just about any other car, so I wrote this one to address those notions. In hindsight, I probably should have provided more justification for the “it’s not gay” part.
How Many Readers: 24,964
How Much: $18,500
How Many Horsies Under The Hood: 70

8.) 2009 BMW X6

Jalopnik's Take: This one was a complete surprise. BMW’s range has really lost its “Ultimate Driving Machine” edge. They don’t steer that well anymore, they’re not that involving. Bizarrely, despite its complete absence of steering feel and complete reliance on involvement-removing performance aids, the X6 is really fun to drive. It’s the size of a Suburban, but goes like an M3. You sit 10-feet off the ground, but there’s no dive and no roll. The X6’s capacity for cornering is unlimited. When the torque vectoring differential BMW calls Xdrive trickles down to a more obvious performance application it’s going to be big news. Mark my words.
How Many Readers: 26,616
How Much: $63,225
How Many Horsies Under The Hood: 300

7.) 2010 Ford Fusion Hybrid

Jalopnik's Take: Ray ordered me to win the mileage challenge Ford held for journalists. So I did, getting 43.8 MPG driving through LA traffic. Most journalists got between 32 and 37 MPG, which is more realistic for the average driver. That’s only part of the story however, the Fusion Hybrid is good-looking, good to drive and, for the class, has a nice interior. All that’s wrapped up in a reasonable price tag. It’s not the kind of vehicle we fall asleep dreaming about, but it is the kind of vehicle people are going to buy in big numbers.
How Many Readers: 27,344
How Much: $27,270
How Many Horsies Under The Hood: 191

6.) 2009 Subaru Forester

Jalopnik's Take: the Forester was always the anti-SUV, all capability and no pretense. For 2009 it gains a tall, SUV-style body, which, too many, is a huge step in the wrong direction. Despite this, it retains all of the utility it’s become famous for while proving fun to drive both off-road and on.
How Many Readers: 27,439
How Much: $26,195
How Many Horsies Under The Hood: 224

5.) 2010 Ford F-150 SVT Raptor

Jalopnik's Take: We didn’t actually drive the Raptor — no one outside Ford has yet — but we did ride in one and, as you’d expect from a beefed-up off-roader built for speed, it was awesome. I’m looking forward to driving this more than any other vehicle in 2009.
How Many Readers: 29,968
How Much: n/a
How Many Horsies Under The Hood: 400

4.) 2009 Cadillac CTS-V

Jalopnik's Take: Cadillac reps had to order me out of the CTS-V after nearly four hours of continuous lapping at Monticello Motor Club. Combing detuned versions of the motor, brakes and suspension from the ZR1 with one of the nicest luxury sedans on the market is a winning formula, out M-ing or AMG-ing all comers. If Gawker paid me more, I’d buy one of these to live in.
How Many Readers: 30,531
How Much: $60,355
How Many Horsies Under The Hood: 556

3.) 2007 Honda Civic 2.2 CTDI Vs. 2007 Audi Q7 4.2 TDI

Jalopnik's Take: A real slap on the head moment, this. Guess what? Diesels are great to drive and can deliver ridiculously good mileage. While trying kinda hard (sticking to speed limits, no aero mods) we got 72.4 MPG highway from the Civic and 33.2 MPG from the 550 Lb-Ft Q7. Yes, that’s ridiculous, and no, we don’t know why you can’t buy them here.
How Many Readers: 35,410
How Much: n/a
How Many Horsies Under The Hood: 326-Q7, 138-Civic

2.) 2010 Ford Mustang

Jalopnik's Take: I’m not what you’d call a Mustang Person. I don’t watch televised sports. I don’t own a single pair of cotton hammer pants. But, when equipped with the optional Track Pack, the 2010 GT won me over. Know the romantic image saying “Ford Mustang” conjures up somewhere in the back of your mind? The one involving the PCH and lots of cheesy helicopter shots? The 2010’s handling, looks and driving experience finally live up to that.
How Many Readers: 36,148
How Much: $27,995
How Many Horsies Under The Hood: 315

1.) 2009 Corvette ZR1

Jalopnik's Take: The most anticipated car of the year lived up to the hype by being faster, better handling and more involving than anyone could have possibly hoped. I’ll remember the day I spent driving it at the Lutz Ring as one of the highlights of my career and, to this day, have a hard time conveying the experience in words. The ZR1 single-handedly convinced me that the American car industry has a bright future; there’s no better car made anywhere in the world.
How Many Readers: 77,053
How Much: $103,300
How Many Horsies Under The Hood: 638

When Jeremy Clarkson first reviewed the ZR1 he claimed love for the American-made supercar despite the propensity for it to disintegrate. In his year-end retrospective for the Sunday Times he essentially repeats this claim but says, despite this, it was the best car of the year.

And then out of nowhere came the ZR1, which has a supercharged V8 that manages to be both docile and extraordinarily savage all at the same time. I’ve been trying to think of a dog that pulls off a similar trick, but there isn’t one. And anyway, this car is not a dog.

Oh, it’s not built very well. After just three days in my care, the boot lock disintegrated and the keyless go system refused to acknowledge the keys were in the car, but I didn’t mind because there is simply no other car that looks this good, goes this fast – in a straight line and around corners – and that most of the time bumbles about like a forgetful uncle. And when you throw in the price tag of just £106,690 – lots for a Corvette but modest next to a similarly powerful Ferrari – the case for the defence can sit down and put up its feet knowing that the prosecutor simply has nowhere to go.

It is an epic car and I’m only sad that unless the healthcare and pensions company that makes it can be turned around, it will be the last of the breed.

By selecting the new Corvette ZR1 as the best car of this past year Clarkson is agreeing with our ZR1 review, in which we stated it was "the best car ever made" and had an Amerigasm so massive the earth shook. He also seconds our fear of the Carpocalypse halting the return of the great American car.

Of course, he has some bad things to say about the Chrysler Sebring but, c'mon, who doesn't hate the Sebring?

The Sebring is an extraordinary car. Ugly to behold and hateful to drive, it is not cheap, elegant, comfortable, practical, prestigious, clever, economical, luxurious, well designed, well thought out or, if the rental car I drove in America this year is anything to go by, especially well made either.

As always, it's an entertaining read. Hat tip to Manic Synic.

[Times Online]

Photo Credit: TopGear.com]