The Willy-Wonka-ready sports car was covered with cling wrap before pouring the molten chocolate over it and for added artistic effect, the creators used white chocolate for the headlights.

(Hattip to Angus!) [djmick via topcultured]

In honor of the American Medical Association changing its policy on medical marijuana Tuesday, we bring you this list of five pot-friendly car flicks—and one bonus flick to sober up to. Were you the type of person to partake (and don't worry, we know you're not), this is what you would watch.

La Carrera Panamericana With Music by Pink Floyd

Year Debuted: 1992, VHS/DVD only
Director: Ian McArthur
Length: 65 minutes

Why Get Baked? Two decades ago, David Gilmour and Nick Mason of Pink Floyd ran La Carrera in a Jaguar C-Type replica while a friend filmed the competition. They then came home, set the whole thing to music, and packaged it for sale. The footage is often cheesy, the sound mix isn't always that great, and you have to be able to tolerate (or preferably enjoy) Pink Floyd, but under the right circumstances, it's the ultimate car-freak chill film. The 65-minute video works best when set on an endless loop in the garage while you're...er...fixing stuff. Yeah—that's all you do out there. Fix stuff.

C'était un Rendezvous

Year Debuted: 1976
Director: Claude Lelouch
Length: 9 minutes

Why Get Baked? Because it's short, romantic, and set to the yowl of a Ferrari 275 GTB. Because it's gloriously detailed—See the pigeons? See the fleeing pedestrians? See the mother on the sidewalk yanking her kid out out of the way?—and rewards repeat viewing. Because it's so multi-layered, it may as well be a cake. And because it's French. And the French always crack your mind open.

The Blues Brothers

Year Debuted: 1980
Director: John Landis
Length: 133 minutes

Why Get Baked? One word: Stax. The car chases are fantastic, the jokes are timeless, and the look on Dan Aykroyd's face—ever solemn, ever grave—is worth the price of admission. But the music is what keeps you coming back. Aykroyd and Belushi's sidemen were little more than the house band from legendary Memphis soul shop Stax Records, and every note they play drips with the hard-earned funk of an all-night tracking session. Few things drop you into a groove like watching a Dodge Monaco take over the world. Fewer still can claim to have an eight-track full of Sam and Dave.

Ronin

Year Debuted: 1998
Director: John Frankenheimer
Length: 122 minutes

Why Get Baked? It's probably safe to say this is the only movie that combines the ear-melting howl of an E34 BMW M5 with the iron-jawed mugging of a middle-aged Robert Deniro. John Frankenheimer—the same man responsible for the epic Grand Prix—directed this one, and it's home to three of the best chase scenes ever filmed. The near-psychotic attention to detail (e.g., the M5 in question is a European-spec car and actually sounds like one) will likely freak you out, but even if you don't know how to spell your own name, the caper plot is easy to keep up with.

Corvette Summer

Year Debuted: 1978
Director: Matthew Robbins
Length: 105 minutes

Why Get Baked? Ingredients: One stolen Corvette. One post-Star-Wars Mark Hamill, deep in the throes of "Hey! I can be more than Luke!" typecasting paranoia. One road trip to get said 'Vette back. And a director who loves his four-wheeled cast so much that the main character comes across as little more than a background prop. Yes, it's cheesy. Yes, it's kitschy. And yes, you might fall asleep. But hell, this thing only makes sense when you're high.

Sober-up Special: Fifty Years of Formula 1 On Board

Year Debuted: 2004, DVD only
Length: 60 minutes
Director: N/A

Why Get Baked? In a word, don't. This is for when you really, really need to sober up. At $34.95 for an hour-long DVD, it's by no means cheap, but it's also more effective than mainlining an oil drum full of Red Bull. Play the clips chronologically, and you'll get a gentle wake-up call that transitions into a full-on, goes-to-eleven smackdown. Stirling Moss testing at Goodwood? Relaxing. Patrick Depallier doing an entire lap of Long Beach sideways? Attention-getting. Ayrton Senna going absolutely batshit during qualifying at Suzuka? Welcome to the world of the coherent. Now put some Visine in your eyes and try not to empty the fridge.

This rumor, may be loosely confirmed by a second source — if we're counting a TeamSpeed forum post stating the same bits of information we've received. While not as hardcore as the GT3 or GT3 RS, the Carrera Supersport will retain the same C4S-based widebody, but will be considered a grand touring car rather more so than the aforementioned brightly colored track rats. We currently know that it will feature Fuchs-style wheels, a double bubble roof, a ducktail spoiler and will feature a primer gray colored paint job. The interior will feature a retro throwback brown leather interior.

No power numbers have been given at this point, but we can expect the very limited edition Supersport will empty your wallet by about £135,000 ($222,223 USD). We're lazy fixing our plumbing problems, so expect more information as it leaks out over the next couple months. [TeamSpeed]

Teamspeed member, Peloton, took his $440,000 2005 Porsche Carrera GT in for its four year check up and was nice enough to share in the carnage. Just take a peak at the engineering techno-marvel, carbon fiber monocoque chassis and sub-frame as well as the super trick inboard coilover suspension set up and you'll immediately know why the CGT was (and is) so special.

The carbon fiber monocoque tub and related sub-frame were developments from the 911 GT1 motorsports program and helped pave the way for future exotics like the Enzo Ferrari. Besides the obvious racing-inspired technology, the chassis also benefited from the use of carbon fiber by being stronger, lighter and more safe; ultimately providing the driver with more direct chassis feedback and a more exciting driving experience.

Porsche engineers used a development of the 911 GT1 suspension system in creating the Carrera GT, giving split second response and confidence-inspiring behavior. The CGT utilizes pushrod suspension with double track control arms with coilovers operated by stainless steel pushrods and pivot levers, separating the suspension guidance from the spring action. This system is attached directly to the carbon fiber monocoque chassis for intensely detailed driver feedback. Negative acceleration is provided by the Porsche Ceramic Composite Brake (PCCB) system with cross-drilled 14.96 inch discs at all four corners.

The engine is another technical marvel that's worth mentioning. Originally developed as a 5.5 liter by Porsche's racing division for a still-born Le Mans Prototype (LMP) program in 1999, it was shelved for a number of years to free up engineering resources to develop the Cayenne SUV. Once Porsche realized it had a stupendous engine just sitting around and with their new LMP program utilizing a 3.4 liter naturally aspirated V8, they decided to go full bore to create the Carrera GT. The original 5.5 liter V10 was put to use in the Carrera GT concept shown at the 2000 Geneva Motor Show, but the production version received a 68-degree V10 enlarged to 5.7 liters.

An interesting bit about the engine is that it's a functional load-bearing piece of the overall chassis structure and the block has been built so strong, that there is zero distortion to the cylinder bores. In order to keep the engine low in the chassis, Porsche engineers looked to keep the engine as short as possible and did so by eliminating cylinder liners, instead coating the cylinders with a nickel and silicon solution that improves the overall durability of the 8,000 rev per minute engine. Another thing Porsche's engineers applied; a dry-sump lubrication system, that helps improve overall engine height, weight and reliability. As with other modern Porsches, the Carrera GT is water cooled and features a motorsport-inspired closed-deck architecture allowing for the cylinders to be cooled by internal water chambers. These goodies, all combined, help the Carrera GT produce 605 horsepower at 8,000 rpm and peak torque or 435 lb-ft.

Helping transmit the German-bred horsepower to the ground is the first usage of the Porsche Ceramic Composite Clutch (PCCC), which we can see in a couple of the above images. The PCCC is a very compact unit, helping to keep the center of gravity low and also providing a positive effect on the engine's overall dynamics. Typically, the ceramic composite clutches used in motorsports have a relatively short life span, but the PCCC features a twin-plate dry clutch, carbon fiber and silicon carbide design, providing strength, lightness and an extended service life.

Sitting above all of the technical giz-bang wizardry is a ball-shaped birch/ash wood shift knob set there to remind Carrera GT drivers of the balsa wood shift knob that sat in the 1970 Le Mans-winning Porsche 917. Oh yeah, that's Bruce alright.

(If you've got a Supercar Teardown story you'd like to share, please email us at autoinsider@jalopnik.com and we might feature yours in an upcoming installment)

[via teamspeed, youtube]

This is getting to be an epidemic here lately. First it was the flying M5, then it was a disintegrated SLR, followed closely by an upended M3. It's craziness. If you have a very nice, very fast car DO NOT GIVE THE KEYS TO YOUR DUMB KID. Given the baked-in stupidity of your average teen, mixed with the "Look how cool I am" braggadocio inherent in prom night, one would think this idea would have been self-evident to the Florida family who handed over the keys to little Timmy so he could impress his prom date. We have a secret for you, Timmy's dad: If you're loaded enough to have a Porsche Carrera GT, and Timmy can't seal the deal without driving it, little Timmy is a failure.

New Engines, Double-Clutch Transmission and Electronically Controlled All-Wheel-Drive

Atlanta, June 25, 2008 - New engines, all-wheel-drive systems, transmissions, interior features and exterior cues will mark the evolutionary advances of the new 2009 Porsche 911 Carrera 4 and Carrera 4S models upon their introduction this fall when they join the already announced two-wheel-drive 2009 Porsche 911 Carrera and Carrera S.

Like the improvements to the rear-wheel-drive models, the combined changes for the Porsche 911 Carrera 4/4S will result in enhanced performance coupled with better fuel economy and reduced emissions.

The output of the 3.6 liter engine in the Porsche 911 Carrera 4 increases by 20 horsepower to 345 hp. The Porsche 911 Carrera 4S with its 3.8 liter engine is equally impressive, with an increase of 30 horsepower to 385 hp.

The revolutionary PDK works in conjunction with direct fuel injection for the flat-six engines and electronically controlled all-wheel-drive system to provide these seemingly diverse improvements to performance, fuel-economy and emissions.

The new generation of the Porsche 911 Carrera 4/4S replaces the former all-wheel drive viscous multiple-plate clutch system with a more dynamic electronically controlled PTM (Porsche Traction Management) system. This system, originally developed for the Porsche 911 Turbo and adapted for the normally aspirated variants, combines the driving pleasure typical of Porsche with a high level of driving stability, traction and agility, which is further enhanced by a (now standard) mechanical locking rear axle differential.

Standard on all versions of the new model are a proven six-speed manual transmission. As an alternative, the new Porsche 911 Carrera 4/4S are available with the Doppelkupplungsgetriebe or double-clutch, which replaces the Tiptronic S automatic transmission. The PDK offers faster gearshifts and better fuel efficiency. The PDK gearbox comes with seven gears shifting hydraulically without the slightest interruption of traction and pulling force.

The new generation of the Porsche 911 series visually stands out through discreet, but striking, modifications to the front and rear lighting. The new models come with BI-XENON™ headlights and new LED daytime driving lights. The redesigned rear-light clusters feature LED technology. For the first time in a 911, Porsche offers dynamic bending lights as an option, which moves in the direction the steering wheel and the car is turning.

The Porsche Carrera 4 models retain a rear muscular stance, as before, 1.73-inches wider than the two-wheel drive version. A new reflector trim bar between the LED rear lights gives the rear end of the new car even more character.

The most compelling interior upgrade is the new Porsche Communication Management (PCM) 3.0 which features a touchscreen for simplified operation of the audio system as well as the optional hard-disk-drive navigation system. Other important additions to PCM 3.0 are the new options of XM radio with XM NavTraffic capability, Bluetooth® connectivity, iPOD® port, USB port and auxiliary jack.

The 2009 Porsche 911 Carrera 4 and Carrera 4S Coupe and Cabriolet models will be introduced in the U.S. on October 25, 2008. The 911 Carrera 4 Coupe is priced at $81,700, while both the 911 Carrera 4 Cabriolet and 911 Carrera 4S Coupe are $92,300. The 911 Carrera 4S Cabriolet is $102,900.

To make Porsche feel better, many other companies will be racing around the 'Ring, lowering the average times. We're cool with the Audi R8 V10, and the TT-RS is probably pretty quick but... the 2010 9-4x? We're guessing the Porsche is faster than that. [InsideLine]

Porsche today disclosed photos and details for the next generation 911 model series. Four new 911 models go on sale in September in North America - the 911 Carrera Coupe, 911 Carrera Cabriolet, 911 Carrera S Coupe, and 911 Carrera S Cabriolet. All offer a higher level of performance thanks to their all-new flat-six engines displacing 3.6 and 3.8 liters respectively. And for the first time in a Porsche sports car, engines utilize direct fuel injection (DFI) and can be coupled with the new optional 7-speed double-clutch gearbox Porsche-Doppelkupplung (PDK), racing inspired technology and a Porsche first. The result of these new technologies allows Porsche to once again boost performance of the 911, yet improve fuel efficiency by up to 13 percent as measured in the European driving cycle.

Maximum output of the 911 Carrera with its 3.6-liter engine is up by 20 horsepower to 345. The 911 Carrera S with its 3.8-liter engine is equally impressive, up by 30 horsepower to 385. With this extra power, the Carrera S now offers a top speed of 188 mph.The new generation 911 is available for the first time with the new Porsche-Doppelkupplung (PDK), Porsche's double-clutch gearbox. The seven speed gearbox combines the driving comfort of an automatic transmission with the gearshift capacity of a sequential gearbox used in race cars. Since Porsche's double-clutch also boasts an automatic gearshift function, it replaces the former Porsche Tiptronic S automatic transmission on both the Carrera and Carrera S. PDK improves acceleration while reducing fuel consumption over the previous generation of Tiptronic S equipped 911s through optimized and adaptive gearshifts.
Porsche developed this gearshift principle for racing no less than 25 years ago. It features two parallel clutches to eliminate any interruption in power delivery and eliminates even the slightest break between gears. Porsche factory drivers benefiting from this technology were able to accelerate faster than their competitors and keep both hands on the wheel while shifting gears, thus avoiding even the slightest distraction. This pioneering achievement from Porsche's racing efforts now gives the new 911 Carrera and Carrera S even better performance. The Carrera equipped with PDK covers 0-60 mph in 4.5 seconds and the Carrera S reaches the same speed in 4.3 which is 0.2 seconds faster than with a manual six-speed gearbox. The customer in search of optimum driving dynamics even has the option to combine PDK with Porsche's optional Sport Chrono Plus including Launch Control. The result is high-speed acceleration free of wheel spin from a standstill and a racing shift pattern to further boost performance. The Carrera equipped with the Sport Chrono Plus accelerates from 0 to 60 mph in 4.3 seconds while the Carrera S sprints to 60 mph in an outstanding 4.1.

Exterior enhancements of the new 911 stand out clearly through innovations in design and technology. The refined front bumper has larger air intakes which signal an increase in power and the newly designed dual-arm exterior mirrors give a larger field of vision to the rear of the car. LED daytime driving lights and bi-xenon headlights will be standard on all new models, as well as LED tail and brake lights. This gives the 911 an even more distinctive style and a truly unique look from the front and rear. As a further option, Porsche now also offers Dynamic Cornering Lights on all models. In Porsche fashion, these new refinements do not change the drag coefficient of the 911 as it stays at a remarkable 0.29.

The latest Porsche Communication Management system, PCM 3.0, which includes a new touchscreen feature, will be standard on all new 911s. Along with this upgraded system, options such as a hard disk drive navigation system, XM radio with XM NavTraffic capability, Bluetooth® connectivity, iPOD® port, USB port, and aux jack will be available.

2009 911 U.S. pricing starts at $75,600 for the Carrera Coupe, $86,200 for the Carrera Cabriolet and the Carrera S Coupe, and the Carrera S Cabriolet is $96,800.

Powering the V-Dub Carrera van is the 140 HP 2.0-liter turbo-diesel. That's good for 0-to-60 in 10.6 seconds. We're not sure if that makes it technically the first diesel Porsche or not. Probably there's rules on that like you have to have an actual Porsche badge on the vehicle and it had to have been built by the German automaker that now pretty much owns this one. Whatever. Those are like technicalities. Either way, we'd be more than happy to run errands with this thing. [Bil.feber via CarScoop]

Press Release:

25 x pure uniqueness! Extremely limited series of the GEMBALLA Mirage GT

· Strictly limited to 25 cars
· Prominent clients from all over the world
· Extremely extravagant real-carbon exterior concept
· Three-part forged wheels, available in 19" and 20"
· Luxury carbon, leather and Alcantara interior
· Multimedia touch-screen information system

Phase 1 increased performance

Porsche Carrera GT, one of the finest sports supercars, had a limited series production of roughly 1380 models. Owners of these completely sold-out vehicles, GEMBALLA gives the chance to top this exclusiveness. The Porsche customizing specialists of Leonberg, Germany transforms the Carrera GT into the GEMBALLA Mirage GT; offered in an extremly limited series of only 25 models. More than half of this series is already sold. Customers including several prominent ones, place their trust in the technical expertise of GEMBALLA assuring unquestionable singular uniqueness of their Mirage GT.

One thing is quite certain; a Mirage GT driver will find no better individualization anywhere. But GEMBALLA not only offers its Carrera GT-conversion on an extremely limited scale of 25 exemplars. Over and above this, every Mirage GT looks different. First of all, this is because no vehicle comes in the same colour. GEMBALLA here of course follows individual customer preferences. A well-known professional soccer player, for example, chose black with extravagant glitter finish. Secondly, the Mirage GT's interior is uniquely distinguished as well. GEMBALLA made certain that the interior components such as carbon parts and leather are always furnished in different varied combinations. Eleven Mirage GTs have already been customized by GEMBALLA. Further vehicles are currently under modification. Those who would like to order and savour the exclusivity of a high-tech products, must hurry!

The Carrera GT engine is a dream. A meaty 5.7-litre V10 boasting 612 horsepower. What more could one want? More power of course! GEMBALLA operates on the same principle as racing drivers: "You can never have too much power". By modifying the engine management electronics, GEMBALLA has been able to squeeze out a further 40 bhp of power and 20 Nm more torque for the V10, slicing off 0.1 seconds off the time it takes to go from 0 to 100 km/h. The fully stainless steel exhaust system now resounds through four tail pipes instead of the standard two. GEMBALLA has positioned the two extra tail pipes where the reverse and fog warning lamps used to be. The tuning specialist has relocated the two lamps to beneath the rear diffuser.

Complete racing look

With the GEMBALLA AERO-CONCEPT, the Mirage GT looks like it is planning to enter the Le Mans 24-hour race. The most conspicuous change to the front are the additional air intakes on the new front spoiler. In addition, GEMBALLA embellished the component with a spoiler lip. The bonnet has also been replaced. In the area between the wheel housing and door GEMBALLA has replaced the standard side panels with its own mudguards, with reshaped openings which blend harmoniously with the original design. Down below, new side skirts lend the vehicle a muscular line. They also come with a cooling vent for the breaks at the rear. One thing is certain! The racing look is enhanced by the new rear skirt, with its aerodynamically optimised mid section for more downforce on the rear axle. GEMBALLA's AERO-CONCEPT considerably increases the air stream through the car's body, which is the pre-condition for the cooling of the next power upgrade to 800 hp currently being in preparation.

The lion's share of the extra downforce over the production-line vehicle is due to the mighty GEMBALLA rear wing that adorns the rear of the car. It comes with an electronically controlled flap in the middle, which snaps up at speeds of up to 120 km/h to increase downforce in curves and integrates itself again smoothly into the rear wing structure above 120 km/h. The increase in downforce is approx. 30 kg at the front axle and up to 85 kg at the rear axle. The roof line of the GEMBALLA Mirage GT also starkly differs from the standard Carrera GT. The front section of an airbox has been integrated into the new GEMBALLA hardtop. This ends in an air duct that runs along the back of the tailgate installed by GEMBALLA and supplies the power-enhanced V10-engine with more air to breathe.

With the GEMBALLA AERO CONCEPT, the Mirage GT fits perfectly into the starting line-up of any FIA-GT race. Not least also because of the materials used by GEMBALLA - all parts of the body of the Mirage GT are made of carbon fibre; a material common in the world of racing.

The GEMBALLA Mirage GT also sports a high-tech pair of "shoes". GEMBALLA fits the three-part rims, with their fully-milled spoke wheel centre front (9.5 x 19˝) and back (12.5 x 20"). Excellent road holding is guaranteed on the front axle by 265-35 R 19 tyres and on the rear axle by 335-30 R 20 tyres.

Finest interior components

The motor sports look created on the outside thanks to the carbon components is resumed in the interior. GEMBALLA has restyled the central console, which likewise consists of this high-grade material. This is joined by countless other carbon components, such as, for example, the door cladding. GEMBALLA has also integrated a multimedia touch-screen information system into the central console. In addition, the passengers' senses of sight, smell and touch are also spoilt by the finest leather and luxury carpets. The modified steering wheel allows the driver to keep a strong grip on the reins of the GEMBALLA Mirage GT.

The Mirage GT is an impressive example of GEMBALLA's capability, and represents high-end tuning at its best. The cost of the comprehensive conversion, which can only be carried out by GEMBALLA, starts from EUR 229,800 plus local VAT.

Related:
Your Moment of May Day Zen

...it turns out the only thing the same between the story as initially reported and the story the Post ran was the fact the driver broke his foot. Autoblog's got a good summary of the story of how to crash a $440,000 car — or you can head over to the Post for all of the less-than-salacious, but large-in-typeface details. – Ray Wert

FROM 440G TO A WRECK IN 1 SEC [NY Post via Autoblog]

Related:
I Wanna Be Like Enzo! Carrera GT Attempts to Eat Pole, Fails; Carrera GT Crash Update [internal]

Auto mod house Rinspeed may be best known for such outrageousness as the Zazen concept, with its holographic brake light, and single-section roof dome fashioned by space-age materials by Swiss elves, but it also builds more accessable tuners. Take the new Cayman Imola (above), which sports a 997-Turbo-look body kit that includes a lowdown front dam, air intakes that could suck in low-flying geese, "king me" hood graphics and a high-design rear diffusor insert. It also gets headers, metal catalytic converters and stainless steel exhaust, five spoke aluminum wheels, suspension kit that's 25mm lower than stock and various manner of interior finery. Its Indy 4S sibling is Rinspeed's take on the Porsche 911 Carrera 4 & 4S. It gets the same treatment. Click through for more pics.

More at Rinspeed

Related:
More on the Rinspeed zaZen Concept; Make a Left at HMS Dorsetshire: Rinspeed Splash Breaks Record for English Channel Crossing [internal]

The Heads that are of the Piston variety report on a story in this week's Autocar indicating Porsche is going after the Bugatti Veyron with a LeMans-style racer for the well-heeled public. Word is, the GT1 will be based on, but far outperform the Carrera GT supercar, with 950 hp and a top speed of 254 mph. It'll have a new nose and tail, presumably to further reduce lift. The finished product is said to arrive in 2009, possibly with a twin-turbo V10 or worked-over V8.

Porsche GT1 Emerges [Pistonheads]

Related:
They Don't Shoot 605 Horses, Do They? The Carrera GT is Dead [internal]

Why you should buy this car: Because you re not a getaway driver, but you d sure as Hell like to be.

Why you shouldn t buy this car: Once you get on the 911 ownership express, you can t get off. Don t get me wrong: sexually, you re still good. I mean there s nothing else on four-wheels worth buying — except more expensive variants: C4S, Turbo, Turbo S. And then they re-engineer the model and it starts all over again. The C4 may not be dangerous, but it s a dangerous addiction.

Suitability Parameters:
· Speed Merchants: Yes
· Fashion Victims: Yes
· Treehuggers: No
· Mack Daddies: No
· Tuner Crowd: No
· Hairdressers: No
· Penny Pinchers: No
· Euro Snobs: Yes
· Working Stiffs: No
· Technogeeks: Yes
· Poseurs: Yes
· Soccer Moms: No
· Nascar Dads: Yes
· Golfing Grandparents: No

Vitals:
· Manufacturer: Porsche
· Model tested: 911 C4 (997)
· Model year: 2006
· Price as Tested: $77,100
· Engine type: 3.6-liter DOHC 24-valve flat-6
· Horsepower: 325 hp @ 6100rpm
· Torque: 273 ft.-lbs. @ 2750 rpm
· Redline: NA
· Wheels and Tires: Pirelli 295/35ZR-18
· Drive type: all-wheel-drive
· 0 - 60: 5.2 secs.
· 1/4 mile: 12.9 secs
· Top speed: 174 mph
· Fuel economy city/highway: 13/27
· NHTSA crash test rating front/side/rollover: Not tested

[by Robert Farago]

Related:
Jalopnik Reviews: 2006 Porsche Carrera 4, Part 1, Part 2 [internal]

Exterior Design: *****
The 911 s highly-evolved form is a bit like democracy: you love it to the very core of your being, but you re not in love with it. The new gen 911 s Coke-bottle-meets-suppository shape is slightly more emotive, but it s still a sports car in an Armani suit: elegant without drawing attention to itself. In fact, let s face it, the damn thing needs spizzarkle. The beefier, wide-hipped C4 s adds a welcome bit of blingage, though not enough to worry the in-your-face aerodynamicists at Gemballa.

Acceleration: ****
Plenty of that, and smooth enough to make you wonder why the ABS kicked in when it s the rev limiter doing its thing. The fifth star is withheld because the C4 could easily handle four, maybe five hundred brake horsepower — which would elevate the car from stupidly quick to jet fighter fast. Although the forthcoming Turbo will do just that, we d like to see this car get a bit closer to the uber-Porker s prodigious power.

Braking: *****
Batten down the hatches boys. When you press the C4 s middle pedal anything that isn t welded to the car is going flying. Never in the course of automotive history has so much mass de-accelerated with such violence and self-assurance. Ceramic anchors are an expensive [and colorful] option, but the standard fit stoppers are more than strong enough for us to recommend that drivers with glasses should wear a Croakie and cinch that sucker tight.

Ride: *****
The old, relatively heavy C4 was a bit of a noisy, rough-riding thing, especially when fitted with high-performance rubber. Carve another notch in that engineering belt of yours Fritz; the Germans have found a way to add more comfort whilst dialing-in extra body control. The C4 still isn t a magic carpet for corner-aversive poseurs or cornerless Miamians, but why should we care about them, exactly?

Handling: *****
The C4 is handling. The Porker s unflappable chassis and the point-and-shoot four-wheel-drive system let this car do things with ease that lesser machines can t do. The C4 s ability to corner at fantastic speeds is simply awesome — in the original sense of standing mute in the face of God, not those socks are awesome. There s so much lateral force involved sports seats are go. We understand the perspective of purists who condemn the C4 as a de-skilling machine, who prefer cars that encourage them to let it all hang out. We ll be sure and wave as we pass.

Gearbox: ****
The six-speed swaps cogs with swift, sensual satisfaction. Although there s absolutely nothing wrong with the C4 s gearbox, it s high time Porsche joined the paddle shift brigade. Now that the Sultans of Stuttgart have bought a piece of VW, the installation of Audi s superb DSG system into the Porsche family of sports cars can t come soon enough.

Audio/Video: ***
The BOSE system kicks butt, but we have serious issues with Porsche s ICE and HVAC interface. When you consider the C4 s capabilities during glove-wearing weather, you ve got to wonder why Porsche opted for Chicklet-sized buttons. A touch screen would have been a better solution.

Toys: *****
The C4 is the ultimate toy.

Trunk: **
Everyday supercar yada, yada, yada. Once again, the C4 s four-wheel-drive gubbins rob the front trunk of half its cubic capacity. Given the G-forces generated, the rear deck s lack of a cargo net makes interior storage a deadly proposition.

Overall rating: *****

[by Robert Farago]

Related:
Jalopnik Reviews: 2006 Porsche Carrera 4, Part 1; Part 3 [internal]