For this experiment to work we all have to watch it somewhat simultaneously, so don't start the film until about 9:30 pm EST (8:30 PM CST) and then start your commenting engines. Comment on the awesomeness of a particular chase, comment on how hot Katarina Witt still is, and call out all the cars you can identify.

We're having some problems with the embedded movies so you may have to type "Ronin" into the search box or else you'll be watching Alfred Hitchcock.

These first official images show off a completely redesigned 5-Series, gone are the awkward shapes we've lived with in the E60, replaced by the clean lines of the F10. The new Bimmer rides on a 2,968 mm wheelbase which affords 13 mm of extra legroom in the back. The cars will be offered in various markets with four gasoline engines and three diesels, including the top range 4.4-litre twin-turbo V8 and a 240 HP 2.8 liter inline-six (like a proper BMW)

For complete details, we'll direct your attention to the incredibly long-winded press release below (seriously guys, it's killing our servers) but the bottom line is we have to offer our sincere thanks to Mr. Adrian van Hooydonk for not making another ugly BMW.

If you read our review of the 2011 Buick Regal, it was pretty plain to see we liked the car a lot. It's probably the most fun, nicest-looking, sporty FWD mid-size sedan in the market. And we're saying that about a Buick, not an Acura TSX or Mazda6.

The Regal is more or less exactly the same as the Euro-spec Opel Insignia, which means by commutative property, since we like the Regal, we like the Opel Insignia. When GM takes that enjoyable, 220 HP front wheel drive car and puts a stonkin' 325 HP, 2.8-liter turbocharged V6 with a six speed manual and a Haldex all-wheel-drive system in it capable of rear-axle torque vectoring, it's a fair bet we'll be giddy with excitement. Then they add 14-inch (front) Brembo binders, Recaro bucket seats, 20 inch wheels and body work so aggressive it makes one's inner hoon squeal. GM brought one along during the Regal drive and let us have a crack at it.

It might not be the fastest, hardest cornering, most extreme factory tuner in the world, but God damn it looks good. This could have the three-cylinder wheeze-fest from an old Geo Metro and we'd still want to roll around naked on it. That's not to say it isn't fast, 0-60 MPH takes 5.8 seconds, which is impressive for a car that weighs 3,990 Lbs.

But lifting off the accelerator is a high crime. Maybe it's the super-grippy Recaro buckets, the Darth Vader meets Tron interior graphics or the knowledge that you're driving one of the only OPC's to ever grace these shores, but you can't help but drop the transmission down a couple cogs and obliterate the speed limit with dangerous regularity. It's easy to find oneself hunting for even the slightest bend in the road to exaggerate into a high speed corner. The car's good, but more importantly, it's involving.

The OPC bases much of its greasy bits on the Saab 9-3 Turbo X powertrain, though it's tuned to a higher level, it makes many of the same moves. That Saab had only 280 HP, but the torque vectoring AWD system is identical.

Compared to the Regal, the Insignia OPC is more of a boy racer, such things are obvious based on the obnoxious body work and giant wheels, but it lives at an interesting intersection of hooligan and grown up. The car is tighter in corners, but doesn't punish you over jarring bumps, turn-in is faster, but it isn't tiresome. Should you lose your mind and want a more sedate experience, you can turn the car down a couple notches with three different suspension settings, each progressively softer until its throttle response and damping rate is rather pedestrian.

The fact that GM brought this car to a Buick Regal media launch is not a signal lost on us. We aren't saying GM is preparing a version for the United States, but the shoulder shrugs and veiled smirks from GM engineers say they're at least thinking about it. Although there was much talk of the letters "G," "N," and "X" but none of it coming from anyone wearing a GM badge — and unfortunately, GM's CEO's already nixed the idea. Still, a car fan-boy can dream, can't we?

Using information he obtained from various sources about the P-38, Jim drew up a set of plans in CAD and began building the plane 15 years ago with only his wife Mitzi aiding him in the construction of the aircraft. He first flew his plane in July of last year, and has just completed flying it in its first cross-country trip.

It looks like we've now got a new member to add to the home-built hero club started by Ken Imhoff and his homemade basement Lamborghini. (Hat tip to Ilari!) [OshKosh365]

For the moment we've got these four videos — about 38 minutes or so. If they go down, or if you want to watch the rest — feel free to hit the YouTubes and pop a new video in the comments below. Thus the "Open YouTube Thread" we speak of in the headline above. Enjoy.

Set to be unveiled in the shiny, metallic silver flesh at next week's LA Auto Show, the 2+2 Cadillac CTS Coupe is designed to take the CTS lineup into the smaller, quicker and more wedge-like future.

Cadillac's designed the CTS Coupe to put the wreath-bedecked luxury brand's best foot forward in a tight little two-door powered by a 3.6-liter direct-injection V6 — the same one found in the Cadillac CTS sedan. The Coupe gets even more goodies as standard than the well-appointed sedan including bluetooth connectivity and doors that open with the same touch-point technology as the Corvette.

Beyond the toys, you'll be able to order the CTS Coupe in a couple of different flavors — like RWD with your choice of Aisin AY6 six-speed manual or Hydra-Matic 6L50 six-speed automatic. Or, choose the auto tranny and you can also get some AWD action. Unsure which to choose? Not between manual and auto of course, but between RWD and AWD? Check out the gear ratios — specifically the final gear ratios — and you'll realize the RWD version'll get you a faster 0-to-60 time than the CTS Sedan. Not too shabby, eh?

But saving the best news for last is final confirmation that the Cadillac CTS-V Coupe's coming sometime during 2010. Nice. Full press release below:

2011 CADILLAC CTS COUPE: NEW SPORTS COUPE IS CADILLAC'S MOST DRAMATIC DESIGN

LOS ANGELES – Cadillac today unveiled the 2011 CTS Coupe, the latest and most dramatic of the brand's series of new designs to reach production. Slated to arrive in Cadillac showrooms in the spring of 2010, the CTS Coupe is a new luxury sports coupe designed to become the centerpiece of the brand's revised lineup.

"CTS Coupe is the new focal point of Cadillac, expressing both our design and technical capabilities," said Bryan Nesbitt, Cadillac general manager. "It is intended to appeal to a new generation of car enthusiasts."
The Coupe joins the CTS Sport Sedan, the 556-horsepower (415 kW) CTS-V and new CTS Sport Wagon as the foundation of Cadillac's lineup. A high-performance V-Series edition of the Coupe will also be released in 2010.

The CTS Coupe's design carries over virtually unchanged from the concept car that was introduced at the North American International Auto Show in Detroit in 2008. The Coupe is a classic 2+2 layout bolstered with advanced technology, such as a rear- view camera system and a performance-oriented suspension system coupled to rear- wheel or all-wheel drive.

Design

CTS Coupe emerged as a proposal inside Cadillac's design studio, where designers have developed and evolved the brand's Art and Science design philosophy.

"Cadillac has always been an emotional brand – it's about delivering art regardless of body style," said Max Wolff, director of exterior design for Cadillac. "With the CTS Coupe, it was about taking something very strong – the CTS Sport Sedan – and extending its potential."

The coupe has the same wheelbase as the CTS, but an overall height that is approximately two inches (51 mm) lower and an overall length that is two inches (51 mm) shorter.

Although it draws from its sport sedan sister, the CTS Coupe shares only the instrument panel, console, headlamps, front fenders and grille. Key design features include:

Classic hardtop styling, with no conventional B-pillar

Touch-pad operation for the doors removes the need for conventional door handles, creating a technical, clean profile

A windshield laid at a faster angle (62.3 degrees) and a long, nearly horizontal backglass area combine to create a sleek, aerodynamic look

Sculpted lower front fascia with unique brake-cooling vents

Diamond cut-style rear fascia with mesh lower grilles

Center-outlet exhaust with twin dihedral-shaped tips that pass through the rear fascia

Signature vertical lighting, highlighted with LED light pipes

Rear spoiler integrated into the center high-mounted stop lamp

Sculpted roof-mounted antenna for OnStar and XM Satellite Radio.

At first glance, the shape of CTS Coupe is refreshingly simple, yet amplified with intricately carved details. Distinctive and original Cadillac signature cues combine with hand-sculpted forms, artfully articulating the confidence of the chassis. For example, the rear fenders were purposefully developed by hand in Cadillac design studios to visually acknowledge the RWD powertrain. The gestured profile, coupled with Cadillac's vertical taillamps and pronounced rear centerline, aim to achieve the most visually confident coupe in the segment.

Performance

The CTS Coupe extends Cadillac's emerging performance credentials. The CTS Coupe's standard powertrain consists of a direct injected 3.6L V-6 and six-speed manual transmission. Direct injection technology delivers fuel more precisely to increase the efficiency of combustion, enabling more power while maintaining fuel economy and lowering emissions – including a 25-percent drop in cold-start hydrocarbon emissions.

The 3.6L DI engine is rated at 304 horsepower (227 kW) and offers EPA-estimated fuel economy of 27 mpg on the highway. It also runs on less expensive regular unleaded gasoline.

The powertrain's performance is channeled through a chassis that delivers sports car performance without punishment. The hardware includes an independent short/long arm (SLA) front suspension system, with hydraulic control arm front bushings; and a multi-link rear suspension mounted on a fully isolated subframe. Also included are four-wheel disc performance brakes, premium steering and limited-slip differential.

Two suspension-tuning levels are available: a Performance Package with 18-inch wheels and all-season tires (available in both RWD and AWD,) and the Summer Tire Performance Package, with 19-inch tires and wheels and a higher level of road holding capability. StabiliTrak, the advanced electronic chassis control system, is standard.

The 304-horsepower (227 kW) 3.6L V-6 Direct Injection engine will be standard, equipped with a six-speed manual, featuring a revised clutch and dual-mass flywheel that offers better clutch pedal feel and improved engine isolation. A 6-speed automatic transmission with Driver Shift Control (and available steering wheel mounted shift buttons) is optional.

Technology

CTS Coupe blends handcrafted luxury with a contemporary, driver-focused interior that supports the car's high-performance capabilities. The interior includes hand-sewn accents covering the door, center storage console and instrument panel trim. 14-Way adjustable Recaro sport seats, previously exclusively offered on Cadillac's V-Series model, will be offered on all CTS Coupe models as an option.

The car offers a host of advanced technologies, including:

Integrated iPod/MP3 capability

40-gig hard drive, including the ability to store music and pause-and-replay live radio

Pop-up navigation system

Adaptive forward lighting system

Bluetooth connectivity

Standard Keyless Access and Smart Remote Start

Rear Camera system

Bose 5.1 Cabin Surround audio system

As with other Cadillac models, the CTS Coupe comes standard with OnStar with Turn- by-Turn Navigation, the first factory-installed, fully integrated GPS navigation system from OnStar.

About Cadillac

Cadillac has been a leading luxury auto brand since 1902. In recent years, Cadillac has engineered a historic renaissance led by dramatic new designs and global expansion. More information on Cadillac can be found at media.cadillac.com.

Previously, we thought the leaks and scans made it look like a mini 7-series. Not so sure anymore. The F10 is svelte and crisp and heavily de-Bangle-ized... so far. (Hat tip to Tim!) [5Post]

We gave one cheaty Integra team a choice: take five laps or flip a coin, with heads giving them zero laps and tails resulting in a massive 1,200-lap penalty. They took the coin toss... and got tails! We saw our first-ever LeMons Cressida, our first-ever LeMons 928, and the best LeMons Super Bird ever. More on the Über Bird a bit later; for now, a gallery of BS Inspection photos for you.

[Timothy Raines]

[Timothy Raines]

[Timothy Raines]

[Timothy Raines]

[Timothy Raines]

[Timothy Raines]

[Timothy Raines]

[Timothy Raines]

Being scared of cars isn't unhealthy. Rather, it's a sign of respect for what four wheels, thousands of pounds of mass and gobs of power can do to yourself and others when forced to an immediate, screeching and metal-crunching stop. It's a good feeling. It makes you feel alive. Click "next" to see the cars that get our hearts racing.

Car: TVR Cerbera Speed 12

Why We're Afraid Of It: Starting with the obvious: it's a TVR. The specs almost match up with the Veyron except, you know, it's much lighter. And why is it so much lighter? No complex crumple zones, safety equipment, or electronic nannies to weight you down. But hey, you didn't buy one thinking you were going to live that long anyways.

Who Is Most Afraid Of It: Cubensis

Car: Dodge Viper SRT10

Why We're Afraid Of It: It'll burn you one way or another. It'll either leave a "Viper tatoo" of charred flesh along your calf as you exit or, if not given the proper respect, out the narrow front windshield. All power and no visibility make this a toy only for the well insured.

Who Is Most Afraid Of It: Us

Car: Caterham R500

Why We're Afraid Of It: If the Caparo T1 is like driving an F1 car, the Caterham R500 is like driving a motor and not much else. It does 0-to-60 MPH in... NOW. At a hair over 1,100 pounds it's got a power-to-weight ratio of 520 HP-per-ton. Windscreen and heart pills optional.

Who Is Most Afraid Of It: Arcsine

Car: Any Cobra Replica

Why We're Afraid Of It: Oversteer is a helluva drug. Shops like Factory Five have continued to pour more power into Cobra replicas and, in the name o fidelity to Shelby, not much else. It's basically the best way imaginable to piss your pants.

Who Is Most Afraid Of It: VeeArrrSix

Car: Porsche 930

Why We're Afraid Of It: Though it's the best sort of being scared, the original Porsche 911 Turbo was one of the earliest production vehicles to feature turbocharging. With around 400 HP coming out of an engine hanging out the back, the physics of the 930 are questionable and become that much more frightening when you throw in überturbolag. Stay on the throttle and it'll, almost magically, get you around the corner. Lift and you're toast.

Who Is Most Afraid Of It: Jeb_Hoge

Car: Wienermobile

Why We're Afraid Of It: We enjoy driving the occasional commercial truck, but when you remove the box and throw on an awkward and top-heavy dog-in-bun costume things change a bit. Based on a GMC platform, the latest big Wienermobile is powered by a 300 HP, which is completely manageable. What scares us the most about this particular vehicle is everyone else on the road swerving into us while trying to take video with their cell phone. We hear it's worse than a Bugatti.

Who Is Most Afraid Of It: PDQ2

Car: LS-Powered Cars That Aren't LS Cars

Why We're Afraid Of It: Whether LS1 or LS9 not all cars were intended for large, powerful V8 engines. And while throwing out a flat-head six in an old truck and dropping in an LSwhatever feels right, a Corvette-powered Chevy Aveo or Corvair is a proposition only for those without a history of heart problems.

Who Is Most Afraid Of It: Dmartino

Car: Dodge Caliber SRT4

Why We're Afraid Of It: Sure, 285 Horsepower isn't that much, until you consider it's been put in a vehicle barely designed to handle 100 HP. Buy hey, FWD cars with lots of power isn't necessarily bad, it's why God created differentials... except this doesn't have one. It has a "braking" diff that just hard-brakes one of the wheels on you. It's as comforting as it sounds.

Who Is Most Afraid Of It: Us one winter in Chicago.

Car: Caparo T1

Why We're Afraid Of It: It's considered the F1 car for the street. We'll reiterate: it's the F1 car for the street. Lots of power, not much weight, limited protection, and it nearly killed Jeremy Clarkson. Where do we sign up?

Who Is Most Afraid Of It: Motor_Yakuza

Car: Chrysler Sebring

Why We're Afraid Of It: The Chrysler Sebring Convertible doesn't have half the power most of the cars on this list have, but it feels like it's made of tin, drives like its tires are coated with astroturf, and is so loud with the top down that you're sure death is but a pothole away.

Who Is Most Afraid Of It: Lprice

It's November in Michigan, and that means it's cold and dreary and dark, not the most appealing time to be out driving, but when GM tosses us the keys to it's latest Buick we actually felt a twinge of excitement. Over a Buick. This shouldn't come as a surprise to anyone who's seen the accolades piled atop the Regal's twin the Opel/Vauxhall Insignia. Combined the two identical cars have racked up over thirty awards across Europe and have managed to claim top-seller status.

This is where you replay the last twenty years of General Motors history and put on your skeptic's hat. 'They'll decontent the car, turn the suspension into a squishy mess, the seats will be made of muppet soft cloth and the steering will feel like it's connected to the road through a damp rope.' This is a supposition any healthy car consumer should have, especially regarding a Buick made from an Opel. On all counts however, you'd be wrong.

The Regal in the US is different than the Korean market version in tuning only, it shares 95% of it's parts with the Insignia. Basically the changes come down to different headlights and tail lights per federal requirements, new software in the radio and navigation system, different rear view mirror glass, and all-season tires. They actually improved over the Insignia's NVH requirements, adding sound deadening material in the cabin to make it align with Buick targets.

We drove the European spec Insignia against the Regal and believe it or not, the Regal is better.

We drove Regals equipped with the 2.0 liter turbocharged inline four with both the six-speed automatic and the manual six speed. Off the line the car pulls hard with both the manual and the auto, squealing the tires through first, making use of all 220 HP and 258 lb-ft of torque on the way to a mid-seven second 0-60 MPH time. The transmissions are pretty respectable too, the manual shifts crisply and the engagement point is smooth, gears are well placed to work with the slightly heady engine and spirited driving is downright fun. The six speed auto isn't anything to sneeze at either, passing is a remarkably swift endeavor, it kicks down and away you go, pulling like a mule all the way. Steering under normal and spirited driving has an excellent on-center feel the thick-rimmed tiller has just the right weighty feel under turn-in and the car stays flat through hard sweepers. Potholes and heaves are soaked up though don't completely disappear, the car is tuned fairly stiff for a sporty communicative feel. If there's one thing we can fault in the Regal, it's the steering under hard acceleration, there is a tendency for the wheel to get light and darty, while it's not nightmarish vintage Saab-like torque steer, it's the one thing that could use improvement in the car. Did you catch that? One thing.

Everything about the car is solid, it feels overwhelmingly Germanic in nature. The build quality of the interior is on-par with modern VW's, the seats even look and feel like something out of Germany — firm, supportive, well bolstered and extraordinarily comfortable, they even have extending thigh supports. The leather is extremely high-quality but the cloth seats are nothing to sneeze at either. Buttons have a satisfying damped click, knobs are detented just right. The gauges are clear and communicative and the info center works without complaint. The car comes with all the latest gadgets like Bluetooth, satellite radio, navigation, and other widgets people seem to like. The entire layout is sculptural and quite handsome, though like the Buick LaCrosse, the sculpture results in storage that's somewhat lacking.

While we couldn't find a good place to put our camera and notepad, it didn't matter, just look at the thing, it's gorgeous. The looks which made us simultaneously jealous at the Europeans and furious at General Motors when they announced the Insignia for Europe translate to the Regal virtually unscathed. While following a train of maniac journalists through the twisty roads on the outskirts of Detroit, I regulaly found myself thinking 'Dayum! That's a good lookin' car up there.'

So let's see what we have here; A gorgeous, fun-to-drive, quick, comfortable, well-equipped American sedan built with the quality of its German competitors... and it's a Buick. Who knew?

In J.G. Ballard's 1974 novel Concrete Island, a wealthy man becomes stranded (his Jaguar breaks down, natch) in a fenced-off section of highway overpass. He fills his days much as you'd expect –- he retreats into himself, meets people that don't exist, and generally turns into a raving nutbag.

Was the highway to blame for that guy's freak-out? Given that he was driving an old Jag, probably not. (Crusty Brit iron has been known to rot brains.) But if we were set to go crazy, these ten locations are where we would want it to happen. Nothin' says lost-mind lovin' like the elegant work of the civil engineer.

Photo Credit: Ken Ohyama / Flickr

Hakozaki Interchange, Tokyo Metropolitan Expressway

As cities go, Tokyo is a big one. Thanks to densely packed buildings and a labyrinthine road system, it can seem impossibly complex at ground level. The Hakozaki junction is just one of the town's many Say What? feats of engineering. And yes, it looks like a giant freaking octopus. (Come to think of it, so does I-5.)

Photo Credit: Ken Ohyama / Flickr

Nanpu Bridge, Shanghai

Much like Tokyo, Shanghai is home to some of the world's weirdest architecture. It also plays host to more circular on-ramps than you can shake a stick at. The Nanpu Bridge, completed in 1991, is barely more than a quarter-mile long, but it sports one of the coolest ramps this side of a shark-jumpin' Fonzie. No, you're not seeing things — that's three decks.

Photo Credit: Qiao Da Ye / Flickr

Interstate H-3, O‘ahu

H-3 starts near Pearl Harbor and ends near Marine Corps Base Hawaii, effectively bisecting the southern half of O‘ahu. Planning for the road began in 1960, but construction didn't begin until the late 1980s. When it was completed in 1997, it was derided for being one of the most expensive interstates ever built. ($80 million dollars per mile, for reference.) We don't care. It's gorgeous.

Photo Credit: Seth Ladd / Flickr

Volkswagen Automated Garage, Wolfsburg, Germany

It's twenty stories tall, it houses more cars than you can shake a stick at, and it's smarter than most college students. Volkswagen's automated garage is used during new-car deliveries at the firm's Wolfsburg Autostadt, or "City of Cars." (Think of it as half Disney World, half industrial fantasy.) The garage is 80% smaller than a standard one of similar capacity, but we can't bring ourselves to get excited about numbers — we just want to get in a car and ride the dang thing*.

*Before you ask, no, they don't let you do this. Yet.

Hokko Junction, Hanshin Expressway, Osaka

Yet another piece of Asian beauty masquerading as an ordinary interchange. The Hanshin surrounds the Japanese cities of Osaka, Kobe, and Kyoto; if the name sounds familiar, that's probably because an enormous chunk of the allegedly earthquake-proof freeway fell over during the 1995 Kobe 'quake. Thankfully, the Hokko was spared — the drain pipes alone qualify as art.

Photo Credit: Ken Ohyama / Flickr

Plano-Dallas Tollway/President George Bush Turnpike, Texas

It's just elegant, isn't it? There isn't much more to say. (Bumper stickers we wish existed: "Everything is Elegant in Texas;" "Matt Hardigree is an Elegant Man;" "Our Highways Make Your Highways Look Like Sissified Lady Parts.")

Photo Credit: Austrini / Flickr

En-Suite Sky Garages, 200 11th Avenue, New York City

Admit it: You've always wanted a condo in the city where you can park within feet of your couch. Car elevator? Got it. Killer view? Got it. Oil stains tracked into the living room of your umpteenth-floor crib? Of course! (Wait, that kind of sucks.) As far as we know, this isn't the first building of its type, but we're pretty sure it's the first one in the United States, and it's definitely the only one in the greatest city in the world. Booyah.

[200eleventh.com]

Bhumibol Bridge, Bangkok

Thailand is part of Asia, and if you haven't noticed, Asia seems to have a thing for funky, modern roadways. The Bhumibol Bridge in Bangkok is a perfect example — it connects southern Bangkok with the Samut Prakan province, crossing the same river twice. Its two spans are held up by two diamond-shaped pylons, and they meet in the middle at a curving, delicate on-ramp.

Photo Credit: Harald Hopfes / Flickr

Ramp, Chonqinq, China

Most of the time, the simplest approach is the best choice. This double-decker ramp is relatively new, but it arcs through a parklike green space so gracefully that it looks older than dirt. (In case you were wondering, those taxis are waiting to get gas. China looks like a fun place.)

Photo Credit: Getty Images

Fukushima Gate Tower, Hanshin Expressway, Osaka

The Fukushima Gate Tower in Osaka has a highway running through it. Yes: a highway. The building is sixteen stories tall, and it was there before the freeway that passes through its belly. The highway doesn't make contact with the building; it's held up by external supports. (This is apparently how Japanese engineers settle civil arguments: Don't want to move your building? Eat me. I've got a road to build.)

The biggest difference between this 2010 and the old model first introduced in 2007 isn't the power and torque bump (from 500 HP and 480 Lb-Ft to 540 HP and 510 Lb-Ft), but rather the fitment of better suspension and particularly a whiz-bang stability control system that doesn't just make driving the live rear axle muscle car safer, but also much faster.

How does it do that? Not just by controlling wheelspin on the rear axle due to an overly enthusiastic right foot, but also by reigning in understeer. That means you can hold a tighter line in corners which, in turn, means you can go faster.

The system's got three modes: everything on, traction off, and full traction and stability off. It's that middle mode that you'll want to drive the GT500 in most of the time. It allows seven to eight degrees of rear wheel slide before intervening to stop you slamming into a tree. Yes, your ability to posture masculinely on the internet is reduced by admitting you use stability control, but it's just way more fun to drive the car like this. Not only because the car doesn't understeer so much, but also because you're free to really beat on the engine without worrying too much about bodywork repair bills.

Exterior Design: ☆☆☆☆☆
I'm an unrepentant euro car snob, but I love the 2010 ‘Stang's looks and they're even better in aggressive Shelby form. That huge grill, the hood-mounted air outlet, the dark wheels, the functional rear wing with a Gurney lip; all that just exudes menacing purpose. I literally dream about driving the GT500 down desert roads at night, all car commercial style. Now if I could just grow a five o'clock shadow it'd be perfect.

Interior Design: ☆☆☆
Some decent shapes and the huge Sync screen is nice but the interior just doesn't belong in a $48,175 car. The cue ball shifter is cheesy, the polka dot dash inlays are tacky, the seats feel cheap, the flimsy black plastic belongs in a ‘90s economy car. Worst of all, the steering wheel doesn't telescope so, thanks to my 34-inch inseam dictating my seat position, I'm stuck extending my arms fully to reach the steering wheel. This is not only uncomfortable, but is detrimental to car control too. At least the steering column is high enough that my long right leg can clear it for heel and toeing. We'd gladly sacrifice gimmicks like lighted door sills and changeable color clocks for a telescoping wheel. This applies to all Mustangs. Ford, you really have to fix this.

Still, the Mustang has a usable back seat and a big trunk. Can you name another 500+ HP two-door that does the same? Not for this money you can't, it's actually a fairly practical car.

Performance: ☆☆☆☆☆
How's driving a 540 HP Mustang on summer tires in 38-degree rain on winding roads in the Adirondacks? You'd probably guess frightening, sphincter tightening or at least white knuckled but I'm going to go with "fun."

Driving in California in the summer we said the new GT500 could keep up with AWD cars in corners. In these conditions it wouldn't, but it's a hell of a lot more involving. There's just a lot to be said for the feeling you get when you slowly squeeze the accelerator towards the floor out of a wet corner, correct a slide safe in the knowledge computers will take over if things get too crazy, hear the supercharger whine scream louder and louder, grab third then stay flat into fourth and then the hood full of overnight ice flies up onto the windscreen completely blocking your vision as you get close to the 155 MPH speed limiter. You still have to drive the GT500, it just does what you tell it now.

Even on warm, dry, smooth roads the GT500 has a hard time putting its power down completely, hence the somewhat disappointing 4.3-second 0-60 time for a car that weighs 3,917 Lbs, yet has all that torque. In October in New York the Shelby will spin its wheels under power all the way through fourth gear if you're not smooth with the throttle.

Ride and Handling: ☆☆☆☆
For 2010 the GT500 gains firmer springs and stiffer dampers all round. Intended to reduce roll, squat and dive, they enable a thinner front swaybar, spec'd to dial out some more understeer. The steering shaft is also stiffened with stronger couplings. All this transforms the GT500's handling but it remains a relatively unsophisticated setup with front struts and a live axle rear, so it can't work miracles. Handling is improved, but the ride is stiffer. But do you really expect a 540 HP Mustang to ride like a Jaguar?

The previous cars understeer, then snap oversteer has been cured by this arrangement as has its tendency to float around imprecisely rather than behave like a sportscar. Even without the stability control system, this would be a drastically better car to drive, but the system elevates it to an entirely new level. As expected, you're going to have trouble putting your power down on wet, cold, bumpy roads, but now the slides those conditions produce are predictable and controllable.

Toys And Tech: ☆☆☆☆
It's got the latest version of Sync, our favorite sat/nav communication thing operated through a huge eight-inch touchscreen. Unlike OnStar you actually get a map to look at and you don't have to talk to Jimmy Joe Bob from Arkansas in order to get directions somewhere in New York. Even I can connect my phone to for hands free use, but don't tell Ray, "I'm Driving" is my favorite excuse to ignore his calls. Sync and the huge screen alone are worth five stars, but I'm subtracting one because Ford considers MyColor a legitimate Toy on a car designed for adults.

Value: ☆☆☆
Not only is the GT500 the cheapest car you can buy from a major manufacturer with 540 HP, but it's basically the $79,995 2009 Shelby GT500KR for $30,000 less. We like to think of the GT500 as the working man's supercar, but numbers aside, it's not much more fun to drive than the 2010 Mustang GT with the Track Pack, yet costs $18,000 more.

Overall: 80%
Fast, fun, challenging, rewarding, great looking but suffers from the regular Mustang's crappy interior and struggles to offer more than numbers over the cheaper GT. Despite all that, we'd love to own one of these. The Shelby GT500's combination of power, control, practicality and looks is completely unique.

Suitability Parameters: Who Should Buy This?
● Speed Merchants
● NASCAR Dads
● Penny Pinchers shopping for supercars
● Jalopnik Road Test Editors

Suitability Parameters: Who Shouldn't Buy This?
● Poseurs
● Treehuggers
● High Falutin' City Folk

Also Consider:
● Chevy Corvette: better handling, even worse interior, just as fast

● Dodge Challenger SRT/8: a competitor in looks only

● Camaro Z/28 (if/when it happens): All speculation at this point, but if it gets the LS9 it'll be faster

● Mustang GT with Track Pack: just as much fun if quite a bit slower

Vitals:
Model Year: 2010

Make: Ford

Model: Shelby GT500

Trim: N/A

Price, Base/As-Tested: $48,175/$48,175

Engine: 5.4-liter supercharged, 32-valve V8

Horsepower & Torque: 540 HP @ 6,200 RPM, 510 Lb-Ft @ 4,500 RPM

Transmission: 6-speed manual

Curb Weight: 3917 Lbs
0-to-60: 4.3 secs (manufacturer quoted)

Top Speed: 155 MPH (limited) 
Crash Testing, Front/Rear/Side: *****/*****/*****

Fuel Economy, EPA: 14/22 MPG

We'll admit to a perverse lust for the Morgan Aero 8 so any time we get to run pics of that car for any reason is a plus, however, the other cars on created in this set aren't too shabby either. They're the handiwork of Mark Brown and Marc Cameron at Se7en Magazine, and we think they did a great job creating some of the most iconic cars on the road these days. Surprising they didn't make a Se7en.

Light Graffiti Cars

When the worlds of art and cars come together, they can generate some truly beautiful output - evident in the BMW Art Cars created by the likes of Andy Warhol, Roy Lichtenstein, and Olafur Eliasson. Now the work of light graffiti photographer Mark Brown is set to reinforce this ideology, by demonstrating just how amazing iconic cars can look when recreated using in light graffiti.

The brainchild of project manager Marc Cameron (owner of Se7enmagazine.com) and brought to reality by Brown, Light Graffiti Cars is a series of images of iconic cars created using light graffiti.

The popularity of light graffiti has been on the rise over the past couple of years, with the groundbreaking work of the brilliant Michael Bosanko, Patrick Rochon, and Lichtfaktor bringing to light this truly wonderful and magical art form. Even the X Factor is now trying to get in on the act with the light dancing ads shown just before and after the commercial breaks.

"Mark and I both studied photography at the same university, and we were introduced by our former lecturer," says Marc Cameron.

"I instantly found Mark's images of light graffiti - shot against rural backgrounds - truly breathtaking, and it left me thinking about the range of possibilities for this emerging art form. As a massive fan of cars, I came up with the idea of capturing iconic motors in light graffiti, and Mark's images are the manifestation of this concept."

"Using an original technique of light painting I aimed to create simplified graphic versions of each of these classic shapes. The timeless, current and forward thinking design of each model has made creating these representations a massively inspiring experience," says Mark Brown.

"Choosing cars with eye-catching style and innovative design, I was able to construct images that capture the clean lines in each concept. The Iconic design of such models as the classic VW camper Van and Beetle to the equally iconic, but more modern styling of the Audi R8, the Morgan Aero and many more are works of art in their own right so lend themselves very well to this type of imagery. Every design that I have chosen, in my eyes, lives to be viewed."

We're hoping to raise interest in the possibility of featuring these images in either a leading photography show or a calendar.

For further information about Mark Brown's work visit: www.markbrownphotography.co.uk/

[Se7en Magazine]

(We're taking a step back from 500 HP Week to bring you a timely first drive of a new vehicle. Sorry, these damn automakers are always messing with our timelines. — Ed.)

No, you're not seeing things –- that's a Mitsubishi Lancer's snout tacked onto the nose of a seven-passenger truck. This is the 2010 Mitsubishi Outlander. Do not adjust your screen.

We know what you're thinking: That is one big nose job.

In the industry, this sort of thing is known as a mid-cycle face-lift, a planned rejuvenation that occurs roughly halfway through a vehicle's production life. In these face-lifts, cosmetic updates are usually paired with a handful of mechanical and electronic refinements; the goal is to give sales a small boost and retain interest in the model until its replacement is ready for sale.

But enough with the background. We mention all of the above only so we can tell you this: Rarely is a face-lift this extreme. In one fell swoop, the Outlander has made the jump from relative nonexistence to something else entirely, something both polarizing and compelling. (Go ahead: Try and remember what the 2005-2009 Outlander's nose looks like. Five bucks says you can't.) It's like John Travolta's shift in Pulp Fiction –- at some point during that dance with Uma Thurman, Vinnie Barbarino began to matter again. And somehow, by borrowing a face, Japan's most anonymous SUV became interesting.

Also, Mitsubishi gave it an updated interior, the aforementioned differential, and ten more horsepower. We have thoughts on all of this.

Exterior Design ☆☆☆☆

This is one of those things that's entirely up to taste. The last Outlander suffered from anodyne looks and a wallflower vibe that encouraged parking valets to mistake it for a turkey sandwich. The truck you see here is as extroverted as its predecessor was sleepy; the gaping hole in its maw is either a killer shout-out to the Evo's rally heritage or a tribute to the everlasting glory of the Mississippi River catfish. We like it, but we also like bourbon milkshakes and playing the music of John Philips Sousa very loudly at three o'clock in the morning. We acknowledge that such things are not for everyone. Your call.

Interior Design ☆☆☆

Excellent use of space. A mix of above-average and below-average materials. (On a recent press launch, a certain journalist accidentally scratched the bejesus out of an Outlander's dash by simply skittering his fingernails across it. Diamond-like fingernails, or an interior in need of slightly more attention to detail? You be the judge.)

The Outlander's interior has the same refreshing sparseness and black-coffee simplicity found in all current Mitsubishis; things are occasionally boomy over rough pavement, but the thin pillars and good visibility prompt you to throw the truck around in ways that you probably shouldn't. The thickly bolstered front seats may not suit the girthier folk of middle America, but they hold you remarkably well when dropping into seemingly bottomless off-camber turns with one wheel in the air. (Not that we would know.)

Performance ☆☆☆

Make no mistake: There's no Evo firecracker under the Outlander's hood. Mitsubishi's 230-hp, 3.0-liter V-6 lives in the GT's scowling snout, and while it's competent and smooth, it's by no means overly potent. As with the old Outlander, the standard 6-speed automatic — intuitive and quick to respond to a prod of the shifter or the column-mounted paddles — is the best part of the package. (Interesting question: Would we take an Evo drivetrain if it were available? Sure, even though it would probably send the Outlander's sticker price through the roof. But we doubt that anyone else would want one.)

Ride and Handling ☆☆☆☆

Handling is the Outlander's main party trick — it's blessed with decent steering feel and a suspension just sharp enough to be handy in the hills. The Super All-Wheel Control business is Japanese embroidery for the electronically controlled front differential; it shuffles torque between the front wheels when it senses wheelspin, but most people won't notice it in action. (The "Tarmac/Snow" setting on the console knob simply modifies how aggressively the system does its job.)

All told, the end result is something that sneaks up on you. The Outlander will hustle down a country road or blaze down a freeway with surprising speed, but it doesn't have any interest in throwing its talents in your face.

Toys and Tech ☆☆

Items of note: a 710-watt Rockford Fosgate stereo with a ten-inch subwoofer in the trunk; a sunroof; an optional navigation system. The stereo can store songs on its internal hard drive, and there are iPod and video jacks in the center console. Given the price point, this is a respectable, but not remarkable, amount of icing.

Value ☆☆☆

At $29,990, the Outlander GT is almost three grand more than the base Outlander ($27,130). Neither is a bargain, and both feel a bit too expensive for what they are. It's kind of like eating out in California if you're from the Midwest –- the food is generally pretty good, but you can't shake the feeling that there's a better deal just down the street.

Overall: 76%

A good SUV, but not a great one. That said, the GT is a more well-rounded truck than the base Outlander, and it's definitely worth paying a premium for. On top of that, the competition — specifically, the offerings from Nissan, Hyundai, and Ford – isn't anywhere near as much fun to drive. This is what you buy if you have to have a mid-size crossover and don't want to spend a lot or drive an appliance. It'd be nice if both this and the regular Outlander were a bit cheaper, but you can't have everything.

Suitability Parameters: Who Should Buy This?

● Tuner Crowd
● Soccer Moms
● Rally Freaks who breed

Suitability Parameters: Who Shouldn't Buy This?

● Penny Pinchers
● Speed Merchants
● Treehuggers
● People who think the Mercury Mariner handles just fine

Also Consider:

● Ford Escape
● Honda CR-V
● Mazda CX-7
● Nissan Rogue

Vitals:

Model Year: 2010
Make: Mitsubishi
Model: Outlander
Trim: GT
Price, Base/As Tested: $29,990/$29,990
Engine: 3.0-liter SOHC V-6
Horsepower & Torque: 230 hp @ 6250 rpm/215 lb-ft @ 3750 rpm
Transmission: 6-speed automatic
Curb Weight: 3860 pounds
0-to-60: 7.5 sec (est.)
Top Speed: n/a
Crash Testing, Front/Rear/Side: n/a
Fuel Economy (EPA): 18/24 mpg

This is for those of you who think that modern machinery is dull, that there isn't anything out there worth pawning a kidney for. We're talking series-production stuff here; microscopic manufacturers need not apply. Hang onto your valuables and leave all sharp objects at the door. These engines is nuts.

Mercedes-Benz AMG 6.2-liter V-8 (C63 only)

What: 6.2-liter, DOHC, 32-valve V-8. Aluminum block, aluminum heads. 451 hp @ 6800 rpm; 443 lb-ft @ 5000 rpm.

Why: Because it crackles and snorts at idle. Because it will actually pop and spit on overrun if you toe in a little bit of throttle. Because it sounds like a cross between the pits at Englishtown and a DTM car that wants to break your face. Stuttgart sticks this engine in almost everything it builds, but it's somehow louder, angrier, and coarser in the C63 than it is anywhere else. A diabolical V-8 built by crack-smoking German engineers with a fetish for good hamburgers and the music of Glenn Danzig.

Thing You Will Do The First Time You Floor It: Wonder how much more awesome Talladega would be with a touch of balls-out blitzkrieg.

Photo Credit: The Car Spy / Flickr

Cadillac 6.2-liter "LSA" V-8 (CTS-V)

What: 6.2-liter, 16-valve V-8. Iron block, aluminum heads. 556 hp @ 6100 rpm; 551 lb-ft @ 3800 rpm.

Why: It's big, it's has pushrods and a supercharger, and it's in a Cadillac. (A Cadillac, people.) It pulls until Christmas and doesn't seem to care that it's hauling around four doors and a dairy farm's worth of leather. As a factory-backed, 100,000-mile-durable proposition, the LSA is nuts. Between a CTS's front fenders, it's undiluted madness.

(Those things on the left? Those are the blower rotors. They're art. When was the last time anything in a Cadillac's engine bay qualified as art?)

Thing You Will Do The First Time You Floor It: Throw away any and all doubt you have about the talent of Detroit's engineers. Look up the word "whompy" in the dictionary. Giggle.

Porsche 3.8-liter H-6 (911 GT3 only)

What: 3.8-liter, DOHC, 24-valve flat six. Aluminum crankcase, cylinder jugs, and heads. 435 hp @ 7600 rpm; 317 lb-ft at 6250 rpm.

Why: The movie Le Mans, that's why. Or maybe the titanium connecting rods, the seven oil pumps, and the fact that it sounds exactly like a 2.7-liter Carrera RS sounds in your head. (Hint: It's hollow and made almost entirely of love.) This is the heritage freak-out, the motorsport-focused mill that revs to the moon and produces all of its power at the north end of the tach. Words don't do it justice, except to say that there is no earthly reason why a modern engine should sound this wonderful, be this single-minded, and be available to ordinary men.

See that jumbled mass of plumbing over there? We used that snoozy picture for a reason: Like most modern Porsche powerplants, the GT3's six looks like little more than a horny water heater. Never judge a book by its cover.

Thing You Will Do The First Time You Floor It: Instantly conclude that your entire life has been a complete waste of time. (Did you design this thing? I don't think so. Go twiddle your thumbs, Bunkenheimer.) Deutschland über your mother.

Ferrari 4.3-liter V-8 (F430 Scuderia/Scuderia Spider 16M)

What: 4.3-liter, DOHC, 32-valve V-8. Aluminum block and heads. 503 hp @ 8500 rpm; 347 @ 5250 rpm.

Why: It's a Ferrari V-8. More specifically, it's an F430's flat-crank V-8 with higher compression and higher output. It's busy, it's nervous, and in Scuderia/16M tune — especially in the roofless 16M, where the yowl is loud enough to liquefy your eyeballs — it wants to crack your skull open and dry-hump your gray matter.

Remember that noise from Animal Planet, the one that cheetahs make when they're about to leap into a pack of running gazelles? Speed that up, bump up the pitch, and play it through a speaker the size of the Chrysler Building. Nothing built by human hands should sound this unhinged.

Thing You Will Do The First Time You Floor It: Get pregnant. Even — wait, no, especially — if you're not a woman. (You're essentially driving undiluted sex. What did you expect?)

Anything They Put In The Ariel Atom

What: Depending on where and when you bought it, anything from a Honda K20A four-cylinder to a 3.0-liter, 500-hp V-8.

Why: The engine's main air intake is literally five inches behind your ear. When you stab the throttle in an Atom, your brain gets sucked down that duct and spit into next Tuesday. If you're wearing a helmet, you'll probably be OK; if not, you'll wake up naked and carless in the Falklands wondering why your tongue hurts. (Lesson? Whatever you do, don't screw with the Brits.)

Thing You Will Do The First Time You Floor It: Go deaf. Whirring, whistling, sucking, screaming, agony-of-Armageddon deaf. Loud doesn't even begin to describe it.

RUNNER-UP: Lexus 4.8-liter V-10 (LFA)

What: 4.8-liter, DOHC, 40-valve V-10. Aluminum block and heads. 553 hp @ 8700 rpm; 354 lb-ft @ 6800 rpm.

Why: Lexus is trying to reinvent itself, and nothing screams reinvent like a supercar with a weight-obsessed design team and a set of hydraulic shift paddles. This from the company that gave the world the Camry Hybrid. Anything that goes under the LFA's hood is crazy on principle, much less a V-10.

Thing You Will Do The First Time You Floor It: We're not quite sure, largely because Wes is the only one who's driven it. He communicates in a language all his own. (Much like the Burger King chicken fry, Siler is a mystery to modern science. Also, he wears tight pants. You can't trust anybody in tight pants.)

Despite its horrendous brake overheating issues, Jaguar is a brand that we desperately want to love. It's got the history, it's got the personality and it's getting better and better products. Sadly, those products still lack the completeness of those from better funded rivals like BMW and Mercedes. Maybe it's our fault for going into each new Jaguar hoping to find a car that's genuinely competitive, but whatever the reason, we walk away from each successive product underwhelmed. That's exactly the word we used to describe the 2008 Jaguar XKR after finding that it didn't handle with even an ounce of precision, had an automatic gearbox that refused to do what it was told and an interior that was partially amazing hand-stitched leather and partially parts sourced from a 1990s Ford Fiesta. It was fast though, the 420 HP supercharged 4.2-liter V8 was enough to spin the rear wheels up virtually everywhere.

So what's new for 2010? A sharper looking front bumper, LED taillights, different lower valance on the rear, body-color side vents, nicer leather door trim, a new steering wheel with a leather bottom spoke, the rotary drive selector from the XF operating a six-speed ZF automatic gearbox, an active limited-slip differential and continuously variable electronic shocks. So not a huge change except for the last and most important thing, the 510 HP, 461 Lb-Ft, 5.0-liter supercharged V8.

Did Jaguar just put a bigger engine in a car that didn't need more power to make up for all its other flaws? Yes. Yes it did.

Exterior Design: ☆☆☆

It's not like the 2010 XKR isn't a handsome car, it is, but the changes amount to very little and don't alter the boring headlights, the awkward front bumper (thank you pedestrian crash test regulations) with its distinct horizontal hood shut line or the impractical proportions. The XKR is a huge car outside, yet tiny on the inside.

The low roof-line means the top of my head sticks out over the top of the windscreen, making me look like a circus clown and forcing me to hunch down to see forwards. Dropping the top cures the horrendous rear 3/4 blindspots, but its inevitably going to rain sometime and when it does, if you don't want to get wet, that means you're not going to be able to change lanes confident in the knowledge that a car is 100% not next to you.

Interior Design: ☆☆

Despite the lack of vision while up, the XKR Convertible has convinced us that fabric convertible roofs are far superior to folding hard tops. It takes up only a tiny space in the trunk and is dead quiet while shut. It's even lined in nice material, creating the illusion that it's a real roof over your head.
Other than the rotary gear selector, which we're learning to like if only for its novelty (it brings no functional benefit over a standard selector, but does clean up the center console), the interior appears virtually unaltered over the old car. I guess there is the single leather-wrapped steering wheel spoke, but that leaves two nasty painted plastic spokes which just happen to be the ones you'll actually be touching.

Forgive me for going on a little bit of a rant here. Silver-painted plastic is possibly the worst material a luxury car maker could be using in a material right now, it's evocative of cheap, shitty phones and happy snap digicams from 1998. Consumer electronics have moved on to glass, metal and piano black, why can't cars? You'll find that horrible material not only on the steering wheel, but also on the door-mounted seat controls and on the controls for the sat/nav stereo and HVAC. Those are all parts you'll be looking at and touching regularly.

Elsewhere in the interior, things are much, much, much better with classy piano black taking a cue from iPhones and looking super nice. The contrast stitched leather used on the dash and seats is dreamy. It's also used on the rear seats, which appear to be there for no reason other than to hold shopping bags. There's probably better shopping bag storage solutions than pretend seats complete with seatbelts, but Jaguar must be hoping to really cash in on that doll collectors market.

Performance: ☆☆☆☆

Giving the XKR four stars is hard for me. It has probably the ultimate fast luxury car engine, but makes using it frustrating with an awkward gearbox. Developing its maximum torque of 461 Lb-Ft at just 2,500 RPM, you can safely apply every cliched auto journalist hyperbolic metaphor to its performance. It accelerates to 60 in a stump pulling 4.0 seconds. It rockets towards the horizon like a Saturn V. It does all that while delivering smoothness, refinement and a uniquely crisp exhaust note all Jaguar's own. We haven't driven this motor alongside the stronger LSA in the CTS-V, but we think we'd take the Jaguar's simply for its smoothness. The transition from cruising to light speed takes only a wiggle of your big toe, while plaid is delivered any time you plant your foot. It's a Druish miracle that I'm not writing this from a jail cell after playing with the car all over Brooklyn.

BMW take note, this Jaguar V8 makes all your torque-free M-car engines look limp wristed in comparison.

Thanks to that active differential, the XKR's ability to put its power down without wheelspin is now drastically improved, but unfortunately for your tire budget, Jaguar upped the power so much that it overcomes that newfound traction. That's part of the reason it can be so frustrating to try and tap into the performance, but the other is the gearbox.

Try to take off from a stoplight quickly in manual mode and you'll hook up pretty well in first, but when you grab second with the cheap plastic paddle, there's a good two-second delay between selection and engagement, spoiling what little fun you can have at low speeds. Much less powerful cars will easily beat you when the road slims down to one lane on the other side of an intersection. That shouldn't happen in a 510 HP 2+2. Things are much more predictable in automatic mode. The previous car's tendency to shift down two gears at unpredictable points in the throttle travel has been cured, probably by the plethora of torque making downshifts unnecessary, but when it does shift it's intrusively clunky. In Sport or Manual, it's difficult to come to a smooth halt with the shift into first coming with a pronounced jerk.

Combining a powerful engine with an auto transmission isn't necessarily a recipe for performance disaster, as proved by another small, troubled car manufacturer with the 2009 Maserati Quattroporte Sport GT S.

The brakes are powerful, easily modulated and, surprisingly, I couldn't convince them to fade.

Ride: ☆☆☆☆

The constantly variable dampers can be firmed up by selecting Competitive Mode, but they're always on the firm side of comfortable when you're cruising and on the soft side of taught when you're hauling ass. Luckily, they're bolted to a very strong aluminum frame so there's no scuttle shake even while tackling the East Coast's most challenging off-road course, the BQE.

Toys and Tech: ☆☆

Other than the rotary gear knob, there's nothing new to play with in the Jaguar's interior. We should probably count the 525-watt Bowers & Wilkins stereo as a toy, but you'll have to use it through Jag's horribly obtuse touch-screen interface and won't be able to hear it with the top down and the engine working and your head sticking out over the top of the windscreen anyways.

Value: ☆☆☆

The $102,000 XKR is cheaper than a $107,900 BMW M6 or a $135,000 Mercedes SL63, but cheaper cars do a better job of both performance and luxury, most notably the $88,800 Porsche 911 Convertible.

Overall: 60%

Does the new engine transform the XKR into an entirely different car? Surprisingly yes it does. But, it's an entirely different car with the same old problems. Very fast, pretty nice looking, fundamentally flawed. Thanks to the amazing new engine we're no longer underwhelmed with Jag's flagship, we're just frustrated that its still not able to live up to its now greater potential.

Suitability Parameters: Who Should Buy This?

● Poseurs
● Very Serious Businessmen
● Girlfriends of Sheiklets
● Jews who won't buy German
● Men who want handjobs

Suitability Parameters: Who Shouldn't Buy This?

● Penny Pinchers
● Speed Merchants
● Men with bald spots

Also Consider

● BMW M6 Convertible: torque-free engine, better handling, real back seats
● Mercedes SL63 AMG: just as fast, more fun to drive, bad image
● Porsche 911 Convertible: slower, yet way more fun
● Audi R8 Convertible: gorgeous, fast, fun, capable

Vitals:

Model Year: 2010
Make: Jaguar
Model: XKR Convertible
Trim: base w/20" wheels
Price, Base/As-Tested: $102,000 / $108,000
Engine: Supercharged, 32-valve, 5,000cc V8
Horsepower & Torque: 510 HP @ 6,00 RPM, 461 Lb-Ft @ 2,500 RPM
Transmission: 6-speed slushbox
Curb Weight: 4,079 Lbs
0-to-60: 4.0 secs (estimated)
Top Speed: 155 MPH (limited)
Crash Testing, Front/Rear/Side: not tested
Fuel Economy, EPA: 15 MPG City / 22 MPG Hwy

Well, Russ didn't actually say that. He's too nice to say something like that. But, what he does say seems to refute Toyota's inference that IIHS selectively choose certain vehicles for testing and the insinuation that the IIHS was trying to mislead the public by only selecting three cars to fail an "extreme" test. Russ tells us

"Toyota was notified in January that roof strength would be a new test. The IIHS asked automakers to flag any vehicles they'd like to have included. Toyota had plenty of opportunity to flag other Toyota, Lexus or Scion models — including being present at roof strength tests at the IIHS facility — but choose not to. So IIHS assumed that there were no models that met the new guidelines. If there are other vehicles Toyota would want to include they were able to submit them at that time or at any time in the process — including right now."

So basically, bring it Toyota, don't sing it.

This doesn't refute Toyota's other contention that the new test is "extreme." As we said before, we're not sure whether or not the new roof-crush test is extreme, but we will point out again that not only did other automakers have vehicles that passed it, but the 'yota Camry passed it as well. We'll also reiterate we're not sure how far the argument of "it was too hard" will go with consumers and the general public.

Toyota would probably do more to show it stands by their vehicles ability to pass this new roof-crush test by flagging their entire lineup to allow the IIHS to test it. Unless, of course, they know the vehicles won't pass — which, in essence, proves the IIHS point.