But the cosmetics are still what makes this one-off car something special. Ford's turned this $80,000 Shelby into KITT thanks to a sweet-looking black-on-black paint job, the addition of 20" Shelby "Super Snake" wheels, 90% tinted windows all-around and of course, the Auto Indulgence 15" LED "Knight Rider" security scanner lightbar. Sure, it's all stuff you can buy off the rack — but when combined together, it makes this "King of the Road" look bad-ass.

But what's great about this customized Shelby is when the novelty of cruising around in KITT wears out, and you've turned the lightbar off, you remember you're still driving a Shelby GT500KR. That said, there's now even greater incentive to pull to a stop, shift into first and floor it. Because when you do, your world shrinks into a tunnel of motion with only a pinpoint of clarity ahead, wild-eyed narration provided by an unnatural banshee wail emanating from the supercharger. You watch, almost from outside of your body, as time dilates and you are no longer subject to the rules of physics. You feel as though this motor will pull the stars from their places in the heavens. And then the rev limiter brings it all back to reality.

A sideways grin spread across my face as my autonomic nervous system registers how close I just came to some form of fiery death. The manic rush, instead of acting like a deterrent, plays a powerful stimulant, and you do it again, and again, and again.

That's because the GT500KR is a much better car than its predecessor, the Mustang GT500. The GT500 is a mean and nasty car, operating at the limits of the chassis — it's twitchy, overpowered and hard to live with. Driving it always makes you feel like you're toeing the line of control, even when toting the groceries. To be perfectly honest, the notion of driving a GT500 with more horsepower was, at the outset, mildly terrifying. But the GT500KR is much more refined — the extra power is met with a much better suspension thanks to upgraded KR-only dampers, springs and shocks. All of it works together to provide a far more confident drive than the GT500. No more skipping across expansion joints at speed on a sweeping freeway corner, only planted, firm and predictable driving over the bumps and potholes of Michigan roads. But, then why the taken-to-the-limits feeling? It's because that added confidence is underscored with the notion that instead of being more controllable, the razors edge has just been raised to a new and more frightening level.

In spite of this knowledge, you smile like any man charming a Cobra; resigned to the danger, but addicted to the exhilaration of it. It doesn't matter if the car handles incredibly well for a solid axle design on a heavy car with monster mill, it doesn't matter if the interior has no upgrades over a standard 'Stang, it doesn't matter that the windows are tinted so dark you strain to see headlights in the night because none of that changes the mechanical the wail of obscenities the supercharger hurls at you as it takes over your world.

People point. They stare. The silent back and forth sweep of the red light draws the questions of curious passers-by. Camera phones are wielded, friends are called over and disbelief removed. But in the face of the crushing power of this car, the tight hold that childhood memories maintain over the aura of KITT shrink, and become insignificant as you pull runs — again, and again, and again. The show may be in need of some "Turbo Boost," but this GT500KR has all the boost we need.

Photo Credit: Alex C. Conley

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!

The 2009 model year takes the Challenger from a low-volume quasi-halo muscle car to a full lineup of three separate trim levels, each with their own engine flavor. The base model SE starts at $21,995, getting a 3.5-liter High Ouput V6 producing 250 HP and an equal number of lb-ft of torque. The top model's still the SRT8, at a starting price of $39,995 and powered by the reliable and huge 6.1-liter Hemi V8 with 425 HP and 420 lb-ft of torque. The middle-of-the-pack R/T hits the showroom floor at a starting price of $29,995 and comes with the 5.7-liter Hemi engine under the hood, producing either 370 HP and 398 lb-ft of torque (when running on premium fuel) or 375 HP and 404 lb-ft of torque, depending on which transmission it's mated to.

Wait, what? Multiple transmissions? Yes muscle car fans, it's what two of these models' engines are mated to that'll give Jalopnik readers cause for celebration. Both the R/T and the SRT8 get an optional Tremec T6060 six-speed manual transmission ported from the Dodge Viper. The option's only available on the Hemi-fied R/T and SRT8 versions, so if you want the V6-powered SE, you'll only end up getting a four-speed automatic. Pity.

The R/T gets another couple of nice features as part of the $995 "Track Pack" manual package — a Hill-start Assist (which was a very nice feature on some of the hills around our drive through New Jersey), a limited-slip differential (the SRT8 gets the LSD standard) and a tuned exhaust system (SRT8 manual gets this as well) that sounds great in the lower gears.

On the road, both the manual Challenger R/T and the Challenger SRT8 felt much more satisfying to drive. Thanks to the auto-only multi-displacement technology, the R/T in both auto-stick and manual transmission models get 16 MPG in the city and 25 MPG on the highway. The 2009 SRT8 gets the same piss-poor 13 MPG city, 19 MPG highway as the 2008 model, but the manual transmission at least gives you an extra mile in the city and an extra three on the highway thanks to that very helpful sixth gear.

Setting aside the benefits of the manual on the road, it's the track where it really becomes useful. Although the 2008 SRT8's automatic transmission had a +/- gate auto-stick mode, I really felt it to be too gimmicky for anything other than making a businessman feel like he was the big man at a stoplight. It's certainly not a transmission you'll feel comfortable using anywhere other than a drag strip — at least not if you want to keep your dignity and control safely intact. Which is why we were excited to hit the Englishtown track. Thanks to coning designed to keep drivers like me from becoming a smear on a wall, I didn't even get the car out of second or third gear on the track. Unfortunate for me, yes, but quite fortunately for the Challenger's clutch plates.

Still, despite the aggressive coning, the smooth clutch gave me greater confidence, and the pistol-grip shifter available with the "Track Pack" felt more comfortable in my hand than the original 70's it's kinda-sorta modeled after. But, a manual shifter alone doesn't make a track car.

The Challenger's still a fatty, as we found when we scrubbed the front tires on the first too-tight turn at speed around the Englishtown course in the R/T and later on in the course with an SRT8. Thanks to the RWD platform, with the nanny system turned all the way off, you're still able to steer with your right foot, just like the 2008 Challenger SRT8 and every other LX-platformed SRT8 and R/T.

So which of the three, if any, is the right choice for you? Sorry Spinelli, but it's certainly not the SE. The automatic transmission and low horsepower mated to a heavy RWD car ensure this will compete not for our attention, but with Midwestern hairdressers as the car of choice to replace their V6 Mustang.

If you're a muscle car madman needing a 0-to-60 time of five seconds, you'll probably want the SRT8, as Dodge estimates the R/T's time to be somewhere just under six seconds. Sure, you could beat the pants off the SRT8 in a straight-line with a Shelby GT500, but it'll cost you significantly more and I'm not sure it'll take to the track any better.

Still, despite the SRT8's bigger engine, we're not sure the 30% higher sticker price justifies the 10% higher horsepower. In our mind, if you want a modern muscle car, the R/T may be right in the sweet spot. In terms of looks, you'll get the same (maybe more with the double-black hood stripes and functional hood scoop of the "Classic" package) double-takes as its stronger brother, the same horrifyingly plastic interior, and you'll do it for a much cheaper sticker price and an almost 20% higher fuel economy rating.

Either way, whether you choose an R/T or an SRT8, you'll still get a Challenger with a manual transmission. Like we said, 2009's better than 2008 by at least one-third.

Of course it's another kind of ugly people are concerned about today. Heading southwest down a remote road on Vancouver Island in an American-plated WRX, I'm not exactly behaving like an ambassador for my country. These are some of the most challenging roads in North America, winding their way through the coastal mountains along ancient logging trails, the road bears the ravages of harsh winters; its two lanes rippled, rutted and patched beyond repair, concrete barricades serving as buffers when the going gets too rough.

Unlike the firmer, louder and more focused 2008 Subaru Impreza WRX STI, the new 265 HP WRX eats all this up. As untroubled by the bumps as it is by the limited passing opportunities afforded by the few straights — after all, double yellows are just lines painted in the road — it leaves law abiding traffic in the wake of its new, louder exhaust.

A year ago this wouldn't have been the story we would have written. A competent but uninspiring drive, the 2008 model forsook performance for practicality in an attempt to broaden the brand's performance appeal. It didn't work, the WRX's traditional focus and involvement were mistakenly left out, resulting in a car that alienated its core audience while retaining enough awkwardness to miss the mass market, too. That car lives on in the form of the 2009 Subaru Impreza 2.5 GT, a car the company expects to make up only a small fraction of Impreza sales. Meanwhile, the WRX has been rethought from head to toe. Gaining better judged, firmer suspension all-round, thicker anti-roll bars, STI seats and most important of all, an STI-spec turbo. The WRX now hits 60 in 5.4 seconds before reaching 140mph (limited) and will retail for "under $25,000."

All of this works to create a faster, better handling, more controlled car that encourages the kind of three-figure, "sure, we can make it" passing that's proving so unpopular with the locals. Stopping for a quick opportunity to mark my territory behind a tree, the 10 cars that were just passed all at once get a chance to catch up and let me know just what they think of my bad behavior. I probably shouldn't have passed them all again within the next mile, but then America's honor was at stake; we do have a reputation to maintain.

But it wasn't just passing for passing's sake. My assholery had a purpose: to find corners unencumbered with traffic. Where the STI's suspension only really works on reasonable surfaces and requires a huge amount of belief in the ultimate ability of its vague chassis, the WRX revels in reassurance, never feeling like it'd be possible to run out of grip, even on the worst surfaces Canada could throw at it. You can thank Subaru's Symmetrical All-Wheel Drive for this. Sure, it's nothing new, but unlike both the STI and 2008 Mitsubishi Lancer Evo MR, here it's tuned for the road, not the track. In that environment, it means more speed, more involvement, more fun and an increased propensity to seek out corners with enough room to exploit it. While this on-road ability does lead to decreased on-the-limit track performance when compared to the other cars, it makes the WRX faster, more involving and more rewarding in the environment where it will be driven most. Or here in Canada, where we probably shouldn't drive again for a while.

Driving sucks in New York. Not only are the roads pot-holed, third-world battlefields, but local drivers treat them as such, doing everything possible to kill their fellow commuters. All this is made worse by the cops; their numbers swollen post-9/11, they prowl the streets like sharks, looking for anyone that stands out to punish with the full force of the law. You'd think driving a bright red Evo here would be a bad idea, but the thing is, it's not.

In MR trim, the Evo gains sound deadening, higher-quality suspension and bunch of toys like a decent stereo and satellite navigation. Then there's the gearbox. Called Twin-Clutch SST, it's Mitsubishi's version of a dual-clutch automated manual, and it's probably the best I've ever used.

Those features combine to create a car that's smooth-riding, well-controlled, quiet inside and that makes carving through gaps in heavy traffic completely fuss-free. None of that should sacrifice performance, while the suspension and gearbox will actually work to improve it.

Swipe the shifter that looks like it belongs in a manual over to the left, and you're in full-manual mode. No computerized brain tells it when to shift, leaving you in complete control. Well, at least once you've pulled away. The lack of a clutch to dump keeps take-off (and attempted donuts) wheelspin-free while high-rev launches require the use of a special launch control only available in Super-Sport automatic mode. Shifts are immediate and come when called for, never once beeping in protest instead of delivering the downshift required.

Cruising along slowly through the overcrowded suburban roadways, the MR's promise is ever-present in its immediate direction changes and ability to leap out of merge lanes. Its classier, toned-down looks don't draw attention the way the carbon-clad Evo IX I pass does, maybe due to the proliferation of down-market models like the Ralliart that share near-identical body addenda. The rear wing remains huge, but too many wannabes mean that, now, wings no longer signify performance. Cops we pass hardly take a second glance, more upset by Mitsubishi's manufacturer plate than the car's intent to speed.

Inside the MR you feel like an escaped convict, the car's promised performance making itself evident through the aggressive shifting, fierce acceleration and immediate responsiveness, but conveying those experiences in a manner that's positively refined. Cover up the plasticky interior, and this combination could spell M3.

It's really hard to write a remarkable review about an unremarkable drive. But maybe that's the most remarkable thing about the MR. Not only did it make the shittiest roads in the world tolerable, but it did so in a package supposedly capable of rivaling cars like the Porsche 911 GT3 RS or Ferrari F430 once the going gets more glamorous. To that ability I can't attest, but stuck in rush hour, I know which car I'd rather be in, and I'm excited about the possibility of owning a car of this caliber that's equally capable in the everyday grind. 

Photography: Björn Schütrumpf

The Ralliart is a hybrid of a different sort. It takes bits and pieces from other Lancer models: The engine is a 2.0 MIVEC straight out of the Evo X but detuned via intake and ECU changes. The exhaust is Evo X. The chassis is Lancer GTS. The hood is Evo X. The AWD system is Evo IX. You get the idea — it's parts-bin engineering, but the good kind. And it trades many of the Evo's all-out race compromises for a larger dose of convenience and comfort.

That's what makes the car interesting to me, more so than some higher-strung alternatives. Why? The Evo is a rocket ship, but I've got a wife and a kid, and I live on a writer's salary. The Ralliart is a Lancer someone like me can justify. And, at a price expected to come in under $27k, one I can afford. Question is, can I live with it?

Not if I want to shift for myself. The Ralliart is saddled — or blessed — depending on how you look at it — with a dual-clutch manumatic as its only gearbox. Mitsubishi calls its system Twin-Clutch SST, and it returns quick, positive shifts. But it's not a 6-speed stick. I'm writing it off in my mind when I remember that sitting in traffic on I-75, this tranny will give me the best of both worlds. A compromise for my station in life. I'll let it slide.

Aside from the paddle shifters, the interior is unremarkable and adequate for anyone used to compact cars. The materials have decent texture, but they're mostly hard plastics with a dull sheen. And, quite unlike some of the compacts we've experienced recently, the doors close with a hollow metallic sound that reminds me of my father's '82 Civic. Yeah, I'm surrounded by airbags, but a little extra metal wouldn't hurt my feelings either.

But boost forgives many sins. The 235hp MIVEC 2.0 is all base Lancer below about 2,800 RPM, after which torque shows up; it's not intrusive, nor is it the dreaded "on/off" turbo switch, but the car subtly changes character. Mitsu lit says that 253 ft-lb is available from 2,500-4,750 RPM — and that's pretty much the only place it's available. Fortunately, the Twin-Clutch SST will happily let you play in that sweet spot all day long. The fat steering wheel, another item borrowed from the Evo X, along with point-and-shoot handling courtesy of AWD and good electronics, makes the car an effortlessly fun toy when you want it to be.

But it doesn't have to be. It's not an Evo, but I can't use a race car. I drive in Detroit, where just about every road is a straight line pockmarked by what looks like an allied bombing campaign. I drive in traffic. I haul stuff home from Costco. With niceties like 60/40 split-fold seats and a trunk uncluttered by the battery, I can accomplish those tasks in the Ralliart.

Mitsubishi's Lancer Ralliart is fun as hell but it doesn't punish you for being a normal Joe. It's the Evo substitute for working stiffs like me who have to drive in the real world. After all, I don't mind compromising, but I don't like to suffer.

The Lincoln MKS is the biggest car I've driven in 6 years, I'll admit. It rides low enough to the road that I'd be concerned about scraping its cute-as-a-penny bottom in more than a few steep driveways, but it does look pretty damn cool — much more so than any Lincoln we've seen since the era that brought us Ben's personal project car hell. In the pre-driving presentation the design guys kept droning on and on and on about their new paint color "tuxedo black," which contains bits of glass to make it sparkle in a different way. But then they told us we'd be driving for two hours before getting to the next presentation, so I was more concerned with running for the bathroom and missed the assembled auto journalists making cute cooing noises when they got outside and saw it in the sun. At least I think they were. It was either "ooooh!" or "eeeeww!" — it's hard to tell from the bathroom stall. But it really does look like they poured glitter in the paint, though, so I felt like maybe it wasn't a total "old person" car.

Then they partnered me up with another to-remain-nameless reporter and we went rock-paper-scissors for who got to drive first and I lost, damn him. He started up the car and admitted he doesn't own one and never drives, so I knew I'd at least have one up on him even if he did go first. But for the moment, I looked at the route of windy back roads and hoped to God the airbags worked as we started off. Since he had to pay so much attention to the road, I got to play with the gadgets — it didn't read my off-brand MP3 player (but I guess if you buy a $46,000 car you'll probably also have an iPod), the jukebox selection was lame and just as I was settling on a musical choice the ass coolers kicked in. The seat blows cold air on your butt, which feels good for about a minute before it feels weird to have cold puffs of air constantly assaulting your ass and thighs.

But, it turns out, even with one of the world's least experienced drivers at the helm, the car handled pretty good, and I only worried about going off the road three or four times, so I looked around some more. They designed the glove compartment so that only one edge shows (which sounds good, but really just makes it easier to manufacture). For as big as it looked on the outside, it wasn't really all that spacious. The dashboard is all stitched leather, the seats were comfy and the moonroof extends into the back seat besides — but while opening it is pretty intuitive, it isn't quite as easy to get it shut. I probably should've read the manual, but I didn't want to be too much of a girl.

It was also a damn quiet ride, which made it hard to hear the engine shifting on the hills and such, but the tachometer said that, even on hills, the RPMs were pretty low. It's also a little strange to be roaming around the Virginia countryside (looking out for cops, even) in a huge car that feels like something a driver would drive you around in if you had a driver, but maybe that's just me.

When we got to switch positions, I realized that my companion was a rather unassertive driver. My concerns about pickup and handling were pretty much assuaged when I had to take a left turn across 4 lanes of highway traffic to head back to D.C. and laid rubber in the parking lot and didn't fishtail in the left lane, though I'm not sure he felt the same way about it.

As a short person, my problem with driving big cars is that I often can't visualize the corners because I can't get up high enough or forward enough without bumping my chest up against the steering wheel. Somehow, despite the size, I was able to get the MKS's seat adjusted to a point where I didn't feel like the air bag would kill me in a collision and I could see enough of what I was driving to take curves at appropriate speeds without worrying if I was over the line, and I never once felt that sliding sensation that the car was about to lose it no matter what the curve was or how fast I stopped. For a car that's bigger than my dining room, that's a pretty impressive accomplishment.

My biggest concern, other than not getting pulled over by the cops when my lead foot got the better of me, was how much gas I was using. On a 20 gallon tank, we went somewhat less than 200 miles on back roads (most of which was not in traffic, thankfully) and used up about half a tank, meaning we'd spent about $40 in gas to just tool around. Do people still buy huge leather-filled cars with backseats they'll never use (and navigation systems that will tell them sports scores, but not while the car is moving) when gas is this expensive? It was a question that I pondered pretty heavily as I sat in traffic in I-66 on the way back into the city to give the car back and retrieve my cuckolded Corolla.

As we mentioned last month, Saab is using the limited-edition Turbo X as a way of introducing the Haldex-sourced XWD system — as well as more turbos and a more distinct styling — to the entire lineup. With a 286 HP turbocharged V6, 294 lb-ft of torque available at 2,150 RPM and that high-tech all wheel drive system mated to either a six-speed manual or a paddle-shifting six-speed auto, this Saab doesn't look much like the 900's of yore — and it doesn't perform like one either.

So what's it like behind the wheel of this terror from Trollhättan? On the short closed course and the available public street routes, the Turbo X is practically heroic. Pegging the throttle not only rewards with a glorious engine note somewhere between "angry four-banger" and "loping V8," but when the well-executed torque curve pins you to the seat as you hit a long straight, the car feels like a performance car is supposed to feel — like you're a test pilot hurtling upward into an ever-darker pool of blue sky.

The first time I used the throttle to steer the car through a fast sweeping corner, I found myself wondering if we had been dropped off into a parallel universe. In past Saabs, the only thing the throttle was good for was acquainting you with the curb. Second and third for the notchy manual transmission are like some kind of magical happy fun-time selectors. At the limit of grip, the car communicates beautifully, so easy to balance you'll find yourself plotting your next four-wheel drifting opportunity.

Throughout the tests I left the traction control in full nanny mode to simulate true Saabiness. To my surprise I was happy to find the Turbo X's nanny was the lazy kind, only checking in every once in a while to make sure you're not about to stuff it into a post, but generally letting you run true to course. I pushed both the sedan and the SportCombi hard, and never once found the traction control a burden. Speaking of the two models, here's a funny little secret — if you don't look in your rear view mirror, you'll never be able to tell the two apart on the track.

But that's the manual transmission. What about the Black Knight's snazzy six-speed manumatic? Good, but not great. If you find yourself unable to coordinate clutch, shift knob and wheel simultaneously (sorry boss!), it's a good alternative. Dropped onto the track in full auto, shifting lags and doesn't quite deliver what the engine and XWD system are capable of. Switch it into manumatic via the "+/-" gate and it's a whole new animal. While the shift points remain a little muddy, the system will generally obey your commands and allow you to abuse the rev range with abandon. If you bounce between second and third, performance is pretty respectable. If you let it hang in a gear, it actually feels like a manual transmission — stabbing the throttle will give the same instant-on power feel.

On the street and in traffic, the cars have a Dr. Jekyll and Mr. Hyde quality to them. They're perfectly happy to plod along in Boston's cramped streets and the light — almost too light (Hey, maybe we're starting to see why Wert's normal high-intensity foot-mashing was so dangerous!) — clutch won't tire even the weakest of left leg. However, drop either transmission down a cog or two and that gorgeous exhaust note fills the cabin, encouraging and calling out to you to engage in random acts of silliness.

At the end of the day, the 2008 Saab 9-3 Turbo X isn't some kind of Saabvior, it's more of a missionary man for the brand. With only 600 slated for US shores and half already spoken for, the Turbo X won't be setting any sales records, but it will be raising eyebrows. Saab is having a very "Cadillac in 1999" moment, checking out the market and thinking "Hey, we could really shake things up here." The Turbo X manages to maintain a lot of what's great about a Saab, while eschewing those stodgy stereotypes and pushing the limit on the brand's past. It manages to surprise and delight just by existing. We just wonder how all the patch-elbowed tweed jacket-wearing college professors feel about that.

Kicking the tires:
First walk around the car is impressive, especially for the high-end models (€14,500). The 500's design is harmonious in every detail. This particular dealer is smart enough to have a vintage 500 right next to the new one; the size difference is astounding. We mistook the old 500 for a roller skate at first glance.

Warming the seats:
We're not ashamed to say that the interior is the best part of the nuova 500. The fit and finish is spectacular. The haptics should make the guys over at Lexus think twice about their quality. We know, we know, it sounds crazy, but it's really that good. One weird aspect is the lack of a traditional glove box. In its place is a Lotus Elise-like shelf. If you have your heart set on a place to store contraband, you can order a cool little storage box that goes under the passenger side seat bottom. Shockingly, if you put two six footers in the car, there's still plenty of legroom in the back. Rear headroom, on the other hand, is a struggle. Hopefully your friends are short or don't mind having their heads bash against the roof.

On the road:
Our tester was equipped with the top shelf petrol engine, a 1.4L 16-valve four pot good for a hundred horsepower and mated to a manual six speed. Even though the engine in the tester has the highest output currently available, (Abarth, you can toss us a tester any time) it's sort of a buzzy, lazy lump. Take off is peppy, but it's a flat experience after first gear. Engine braking is not a possibility as the RPMs just jump up to redline without actually providing any resistance. The car tosses into the corner happily, but the crappy tires on the test car protested loudly. We'd be interested to know how cars equipped with better shoes perform. Amusing for this segment is the "Sport" button. As far as we could tell, the purpose of the button was to light up the "Sport" indicator light, that's it.

Bottom Line:
The 500 is very pretty, very comfortable, a sipper of fuel, and great as a daily driver in the cramped streets of Europe. It will probably do very well considering the low price, handsome styling and three-page long options list. We're definitely smitten with the great interior and we like the packaging better than the Mini. If Fiat ever plans on bringing it over to the US, they'll need to rework that motor to have a chance of competing with the unter-Bimmer, but we see great possibilities in this little car.

First up, price: The 2008 Chevy HHR SS will set you back $22,995. That's for the manual, and trust us, you're going to want the manual. If for no other reason than the slushbox sucks up 25 hp. As for Maximum Bob, before taking to the track he and I both made a beeline for the extra large helmets. "I have a big noggin, 7 3/4," he said to me. "7 5/8" I answered back. "You're a pinhead!" was his retort. And that's my story, for now — come back on Monday for the full review but rest assured the world's fastest breadvan still retains the title.

For immediate release

2008 HHR SS FAST FACTS
• Engineered and developed by GM Performance Division
• 2.0L Ecotec turbocharged and intercooled engine with 260 horsepower (194 kW)
• GM Powertrain Sweden five-speed transmission with enhanced shifter feel/placement
• Nürburgring-tuned FE5 Sport suspension delivers 0.86 g grip (with manual transmission)
• SS-specific appearance, including new fascias, rockers and rear spoiler
• 18-inch high-polished forged aluminum wheels and Michelin Pilot Sport tires
• SS-specific interior with new sport seats, A-pillar boost gauge and more
• EPA-estimated 29 mpg highway with the manual transmission
• On sale: fourth quarter 2007

CHEVROLET INTRODUCES TURBOCHARGED 2008 HHR SS

DETROIT - During the nation's largest celebration of automotive heritage, the Woodward Dream Cruise, Chevrolet introduced the newest member of the prestigious SS family: the 2008 HHR SS.

The HHR SS combines all of the style and capability of the popular HHR family with uncompromising performance, including a turbocharged and intercooled engine that produces 260 horsepower (194 kW), unique exterior styling and a SS-specific interior. The vehicle was developed by GM Performance Division (GMPD), with a team of engineers and designers dedicated to crafting high-performance vehicles.

"With its muscular stance, turbocharged power and track-capable handling, the HHR SS is a worthy addition to SS lineup," said Ed Peper, Chevrolet general manager. "It also reaffirms in a big way Chevy's commitment to the sport compact market."

Standard features include unique exterior appointments, with all-new front and rear fascias, new front grilles, a rear spoiler and 18-inch polished forged aluminum wheels wrapped with Michelin performance all-season tires. Inside, SS-embroidered sport seats - with ultra suede inserts - a new gauge cluster with 140-mph speedometer, an A-pillar boost gauge and a new, driver-oriented steering wheel and shifter support the serious driving capabilities.

Along with its high-performance attributes, the HHR SS comes standard with a host of safety and convenience features, including the StabiliTrak electronic stability control system and four-wheel disc brakes with ABS. Optional equipment includes side-impact air bags and a power-operated sunroof.

"This vehicle delivers all of the style, comfort and convenience found in the HHR portfolio, but also offers outstanding performance and versatility without sacrificing fuel economy," added Peper. "There's simply nothing else like it when it comes to four-door driving fun for the value."

The HHR SS arrives in dealerships in the fourth quarter of 2007.

An SS from the get go
The '08 HHR SS was engineered by GM Performance Division and is the first SS model developed since GMPD was charged with overseeing all of the "go, stop and turn" requirements demanded of any new Chevrolet wearing the SS badge.

"Beginning with HHR SS, all future SS models will have superior power, braking and handling capabilities for maximum credibility with our customers and enthusiasts alike," said John Heinricy, GM Performance Division executive. "The SS badge represents high performance, and the HHR SS delivers with a fully-integrated, balanced driving experience."

To that end, the HHR SS was engineered to offer more than simply increased power. An all-new FE5 Sport suspension was developed and tuned at Germany's famed Nürburgring racing circuit. It includes specific stabilizer bars, spring rates and damper tuning - all designed to complement the turbocharged powertrain.

Consequently, the HHR SS delivers a sports car-like maximum lateral grip of 0.86 g (with manual transmission). The brake system is enhanced, too, with a four-wheel disc system and standard ABS. StabiliTrak electronically controlled stability control system is standard.

The HHR SS's performance rubber meets the road via Michelin Pilot Sport MXM4 P225/45R18 tires mounted on 18-inch polished forged aluminum five-spoke wheels.

SS style
The HHR SS is distinguished on the exterior with several unique features:
• New air dam-style front fascia with fog lamps
• New mesh-style upper and lower grilles
• New rear fascia with outlet for single bright exhaust tip
• Rear spoiler (mounted above rear glass)
• New rocker moldings
• Body-color door handles, mirror caps and rear license plate surround
• SS badges on the front doors and rear liftgate

Large, five-spoke 18-inch polished forged aluminum wheels and performance tires are standard and are tailored with the specific body enhancements to give the HHR SS a lower, performance-oriented stance. Likewise, the available exterior colors enhance the sporty nature of the vehicle. They include Victory Red, Black, Light Tarnished Silver Metallic, Mystique Blue Flash Metallic and Sunburst Orange II Metallic.

Like the exterior, the interior is unique to the HHR SS, including SS-embroidered sport seats with suede-like UltraLux inserts, a specific gauge cluster, an A-pillar-mounted turbo boost gauge and a new shifter arrangement. Three interior color combinations are available: Ebony, Light Grey and Victory Red.

Chevrolet is one of America's best-known and best-selling automotive brands. With the largest dealer network in the United States, Chevy is the leader in full-size trucks and the leader in sales of vehicles priced $35,000 and above. Chevrolet delivers more-than-expected value in every vehicle category, offering cars and trucks priced from $9,995 to $83,175. Chevy delivers expressive design, spirited performance and great value with standard features usually found only on more expensive vehicles. More information on Chevrolet can be found at www.chevrolet.com.

The technology behind the Clarity is basically a flashback to tenth-grade chemistry. Tank-stored gaseous hydrogen is pumped into the "stack," which consists of layer upon layer of fuel cells. Inside each cell, hydrogen gas reacts with a hydrogen electrode, causing a catalytic reaction that ionizes the hydrogen atom (electricity is of course nothing but flowing electrons). The electron-less atom (ion) next bonds with oxygen to create water, which recirculates through the stack to keep the electrolytic membranes damp, before exiting the vehicle through the tail pipe. In turn, the fuel cell stack powers an electric motor, which drives the front wheels. There is also an auxiliary lithium ion battery to store extra juice created by the stack, the motor (which behaves like a generator when decelerating) and additional energy gathered from the regenerative braking system. The battery is used during start-up or to assist the engine if the demands of the right foot exceed the power output of the stack. See? Piece of sugar-free cake.

As intense and complicated as all that sounds, you'd never suspect the FCX Clarity was anything but a run-of-the-mill Honda. While some have complained that it looks like a Hondaized Prius, the Clarity is so large as to mitigate that comparison. I maintain it looks like an elongated Accord with Infiniti G Coupe haunches, a chopped front end and a chrome new-gen Volkswagen beard. Sure, it's a little longer than the Hondas we're used to, but that's the price paid for having a fuel tank that can store enough hydrogen for a 270-mile journey while ensuring plenty of back seat legroom and a real trunk. The Clarity is also a bit wider than most Japanese mid-size family sedans because the stack is nestled between the front seats. Hey, you have plenty of elbow room.

The interior is extremely comfortable, nearly luxurious and made from all sorts of high-tech green materials, like corn. The instrument panel is similar to the current Civic but manages to crank up the Fisher-Price-meets-Buck-Rogers chic. For example, a small blue circle appears in the center of the digital dash when the Clarity is "idling." During acceleration the ball grows larger and turns green. Really stand on the go pedal and the ball morphs into a glowing-orange sun. The backseats are especially spacious. There's plenty of legroom, and the door panels are scooped out, giving the back compartment a circular feel.

Our drive started at the ritzy Fairmont Mira Mar Hotel on Ocean Drive in Santa Monica, where Autoblog Sam turned north onto Pacific Coast Highway and wound his way through Malibu and that city's recently charred canyons. I looped us back. While dealing with stop-and-go traffic in Malibu, we were surrounded on all sides by Hybrids. Every fifth car seemed to be a Prius. At one point we even found ourselves behind a Ford Escape Hybrid with a license plate that read, "NO HUMMR." I was reminded of Star Trek IV when Kirk and the boyz warp back to the year 1986 and Bones finds a woman hooked up to a kidney dialysis machine. He feeds her some pills made from super futuristic technology, unhooks her from the apparatus and declares the then contemporary state of medicine, "Barbaric." All around us people were driving vehicles that in their minds are atop the environmental food chain. Yet they're still emitting loads of dirty old carbon dioxide (and whatever else) into the atmosphere derived from a tank full of Middle Eastern crude. Meanwhile we're zooming past all of 'em, dripping only water while nestled comfortably behind the wheel of the future.

Malibu, California

Naysayers, Ron Paultards, the blindly patriotic and those not convinced that human activity is cooking our globe will all roll their eyes and dismiss the FCX Clarity as nothing but vaporware. A passing fad. A cynical gesture by Honda aimed at appeasing "environmental nazis," CAFE standards and nothing else. All that's fine, as people said similar things about Henry Ford's Model T. But even if you hate Al Gore and despise Ed Begley Jr., there's no way $100 for a barrel of oil (up from under $60 one year ago) makes you happy. Something has to give, and give in a big way.

Ford Model T

Coincidently, 2008 marks 100 years since Ford put America on wheels by rolling out the Model T. It's also the year Honda will begin leasing FCX Clarity models (and their home-based, natural gas powered hydrogen refueling stations) to select customers around Southern California and in Japan. Yes, the natural gas emits CO2, but only half as much as petroleum. More important, tank-to-wheel energy efficiency is more than double that of Honda's existing hybrids, and three times that of their small internal combustion cars like the Fit. And remember, if the hydrogen is created using green energy — solar, wind, geo-thermal, hydro or atomic — there are no greenhouse emissions whatsoever.

At this point you probably want to know how fast the FCX Clarity accelerates, its top speed and how many Gs it pulls around corners. Well, Honda didn't bother to say much about the Clarity's performance other than it's comparable to a "2.4-liter internal combustion vehicle of similar size." So, we have to guesstimate. As the 100 kW (136 hp) electric motor creates 189 ft-lb of torque from zero rpm, zero-to-60 times are most likely in the low seven-second range. Never forget that Americans buy horsepower and drive torque. Top speed is limited to 100 mph. Much more impressive is how effortlessly the Clarity cruises. At one point the speedo indicated 53 mph and I was convinced I'd accidentally switched the display to metric. A moment later we passed one of those police "your speed is" contraptions that indicated 53 good old American miles per hour. The ride, helped out by the long wheelbase, is outstanding. The Clarity weighs in at 3582 lbs. A four-cylinder Accord weighs 3,433 lbs. and the V6 model weighs 3600 lbs. Going around a corner, you'd be hard pressed to detect a difference between the three. But performance is hardly the point.

Honda FCX Engineers and their Baby

Every year I go to New York to watch the Packers play the Vikings. We watch the game at your typical sports bar with a dozen or so TVs hanging from the walls. One year a Giants or Jets game finished up early and the local station switched over to the Green Bay/Minnesota game we had until then been watching on Satellite. However, the local channel's feed was about ten seconds ahead of the satellite. "Turn it off! Turn it off!" one of the more colorful patrons began screaming, "Turn that fuckin' TV off!" We tried to reason with him, explaining that it doesn't matter if one feed is ten seconds in front of the other. "No way man," he shot back, "That's the future!"

Climbing out of the FCX Clarity and back into my own car, I couldn't help but feel the same. Sitting in the world's most heinous traffic surrounded by millions of my fellow Angelenos all burning countless zillion gallons of gasoline, how on earth is all this going to change? Where's the hydrogen infrastructure going to come from, if it comes at all? I don't know. Honda is going to stick a few refueling stations in and around Los Angeles along an already existing hydrogen pipeline (common in industrialized areas) but obviously that's not enough. Their home energy station is pretty damn useless if you live in an apartment. And the $600 per month lease is no friend to most of us. Honda (and Ford and Toyota and GM and every manufacturer investing in fuel cell technology) has a real chicken-and-egg situation on their hands. Fortunately the Honda FCX Clarity is one hell of a chicken.

Driving the latest iteration of the Bullitt was a great deal like driving the '67 Barracuda I pummeled for years around the bay area, except nicer and with a five-speed in place of the fusty old Torqueflite. Much nicer. The windows didn't whistle. It had AC. The interior didn't smell like horsehair furniture from ye olden days museum. We didn't even get lost thanks to onboard nav. The exhaust was legally more subdued, but still kicked out a great soundtrack. This music was so good that we didn't even turn on the radio or find the iPod full of period-correct hits in the center console. The volume control was underfoot. 3500 RPM to the rev limiter was the playlist. Each gear was a fresh new track.

Out from Fort Mason and past the Safeway famous for yuppie love, we hopped the back end of the Bullitt over the hill to Geary. The first reaction was to veer off planned course and head down to Red's Java Hut for a double-cheese, or maybe to Tosca for a coffee. Fighting the overall urge to drift down to what's left of the docks lost in some amalgam of San Francisco cop movies and television shows was tough for about five minutes. The Bullitt pointed anywhere would do just fine. Besides. Mike Stone and Inspector Keller rolled the Streets of San Francisco in a Galaxie, the vehicles had been supplied by Ford, and Dirty Harry drove a Plymouth. We'll wait until they re-issue the Fury for any down by the harbor this is my gun Clyde action.

Moving out Geary and through Golden Gate Park we hit the Great Highway in the shadow of the old Nike missile bunkers on our way to Pebble Beach. What fine golf courses have to do with TV-dinner-eating, hard-boiled San Francisco Lieutenants remains a mystery. We thought we were going to end up at what's left of the Thunderbolt Hotel out by the airport in San Mateo, or get holed up at some flophouse down by the Embarcadero. No luck and no matter. Thirty-nine years have changed the city of Detective Frank Bullitt. A 1968 Mustang fastback with a 390 and stick is well out of range of a police Lieutenant's budget these days. The Doggie Diners are gone, only the head remains. While murdering henchmen in knee-length trench coats might still be able to cough up the change for a black '68 Dodge Charger, authentic American muscle has climbed out of reach for many of its greatest fans.

This is where the Bullitt steps up. While retro is an obvious way to view the Bullitt, the appeal of a V8 channeling power through the rear wheels is a good thing now, was a good thing then, and will remain a good thing for a long time. The Ford Mustang nailed greatness the first time around. The Bullitt takes the timeless combination of V8 power and rear-wheel drive and rolls it into the present with an eye on the future. The Bullitt will be produced as a limited run in the factory performance tradition of the Hurst Hemi Dart and Pontiac Judge. The mechanical and visual parts that make the Bullitt what it is will be tightly controlled to prevent any cloning. This Mustang is a collectible performer off the showroom floor.

Out on the open road the Bullitt can either loaf along in a torque-induced V8 slumber, or attack into a higher awareness with a simple upshift and quick lead foot. The five-speed transmission is no swiss watch, but channels the very usable 315 horsepower to the wheels without drama. Rev matching and downshifting into corners made us appreciate that the Ford engineers tuned the exhaust to the original movie soundtrack and worked the suspension for balance with a strut tower bar bolted in for steady lines. The functional cold air intake helps with horsepower by feeding the engine cooler air, and adds to the exhaust soundtrack by way of an open element. We even mimicked a double clutch or two to complete the return to 1968 timeline illusion.

Somewhere on this same timeline Detroit lost track of what it does best. There was a time when even the Mustang name was to be applied to a Mazda-sourced front driver that eventually became known as the Ford Probe. With apologies to the Probe fans out there, we're all happy that never happened. The Mustang Bullitt slots between the GT and the GT500. A sleeper look hides a suspension compliant over city streets, yet competent during murderous-thug-evading maneuvers. The Bullitt champions the spirit of the underdog fighting the uncompromising fight against the man, just as Frank Bullitt triumphed over Chalmers in the movie itself.

Lt. Frank Bullitt: Look Chalmers. Let's understand each other. I don't like you.
Walter Chalmers: Come on now. Don't be naive Lieutenant. We both know how careers are made. Integrity is something you sell the public.
Lt. Frank Bullitt: You sell whatever you want, but don't sell it here tonight.
Walter Chalmers: Frank, we must all compromise.
Lt. Frank Bullitt: Bullshit. Get the hell out of here, now.

Ford has little competition in the Super Duty realm. Lined up against competing trucks from Dodge and Chevrolet, the Ford's internals are undeniably beefier. With substantially larger water pumps, radiators, engine mounts and bolts, there's no doubt the Ford is tougher. While the metal bits make up the Super Duty's bones and guts, Ford also blasts its largest full-size rig with hardcore development testing on Silver Creek, a quarter-mile straight shot on Ford's proving grounds, meant to simulate a lifetime of hitting giant pot holes, rocks and bumps most drivers hit only once every few thousand miles.

The directions for driving across Silver Creek are simple: hold the wheel with a firm, but relaxed grip and keep the speed at a steady 20 mph. The execution is much more difficult. From the first bump, your right foot is thrown into a struggle to find the gas pedal, while not accidentally smashing it to the floor. The steering wheel is prone to doing whatever the hell it wants, so when we reach the end of the course (rather than allowing the bumps to throw the truck off the road) it's tempting to call it a miracle. Reliving the violence of the drive in your head has shock absorbers busting through their mounts and suspension bits snapping in half, yet the Super Duty doesn't even show signs of a rattle after passing down Silver Creek. In fact the course is so intense Ford test drivers are limited in how often they can drive it due to medical concerns. During development, a single truck must survive the drive across Silver Creek more than 600 times before sign-off.

Off-road, the Super Duty performs well. After several hours of rain that have turned the course into peanut butter, the single-axle F-350 has no problem muscling through mud pits and crater-ridden trails. Its length is certainly a burden, making it far less nimble than any real off-roading machine. Still, it did well approaching steep hills and through short dips, never bottoming out.

We also took an F-450 Super Duty equipped with dualies over a hilly road course pulling a trailer 4,000 pounds shy of its 24,000-pound towing capacity. With Tow/Haul mode engaged, the Ford hangs onto revs longer and downshifts earlier when you put on the brakes to help slow things down. With the 6.4-liter diesel making 650 pound-feet of torque at peak, you're getting serious twist no matter where the tach needle points. Despite the Ford's five-speed Torqshift automatic downshifting at such aggressive points while towing 10 tons, we swear we could hear "Smooth Operator" playing somewhere.

It's a blessing we're not on public roads, since nearly all the journalists in attendance have casually dismissed the lane lines while towing that 40-foot trailer. With the longest Super Duty models stretching nearly 22 feet, you have to start thinking about navigating rather than driving. Turns should be planned well in advance and you'll want to run a few geometry calculations through your head before attempting to park between cars. Ford has made some efforts to make navigating the Super Duty a bit less of a burden. The screen for the optional back-up camera appears in the rearview mirror when you shift into reverse. While the screen is much smaller than the traditional screen in the nav system, Ford's camera includes a dotted line pointing where your truck is headed. Additionally, colored brackets along the edge of the screen help you to gauge how far you are from a wall, your trailer hitch, or Fido. Available power-scoping mirrors slide away from the truck for towing and can be folded in against the truck when pulling into a garage using a simple knob.

On F-350 dualies, buyers can now check a box for the "Fat Boy" option (actually, the sheet will read more like "widetrack monobeam front suspension and extended axle"). The longer front axle cuts the turning radius down from a hulking 56 feet to a slightly-less-hulking and class-leading 50 feet. Step into a Fat Boy-equipped F-350 and crank the wheel as far as it'll go. From the cabin, cones marking the outside of the turning circle disappear from sight in line with the center of the truck, convincing you you're about to send them to a second, flatter life. It's a surprise to get out of the truck and see all of the cones still standing. The Fat Boy option also makes the wheel wells taller and deeper, while adding more dimension to the front fender flares, giving an even tougher look to Ford's ultra-tough truck.

The toughness of the Super Duty is apparent in almost every challenge you can throw at it, from off-roading to towing to car-eating potholes. If you need to haul something or just want a vehicle that you can relentlessly abuse, the Super Duty has your number: $45,000 fully loaded.