The new design looks to feature a ZR1-style side scoop design, but unfortunately, due to a lack of rear shots, we've no idea whether the rear gets the same googly-eyed taillights as the last model. n2a's bringing both a coupe and a convertible version of the Anteros, with the black convertible built using a stock 2009 Corvette donor car. The drop-top features the 430 HP, 424 lb-ft of torque LS3 V8 under the hood. The silver coupe, pictured above and below, goes a bit farther up the performance stream, thanks to the donor body — a 2009 Corvette Z06, modified with Lingenfelter’s 630 HP performance package. All base models include a carbon composite body, hand-stitched leather interior, three-piece aluminum wheels, and a custom cat-back exhaust system. The best part? Chevrolet’s 100,000 mile powertrain warranty remains completely intact and the Anteros can be serviced at any GM dealership. Pricing for the turnkey Anteros coupe starts at $149,500 and the Anteros convertible starts at $154,500. Want to go for the high-powered version? Anteros coupes built on the Z06 platform start at $176,500. Performance packages ranging from 525-1000+ horsepower are available for an additional cost. Full press release below.

SANTA ANA, California, November 10, 2008 – n2a Motors, Inc. announced today that it will debut its latest model, the Anteros, at the Los Angeles Auto Show on November 21st.

Continuing a tradition of unique styling and impressive performance, the Anteros is built on the new 2009 Corvette platform and features a body reminiscent of iconic Italian designs. Built from modern lightweight carbon fiber, the Anteros is available with a variety of performance and appearance options. n2a Motors is taking orders for January 2009 deliveries.

n2a Motors will be displaying the first production convertible and coupe versions of the Anteros in their exhibit. The black convertible is built using a stock 2009 Corvette donor car, featuring the 430 hp/424 lb.-ft. torque LS3 V8 engine that gets 16 MPG city and 26 MPG highway. The silver coupe is based on a 2009 Corvette Z06 and is modified with Lingenfelter’s 630 horsepower performance package. All base models include a carbon composite body, hand-stitched leather interior, three-piece aluminum wheels, and a custom cat back exhaust. Chevrolet’s 100,000 mile powertrain warranty remains completely intact and the Anteros can be serviced at any GM dealership.

Each Anteros takes approximately 12 weeks to build from the time of order. n2a Motors starts by removing the donor Corvette’s body panels and installing the new carbon-composite Anteros body, a process that takes nearly 800 hours for n2a’s coachbuilding craftsmen to complete. The interior is entirely new with re-contoured leather seats, leather dash, Italian carpeting, and leather-wrapped interior panels, while the wheels and exhaust are removed and replaced with n2a’s custom-made components. The turnkey Anteros Coupe starts at $149,500 and the Anteros Convertible starts at $154,500. Anteros Coupes built on the Z06 platform start at $176,500. Performance packages ranging from 525-1000+ horsepower are available for an additional cost.

The Anteros is the follow-up to n2a Motors’ 789 model that debuted to critical acclaim at the New York International Auto Show in March 2008. Inspired by the designs of the 1957, 58, and 59 Chevrolets, the 789 was hailed as “merely the coolest car…on the planet” by the New York Times. The 789 is also built on the C6 Corvette platform and utilizes a carbon composite body. Coupe 789 models start at $139,500 and the convertible base model is $144,500. A convertible 789 will also be on display at the LA Auto Show.

The LA Auto Show is held at the Los Angeles Convention Center from November 21-30, 2008. n2a Motors can be found at the LA Auto Show in booth number K-620 in the Kentia Hall.

So it's an all-new Vette, with nothing from the factory, sporting hi-po parts and custom bodywork. What's not to love? Well, nothing really, it just makes us feel icky. Call us traditionalists, but a 'Vette should look like a Vette (we still have nightmares about Corvette Summer, so don't get us started) and this business of mixing peanut butter into one's chocolate makes it feel like we're seeing something... unnatural. And then there's the problem of a fully functional trunk in the back — heresy! Now, if the question goes from "do you like the design?" to "would you drive the hell out of it?" the question becomes an emphatic yes, but these fiberglass Frankensteins are still freaking us out. [Street Rods Only, via Corvette Blogger]

Autoweek goes on to look into their crystal ball and imagine a time when the C7 will actually bow as early as 2014 — yikes. Unfortunately, this doesn't sound terribly far-fetched to us. Considering the madness happening in Detroit these days, this kind of thing has to be expected, but these kinds of rumors always come as a shock. We love the current Corvette, but that's a long time to wait for the next iteration. [Autoweek]

[via Popular Mechanics]

I spent most of my time in America this time in a new Corvette ZR1. It is a fabulous car. Mesmerisingly fast, good looking and amazing value. But after three days the damn thing was beginning to disintegrate. It made me growl with annoyance and despair.

The thing about the ZR1 is that it’s not just mesmerizingly fast, good-looking and an amazing value (at least here. In England it costs $200k), it’s built extremely well too. The aluminum chassis is as basic and as strong as it gets, every piece of running gear is of the highest specification available and the carbon fiber bodywork is some of the most well-laid, best-fitting we’ve ever seen.

Then there’s the interior, which we think is what Clarkson is talking about. It’s cheap...really cheap. Wonky plastic buttons abound, the 3ZR package brings ugly, atrociously stitched leather in poorly chosen color combinations and the steering wheel belongs in a Cobalt, not a 205 MPH supercar. But despite all that, it should fundamentally be capable of holding itself together. We just don’t know what Clarkson is on about. Do you? [via the Sunday Times]

FACTS

1. ZR1 production has been halted at Bowling Green despite orders to fill.
2. There is nothing wrong with the ZR1 itself. No production line issues that warrant it being stopped.
3. There is no official word from GM yet. Key word, 'official'. But, there is 'word' and we are hearing it.

INFO COMING IN

1. The ZR1 model itself may be on the chopping block, or has already been cancelled.
2. GM is losing their butts on each one.
3. This is a management decision and for financial reasons only.
4. Major changes coming for Corvette production.

[via DigitalCorvettes.com]

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Now that the cat is out of the bag, it looks like the producers of Transformers: Revenge Of The Fallen are getting a bit more lax about photos of their star cars. Here we've got the Corvette Centennial concept lazily parked in front of the 2010 Chevy Volt. This shot joins the video of the same pairing. It is rather nice to get a sense of scale by placing these to vehicles next to GM's large trucks.

Insiders report further confirmation that Devastator will be in the new movie, the Optimus Prime figure will be a new mold with a new transformation, and that Megatron will indeed be a tank. Now if we could just get the trailer unhitched from the next Star Trek, we'd have something. [via TFW2005]

Hurricane Ike may snack on Mazdas, but it clearly wants to fill its belly with C4 Corvettes. We're not sure if this was a shop or just the warehouse of an owner, but it's a popular vehicle in this area. If the photo makes you sad we'd like to remind you that, even if these cars were running, chances are they would have a tough time finding gas to fuel them. The gas lines continue. Thanks to Keith for the tip! [Photo: Chron.com]

[via autoblog.nl]

(Corvette 2+2) These photos were taken a few weeks ago by my father while vacationing in Quebec. My father, who is a gearhead and an occasional Jalop himself, noticed this maroon beast lurking along while waiting in line for a ferry to cross the St. Lawrence. It appears to be a C3 Vette which the owner has decided to rebody into a 2+2! You'll notice that from the A-pillar back the body has been entirely redone in classic DIY fashion. The bodywork is a little wavy and the paint is a little patchy but now he is the proud owner of a Vette which can carry 4 in style. One can only imagine the reasoning for creating such a magnificent beast. Maybe the wife chided him for his "unpractical" purchase of a Vette so he went about to prove her wrong. Maybe it's a top secret 2+2 C7 mule out doing some testing. Maybe he had some extra Bondo lying around and said "why not?" Anyways, pardon the dodgy nature of the photos, this particular area is notorious for biker gangs and my father didn't want to upset anyone so he snapped them as quickly and as discretely as possible.

(Corvette Wagon) Yo! Just noticed ur DOTS post on the stingray. Check out the one I just saw! We were driving from NC to VA to check out another (3rd) milano... We just saw a Stingray Sportwagon on a trailer. nice!

Of course, it’s also possible this is a hoax, or some unlicensed Chinese knock-off instead of an officially licensed product. But we do know that the Corvette Centenial concept has been repeatedly spied running with Autobots on the Transformers 2 set and that the inclusing of a not-yet-released GM concept indicated that this should be a reasonably major character. We’re going to wait for a toy that actually transforms before plunking down our hard earned cash on a new toy for our, ummm, nephews. [Transformers Live Action Movie Blog]

This C6 Corvette ragtop rear-ended a Mercedes E-Class in Ventura county on the morning of September 5th. No one was hurt, but you have to be impressed by the structural integrity of a convertible Corvette, considering that it drove under the Benz. You also have to wonder how the Vette driver felt after it was all over, staring up at the Mercedes' driveshaft. [Ventura County Star via Corvette Blogger]

Is it a new Autobot logo? Is it a new Corvette logo? Nope, it's a stingray, baby. What this means — only time will tell, we're sure.

Some say he has a tattoo of a Saleen S7 on his rear end. Others tell us he was born with a penchant for oil rather than his mum's milk. All we know is he's called the Auto Insider and he's always ready to provide the scoop from the other side of Eight Mile.

This car is in pretty nice shape and worth plenty, yet here it is parked on the street in Alameda's West End. I don't see it every day, so I suspect it lives at least part-time in a garage somewhere. It does get used for transportation, much to the envy of all those gilded-cage show/cruise-only Vettes.


This is the first Malaise Era Corvette, with power out of the standard 350 down to 190 horsepower. Some of that power loss was all too real, from the smog-mandated reduced compression ratio, and some was just the result of the switch from overoptimistic gross horsepower ratings to more realistic net ratings. You could still get the LS4 big-block with 275 horses for an extra 250 bucks; the 454 Corvette would be extinct by 1975.


Normally I'd prefer to see a car like this without the "custom" touches such as the bullet taillights and weird rocker panel moldings, but the idea of making Corvette purists (who are rivaled only by Porsche purists for their obsession with numbers-matching nonsense, though I've seen Mopar freaks who are just as tedious) cringe in horror is appealing.

Specific to the ZR1, the 285/30-19 front and 335/25-20 rear tires use a different compound from that of the normal PS2s (which can also be found on the 2009 Cadillac CTS-V), designed to deliver ultimate track performance while retaining the ability to last for 20,000 miles of road use. We’re guessing burnouts may reduce their life expectancy substantially.

Unlike earlier versions of run-flat technology, which we weren’t big fans of thanks to increased unsprung weight and a harsher ride, these latest Pilot Sports’ reinforced sidewalls actually contribute to handling while inflated, helping to transfer braking and cornering loads in a more direct fashion.

Additionally, the tires make use of a two-part tread design with large, stable blocks on the outside for maximum grip (the ZR1 can pull 1.05 Gs on the skidpad) and a more grooved tread in the middle for better water dispersion and lower tire noise. The sections are joined by a special “lightning bolt” decoupling channel, which allows each section to movie slightly, independently of the other.

We drove the ZR1 on both the road and track — in dry conditions only — and never found the tires to be lacking. On the track, they deliver considerably more grip than expected, while on the road they ride surprisingly compliantly, at least for such a big tire. Michelin hasn’t finalized prices for the PS2 ZP yet, but expect replacements to cost “$300 to $400 a corner.” [Michelin]

The 638 HP 2009 Corvette ZR1's price of $103,000 (let's pretend for a moment vagaries such as dealer markup don't exist) has a cost per HP of $162. While not the best deal on price per HP, it's still a steal. But this pricing on the 2008 Corvette Z06 brings the cost per HP war to a whole new level — dropping the already amazingly value-rrific cost per HP down from $143 (already lower than the Nissan GT-R and Dodge Viper according to our official Jalopnik "By The Numbers" comparison chart ) to the staggeringly bargain level of $124 per HP!

The Z06 was already the over-used "value champ," (We need a quarter jar for every time we're using the word value in this post, don't we?) but this new deal truly offers the chance to bring high horsepower to the masses. There's simply no better deal out there. Even Suze Orman would approve.

Photography: Alex Conley

KATECH PERFORMANCE UNVEILS LIGHTWEIGHT Z06 FOR THE TRACK
New ClubSport Package Shaves Pounds to Shave Seconds off Lap Times

CLINTON TOWNSHIP, Mich. – Katech Performance, ever attuned to the collective conscious of the Corvette universe, knew this – enthusiasts wanted a lighter weight Z06 tuned for the track. Now they have it.

The Corvette Z06 ClubSport package – available exclusively from Katech Performance and Les Stanford Chevrolet (Dearborn, Mich.) – incorporates an array of aftermarket products that, in unison, reduce curb weight to 2,915 lbs. (2,825 lbs. fully optimized) while improving grip, cornering, braking and downforce.

“The Z06 is already wonderfully light weight,” commented Jason Harding, performance parts sales, Katech Performance. “We knew, however, that we could improve the power-to-weight ratio with several select modifications. Lamborghini has its Gallardo Superleggera, Ferrari its F430 Scuderia and Dodge its Viper ACR. Now the Corvette Z06 has the ClubSport package from Katech Performance.”

What does one feed Chevrolet’s already well-conditioned athlete to shed pounds and improve its game? The ClubSport diet calls for:

Brembo® Gran Turismo Brake Kit
Two-piece cross-drilled rotors significantly reduce un-sprung rotating mass; front six-piston monobloc calipers squeeze 14-inch rotors; rear four-piston monobloc calipers pinch 13.6-inch rotors

Moton Clubsport Suspension
Double-adjustable coil-overs enhance power-to-the-pavement delivery while offering seven individually adjustable rebound and compression settings; system is specially tuned by Moton engineers and SCCA World Challenge professional driver Andy Pilgrim

Katech Performance ClubSport Wheels
15-spoke, single-piece forged aluminum wheels (18x9.5-inch front; 19x12-inch rear) further reduce un-sprung rotating mass; finished in attractive gray powder coat

Michelin® Pilot® Sport Cup Tires
Enhance grip and handling while reducing total mass (285/30R18 front; 325/30R19 rear)

Katech Performance Appearance Package
Carbon fiber front splitter improves aerodynamics and is complemented by a matching carbon fiber rear spoiler that improves downforce; lift-off carbon fiber World Challenge hood vents the engine compartment, reduces weight by 50% and provides more downforce; ClubSport racing stripe on front fenders and rear fascia identifies vehicle as an exclusive Katech Performance creation

Halltech Killer Bee™ Air Intake
Carbon fiber intake designed specifically to complement Katech Performance’s carbon fiver valve covers

Katech Performance Exhaust System
Lightweight 18-gauge stainless steel design incorporating X-pipe, two lightweight mufflers, over-axle pipes and CORSA® quad tips; reduces weight and produces a deep, racecar-like tone while maintaining a civil pitch on public roads

Exedy Twin-Disc Clutch
Reduces drivetrain mass and makes for easy rev-matched downshifts

Braille Battery
All-season; reduces weight in the rear

Several optional supplements are also available including: Caravaggio leather race seats; A/C and/or radio delete as well as carpet delete to further reduce weight; roll bar or harness bar and six-point harnesses; and an ARE dry sump system.

So what’s the final verdict? A power-to-weight ratio of 5.45 lbs./horsepower (standard) or 5.28 lbs./horsepower (fully optimized).

Complete with a 12-month/12,000-mile warranty, the Katech Performance Z06 ClubSport starts at $109,000 (standard) and is expected to maintain 50-state emissions compliance*. Power plant improvements – including an array of modified LS7 engine packages – are also available for customers who want to upgrade to a true Katech Performance “Street Attack” Z06.

To purchase a brand new ClubSport Z06 from Les Stanford Chevrolet – “America’s Corvette King” – call 800.699.VETT or visit www.lesstanford.com. Already own a 2006-2009 Z06? Bring your Vette to Katech to get started on the ClubSport plan. Call 866.KATECH1 or visit www.katechengines.com.

Katech Performance, the aftermarket performance division of Katech Inc., engineers and manufactures race-proven crate engines and components for LS1/LS6 and LS2/LS7 engines including solid belt tensioners, coil relocation brackets, cylinder heads, dampers, pistons, push rods, throttle bodies and valve covers, among other high-performance products for the street and track.

Katech Inc. was founded on the need to provide responsive service and skills to factory race efforts in all forms of racing, including the American Le Mans Series (ALMS), NASCAR®, SCCA SPEED World Challenge, American Speed Association (ASA) and International Motor Sports Association (IMSA). Today, Katech is an industrial leader in advanced racing and high-performance engine development, manufacturing, testing and assembly, and offers support services for the professional racer including boring, honing, fabrication, welding and prototype parts development.

Katech Performance is located at 24324 Sorrentino Court, Clinton Township, MI, 48035. Contact the company by phone at 866-KATECH1 or visit online at www.katechengines.com.

[Corvette Forums via eGMCarTech]

Among the many questions are whether the next Corvette offer a twin-turbo direct-injection V6? The answer? Maybe. How about a range of smaller V8 engines? Perhaps. Then there's the age-old question: Will the engine will be moved to the middle, behind the driver? No. Here's what PopMech has to say about an engine moving amidship:

"One thing we know with certainty is that the mid-engine Corvette—the one that pops up as a production possibility every decade or so—remains just a wistful idea. "The mid-engine Corvette is simply too expensive," says auto analyst Jim Hall of 2953 Analytics. "It would need costly new tooling and offers little weight savings because it requires an extra, metal-intensive firewall."

The rest of those questions and more are answered speculated upon for your enjoyment. Although we're still on a high from our ZR1 first drive, we probably should be worrying about what's next, shouldn't we? [Popular Mechanics]

Halfway through a day's lapping, halfway around the Lutz Ring and full throttle at the top of third gear is bringing me and a red ZR1 into a 180-degree corner way too fast, while the blind crest just before it — taken at maximum power and maximum cornering — has us way off line too. In any other supercar, especially one as hairy as a Viper or as rear-engined as a 911, this would be a serious moment, probably resulting in one of my notorious off-track excursions. But today I can just haul on the brakes all the way through turn-in and up to the apex and then get back on the power — hard. The result: sweaty palms instead of trashed carbon fiber body work.

The first thing you need to do with the ZR1 is throw out any preconceived notions you have about it. Isn't it just a more extreme Z06 with 131 more horsepower or an answer to a question no one asked? No. It's a comprehensively re-engineered vehicle that shares little in feel with either the standard Corvette or the Z06, outperforming both on the track, obviously, but also, surprisingly, on the road. How? A remarkably civilized yet awesomely powerful engine; an easy-to-use gearbox; compliant-yet-capable suspension; and a chassis that simply overachieves at any task you give it.

While based on the standard car's LS3 V8, the ZR1's LS9 makes its power with the aid of a Roots-type supercharger whose intercooler cover is visible through the tacky Lexan hood window. With 638 HP and 604 lb-ft of torque, its speed should come as no surprise, but its character will. Equipped with a dual-mode exhaust, there's little hint of its performance at low speed, the RPMs dipping if you pull away on light throttle. Up to 2,500 RPM (about all you need on the road — it delivers 320 lb-ft at 1,000 RPM), it feels like something that belongs in a big German luxury car. It's torquey, quiet and, combined with the ZR1's 3,364 lb curb weight, it makes driving effortless.

It's when you begin to climb into higher RPMs at larger throttle openings that the LS9's performance reveals itself in its absurd volume. A second exhaust valve opens, taking the engine note from refined to apocalyptic. The all-consuming sound focuses your attention on nothing but the road in front of you. But it lacks any aural indication of its supercharger. For reasons that escape us, the Corvette engineers went through elaborate steps to eliminate the whine, even doubling the number of teeth on the lobe drive gears to move their sound beyond the human ear's range of perception. Tap into the loud zone and everything in front starts to come at you very fast. 300 HP arrives at just 3,000 RPM before peaking at 6,500, leaving 100 RPM before the redline. The close-ratio gearbox (unique to the ZR1) means shifts come fast, but the wide spread of power and torque means you can leave it in third for pretty much anything above 30 MPH.

Like the engine, that gearbox does little to hint at the ZR1's ultimate performance. A twin-disc clutch leads to easy pedal throw, while a precise gate makes finding gears simple. This isn't a fire-breathing monster, but instead a car anyone could drive competently — even for long distances (it's comfortable) or at high speeds (its limits are so high that you need to try very hard to find them).

In fact, the only thing detracting from the ZR1's grand touring credentials is the interior. The only options on the $103,300 car are an awful set of chrome wheels and the 3ZR upgraded interior package, which succeeds in moving the interior from cheap and nasty into luxurious bass boat territory with more embroidered ZR1 and Corvette logos than my fragile mind could comprehend. We have a hard time accepting the 'value' excuse; for this kind of money we'd no longer like to feel like a Jeff Foxworthy punchline. An automatic transmission is, thankfully, not an option.

The ZR1's road ability is boosted by the two-mode magnetic damping. Select "Touring" on the center-mounted ride-control knob, and, while it can't hide that the ZR1 wears 335/25-20s on the rear, it rides comfortably enough to make you forget you're driving something capable of lapping the Nurburgring in 7:26.4. The damping adjusts itself near-instantaneously to maintain grip on rough surfaces. You won't feel this happen, but you will notice how unflustered the ZR1 is no matter how crappy Michigan roads may be.

The real magic of the ZR1 isn't that it's capable of any of the above, though. It's that it will make you forget all of its intimidating performance figures and fancy technology the second you take a corner at speed. Despite all the headline numbers, this car isn't about power, it's about handling.

Built on the same aluminum-intensive chassis with fancy magnesium bits as the Z06, the ZR1 uses independent suspension all-round, but here it arrives with bespoke tuning capable of coping with the 1.05 lateral Gs the purpose-made Michelins make possible.

Conventional wisdom states that a front engine, rear-wheel drive car capable of these numbers should be incredibly difficult to drive, with a significant predisposition toward slamming into immovable objects, backward. In fact, before driving the car, Ray and I discussed whether or not the ZR1 was set to become the cheapest way to kill an inexperienced driver quickly, but that's simply not the case. It's so competent a car that it makes the 638 HP feel unremarkable. Two people went off-course the day I was at the track, but both did so because they got intimidated by the sheer speed at which they were traveling. Had they simply looked where they wanted to go, instead of off into the grass, the Corvette ZR1 would have made it around the corner — the same nasty off-camber, downhill one both times — much faster than they were actually traveling.

This is only my second track day since getting the cast off and I'm still not back to full health. And, I hate to admit it, but I'm a little more cautious than I used to be. The Lutz Ring is also an incredibly intimidating track. Jim Mero, the guy with the 'Ring record, described it as the best possible preparation for his attempt as it packs all the German track's challenges into a space not two miles long. That includes the lack of run-off — guardrails line the track's fastest corner and you need to get within a couple inches of them to be really fast. But two laps into my first session and I'm ringing the car out in second and third gear. No matter the speed or the amount of ill-advised braking, it turns in and holds a line without drama and accelerates out under full throttle without stepping wide. In fact, it rapidly becomes apparent that, without intentionally trying to do so, I'm incapable of making the ZR1 misbehave. Even topping out the suspension over the track's two jumps then slamming hard on the massive ceramic brakes just as the car regains traction fails to make it lose composure. Just like the two guys who went off, I'm unable to reprogram my brain enough to accept the ZR1's ludicrous speed. This is the first car I can say this about in a long, long time — the ZR1 is too fast for me.

That's not to say I can't enjoy it. This isn't a PlayStation game. The ZR1 is a rear-wheel drive car that needs significant driver input in order to make it around a track or down the road quickly. It's that involvement, not just ultimate speed, that is its reward. Even if it provides you with better tools to do so than anyone else, the Corvette ZR1 still challenges you to try and exploit its performance; it's the level of that challenge and the level of involvement required to meet it that makes the ZR1 truly special.

Photography: Alex Conley

Editor's Note of Thanks: Thank you Sun-Sentinel for not knowing what midnight means!

We are pleased to introduce to the Corvette enthusiasts of the world, the new Rossi 66. Taking the most graceful lines of the 1966 C2 split window Corvette, we have crafted an entirely new body designed and engineered specifically for the current C6/Z06/ZR1 platform. We believe the result speaks for itself!

The Rossi 66 was entirely designed and engineered digitally and is the culmination of nearly 100 years of combined experience amongst three of the most experienced automotive designer, sculptor, and engineer in the business. Emphasis added...this is NOT a kit car!

The Rossi 66 will be built to order from a new C6, a C6/Z06/ZR1 or a customer supplied C6 donor chassis to be transformed in our own facilities. The initial offering is a three door coupe with a fully functioning convertible to be developed in the near future. Along with those two variants, there will also be various stages of Sport and Competition versions up to and including a GT2 class type for full on-track racing applications.

As we all know, the substantial capabilities of the C6 chassis and the vast respective tuning suppliers will allow infinite possibilities for a broad range of customer tastes. Partnership with these existing C6 tuners may be negotiated in the future. Also offered from Rossi will be custom designed one-piece/multi-piece light weight Rossi forged wheels, Rossi big brake kits, Rossi custom exhaust system, Rossi appointed interior trims and seating along with many other custom accessories designed specifically for this brand.

The parent corporation, Blue Fusion, has been a Tier One surfacing supplier for Ford Motor Company for over 15 years and is both ISO9001 and Ford Q1 certified (higher than ISO rating scale). Production tolerances will be of the highest in the automotive industry. This includes Class-A surfacing and the fit and finish will be competitive with the best of modern production releases.

Our debut target is to introduce a full running production vehicle to be displayed at SEMA 2008 (investment capitol dependent). The design is near completion and tooling is set to begin next month in September. Investment opportunities are available so if this of interest to someone you know, please don't hesitate to spread the news. The Rossi 66 is available for orders as of today!

For more information regarding either Blue Fusion or the Rossi 66 and it's pricing, please contact David R. Robison at davidr@fusion2k.com.

Photography: Alex Conley