In preparation for next Saturday’s trip to the 31st International Mustang Meet in Red Deer, AB, let us take a peek at the the car we’ll be taking down: the 2011 Shelby Mustang GT500. The crowning jewel of the GT500 is a new aluminum engine that saves 102 lbs of mass and produces 550 supercharger-aided horsepower. Just to put that power figure in perspective, that is as much horsepower as the Pagani Zonda C12 S (with 7.0L AMG engine), Valentino Balboni’s RWD Gallardo, the Cadillac CTS-V, Lexus LFA, Cayenne Turbo S, and the Bentley Continental GT. And at 510 pound-feet of torque, the elite group of company shrinks further still.

A Shelby Mustang is differentiated from lesser members of the breed by the engine (obvs.), racing stripes running the length of the body, Cobra badges, and a smattering of SHELBY stickers wherever the engineers and designers could find an empty space. Ok, but who is “SHELBY” and why is his name so well-advertised?

A glance at the trunklid of the GT500 reveals that name again: SHELBY. This is the surname of the 1959 24 Heures du Mans winner, Carroll Shelby; a man whose name has been synonymous with souped-up ‘Stangs since 1965, when the GT350 hit the unsuspecting streets of America. Carroll and his team of tuners took delivery of stock Mustangs from Ford’s San Jose plant and fiddled with them enough to warrant their own special VINs. In 1967, the GT500 was added to the roster when Carroll replaced the 350’s 289 c.i. (4.7L) with a 428 c.i. (7.0L) Police Interceptor powerplant. The brief association between Shelby and Ford would cease in 1970, leaving a 37-year void until 2007 when the GT500 would rise like a Phoenix again.

Richard Hammond will now do his best to explain what makes Shelby Mustangs so special.

We’ll see you on Saturday, September 4, at the Capri Hotel and Convention Centre in Red Deer, AB, for the 31st International Mustang Meet.

[Photo credits: classicfordz/Flikr, author, Flikr]

[Video credit: YouTube]

In a shed in Worcestershire lies a workshop. Compared to the faceless multinational corporate giants of the autoproducing world, Morgan appears to be a speck of an establishment, like a solitary brick in a skyscraper. But it is really a diamond in the rough. I mean, just look at these raw and unfinished sirens, beckoning you to come hither.

It is in this quaint central part of Britain wherein metal alloys are superformed into exotic, radical shapes. Sandwiched between the superformed exterior and the advanced bonded aluminum chassis is the most peculiar of building materials: ash hardwood. A material that is utilized for its properties of strength, durability, and light weight. And you thought titanium and carbon fibre were unconventional.

Complete with taillights reminiscent of the Bentley GTZ Zagato, the latest creations to spring forth from the fertile minds of H.F.S. Morgan’s successors are the Aeromax, as seen above, and its convertible stablemate, the Aero Supersports. The £125,000 coupe and £130,000 roadster hearken to an integral part of the history of modern Britain, a period during the blastocytic transformation of the automobile where the country boasted hundreds, if not thousands, of idiosyncratic establishments devoted to the construction and development of four-wheeled transport. Today, Morgan lies on the periphery, on a peninsula of ingenuity unto itself.

The Aeromax was designed by Matt Humphries, who was a design student at Coventry when he penned its Coleopteric rear and retro-modern front. Mr. Humphries has since graduated and taken on the role of head of design for Morgan. There is no doubt in this author’s mind that the man has an uncanny talent, the likes of which wouldn’t have left him out of place in the decadent Art Deco period of the 1920’s. This having been said, one of his more unusual design flourishes on the Aeromax is attributable to the Jaguar E-Type, not Matt Humphries. Of course, I’m referring to the triple wiperblades on the front windscreen. But if two is good, three is better, no?

Then there are the trunk openings. Yes, plural, as in multiple openings. Whereas most trunks have a single opening, and some strange vehicles like the BMW 5GT has a smaller one and a larger one, the Aeromax has two symmetrical glass trunk covers that open towards the spine of the car. Perfect for quickly tossing in your handbag or briefcase, but less than ideal for anything larger. I guess that means runs to the airport are out of the question.

When you think about it, the previous siren analogy was particularly apt, the Aeromax is actually very much like the dangerous bird-women of Greek mythology. The workmanship of the exterior and chassis are flawless, the engine is a rock-solid BMW V8, and yet you cannot shake the notion that the electronics and the interior may not be up to snuff. Yet it calls you with its songs of seduction and lures you to your demise. Except demise with a Morgan is not like crashing your ship onto a rocky coast, it’s heaven.

[Photo credits: Flikr]

[Video credit: YouTube]

Dear Mr. Zwozdesky;

I’m sure we can both agree that Alberta is an amazing province. From the soaring Rocky Mountains to the endless Prairies, we could not be more fortunate to call this land our home. We boast unrivalled prosperity at a time when the world is tightening its belt, and for this, we should consider ourselves very fortunate. Much of our economy’s success in recent years has been attributable to the oil and gas industry. As a result, much of our focus in terms of environmental health has been focused north, to Alberta’s oil sands – but what about our cities? Are our cities healthy places to raise our families when there are increasing numbers of motor vehicles on our roads, and our major urban centres continue to sprawl? Motor vehicles emit various chemical compounds that are detrimental to our air quality and to our health, such as carbon dioxide, carbon monoxide, and nitrous oxides. Motor vehicles also foster sedentary lifestyles that are at the root of many health issues burdening our healthcare system, such as obesity and Type II Diabetes.

It is not just motor vehicles themselves, but the way we design our cities around them that negatively impacts on our environment the health of our communities. Currently, our largest urban centres are designed with only motorized transportation in mind, making it difficult, if not impossible, to use alternative modes. The need for support of alternative modes of transportation is both normative and expressed. It is normative because every large city in the world needs to have varied and comprehensive transportation solutions that cater to every one of its citizens; and it is also an expressed need because many Albertans desire alternatives to cars for their daily commute, but those alternatives are not readily available today. Once alternatives become available, it is clear to see that the demand is there.

Take Edmonton’s recent Century Park LRT extension as an example, after being open for only a few short months, the increase in ridership has been so significant that the City has now asked riders to alter their schedules because trains are already at maximum capacity. This LRT situation will only become more severe in the fall when students go back to school. Clearly, Edmonton’s south LRT extension has been a run-away success. Still, it will be decades before other areas of the city are similarly accommodated with the luxury of Light Rail Transit. Even when other areas of the city are finally connected by LRT, we will still not be able to consider ourselves a real city: one that offers a complete transportation plan for all residents. In Edmonton, as elsewhere, there are residents who will always prefer to use a non-motorized transportation; specifically, bicycling.

Bicycling is an excellent alternative to driving a car because it is more economical, easier to park, more environmentally conscientious, more active, and can even be as quick for travelling from A to B. Therefore, a pilot project testing a variety of bicycle path alternatives in downtown Edmonton should be funded by Alberta Health and Wellness, jointly with Alberta Infrastructure and Alberta Transportation, to test the viability of each alternative. Due to the sprawl experienced by Edmonton over the past 40 years, this proposed pilot project will focus on the area of the City with the highest density: the downtown core. We need to make Edmonton’s downtown core friendlier for all users, bicyclists included. Currently, when cycling through Edmonton’s downtown, bicyclists risk their lives by sharing lanes with motor vehicles that are not accustomed to sharing their space. Cyclists are asked to share peak hour lanes with buses and taxis, but trying to share a bicycle path with a bus is like mixing oil with water. Providing segregated, dedicated bike lanes increases the perception of safety for cyclists and motorists, promotes bicycle use, decreases motor vehicle emissions because fewer cars are on the road, and promotes healthy, active lifestyles. When our citizens lead healthier lifestyles, they also reduce their burden on our health care system, saving the government and taxpayers money. This proposal formally recommends a stakeholder consultation and pilot program that will determine the long-term viability of segregated bicycle lanes in downtown Edmonton. The pilot project will see segregated bicycle lanes developed between 109 street and 100 street along Jasper Avenue.

With regards to the financial aspects of developing a network of bicycle paths, a recent study out of Milwaukee, Wisconsin (a city of similar size to Edmonton), projected that bicycling saved USD$90 million annually from health care costs and that the “total potential value of health benefits from reducing short car trips and increasing bicycle trips” was USD$409 million (Economic Impact of Bicycling in Wisconsin). Dr. Thomas Gotschi of Rails-to-Trails Conservancy, found that another city of similar size to Edmonton, Portland Oregon, could save USD$565 million in health care costs and USD$13.3 billion in the value of lives saved by investing $137 million in bike ways and promotional programs over a 50 year period, resulting in a return on investment ratio (ROI) of nearly 100 to 1. Granted, both Milwaukee and Portland have more temperate climates than Edmonton, increasing the number of days their citizens can reasonably use bicycles, but both Portland and Milwaukee experience more days of precipitation per year than Edmonton does, thereby balancing some of the temperature differences. Equally granted is the smaller scope of this proposal for Edmonton, but all great visions start with a single step in the right direction.

Even so, the return on an investment for segregated bike paths is impressive and the financial evidence in support of it is irrefutable. A pilot project and stakeholder consultation such as the one being recommended herein is therefore an important step towards making Edmonton a healthier, more economically competitive city. Creating segregated bicycle lanes would also have the effect of slowing down the average speed of downtown travelers, which would improve the viability of downtown businesses that compete for pedestrian traffic (i.e. street-side cafes).

All across Canada, the United States, and the world, similar projects are in the works or are already in place. Canada’s biggest urban centre, Toronto, recently implemented a protected bike lane project along University Ave and Queens Park Crescent. Toronto’s Transportation Services looked at a standard bike lane that would include 3 traffic lanes next to full-time parking, a protected curb side bike lane that would have 3 traffic lanes in rush hours and 2 traffic planes plus parking at other times (which would affect curb side activities such as pick up/drop off), and a protected bike lane next to the median. We can learn from what other cities are doing and Toronto’s three options should certainly be considered for our project in Edmonton.

Vancouver, a city known for its healthy living and healthy attitude, recently implemented a pilot project of its own along Dunsmuir Street. Their pilot project is testing the success of three different types of barriers to protect cyclists from automobile traffic: (1) a row of planters set next to a concrete curb, (2) a median with bike parking next to a concrete curb, and (3) a row of parked vehicles with a buffer zone for ingress and egress from the vehicles. Since the implementation of the pilot project, Vancouver has seen a 10-fold increase in ridership along Dunsmuir, making it the fastest growing mode of transportation in the city. From Vancouver’s project, we can see a variety of potential solutions as well as a guide for our program’s benchmarks.

With a budget of $500,000 per year for the next 3 years, we can complete a 6-month stakeholder consultation and implement a pilot project thereafter, as per the attached budget (Table 1). The pilot project will introduce dedicated, segregated bicycle lanes along nine blocks of Jasper Avenue, from 109 street to 100 street, with 3 blocks being built each year and each annual section testing a different style of segregation. To allow room for the project, and due to the current layout of Jasper Avenue, the curbside parking on one side of the street will have to be removed to accommodate the new bicycle lanes. Due to the nature and scope of this pilot project, it will be a joint venture with Alberta Infrastructure and Alberta Transportation, both of which have already indicated their support for the project. Both Ministries will provide technical expertise and consultation that will not be included in our budget because they fall into other existing budgets set up by their respective Ministries.

The objectives of this pilot project are to (1) to increase cyclist volumes through downtown by 500% by the end of the 2.5-year pilot program, and (2) to increase the average physical activity per week of individuals working downtown by 30 minutes. The aim of this program is to contribute to decreasing health care costs in Alberta and decreasing traffic volumes through Edmonton’s downtown.

The stakeholder consultation needs to engage and involve the community members that will be interested and impacted by the pilot program. The stakeholders include Edmonton’s cycling community, emergency services who use the proposed routes, businesses in the downtown area, institutions, and abutting property owners. With the input from these groups, the pilot program can be designed to be minimally intrusive and maximally effective. These stakeholders will be engaged at a series of planning workshops conducted by a consultant hired specifically for this task. As the project progresses, the stakeholder consultant will continue to garner feedback and to file monthly reports to the project manager.

This project makes the assumption that some Edmontonians who travel through downtown (and own both bicycles and cars) would use their bicycle if safer, segregated routes were available. There is also the assumption that the construction nuisance to street-side businesses will be minimized and balanced out by increased business after the completion of the project. There is a risk that business owners may be, at least initially, adversely affected by the construction. There is also a risk that there will be vocal disapproval from motorists who view alternative modes of transportation as inferior, a waste of resources, and intrusive on their established way of living, no matter how unhealthy it is. This latter risk is somewhat expected, but will not deter our progress because it is a minority view and the establishment of bicycle paths has been shown in countless other cities to do more good than harm.

Still, this is just a pilot project, and we will need to objectively evaluate the success of the program before committing to further expenditures. To evaluate the success of the pilot project at the end of the 3-year funding period, several factors affecting cyclist and non-cyclist users need to be considered. Records of emergency response times, traffic volumes, cyclist volumes, vehicle/cycling conflicts, parking utilization, loading activity will be logged during the 6-month consultation to provide baseline data. Data from the 2.5-year pilot program can then be compared relative to the baseline. The stakeholder consultation will therefore begin in the spring, April preferably, so that baseline data can be collected during the fair-weather months when bicycle ridership is the highest in Edmonton.

The project manager will be tasked with ensuring that the construction schedule is being followed, that construction is proceeding according to plan, that the three Ministries involved are communicating and cooperating, and that the stakeholders process is productive and efficient. To do this, he or she will use the milestones outlined in Table 2 (see below). The project manager will actively monitor progress and implementation by assessing internal performance reviews produced by other members of the project. The project manager will also ensure that the initial assumptions remain valid throughout the course of the project and that the risks initially identified are avoided.

Protecting cyclists, improving the health of Edmontonians, and reducing health care expenditures by providing dedicated, segregated lanes in downtown is both a complete and achievable mission, and this 3-year, $1.5 million pilot project will determine the long-term viability of segregated bicycle paths in downtown Edmonton. I look forward to an efficient and successful project that will propel Edmonton forward as a leading city on the global stage, a city that can host EXPO 2017.

Regards,

Peter Dushenski

Table 1: Projected Costs

Table 2: Projected Milestones

References:

1. Grabow M, M Hahn, and M Whited. Valuing Bicycling Economic and Health Impacts on Wisconsin. January 2010. Accessed at http://www.bfw.org/uploads/media/Valuing_Bicycling_in_Wisconsin_Final_Report_January_2010[1].pdf on July 2, 2010.
2. Bicycle Federation of Wisconsin and the Wisconsin Department of Transportation. (2006) The Economic Impact of Bicycling in Wisconsin. Prepared for the Governor’s Bicycle Coordinating Council.
3. Gotschi T. Cost-effectiveness of Bicycle Infrastructure and Promotion to Increase Physical Activity – The Example of Portland. Rails-to-Trails Conservancy. Accessed at http://www.activelivingresearch.org/files/ALR2010Conf_PlenaryAbstract_Gotschi.pdf on July 5, 2010.
4. Environment Canada. National Climate Data and Information Archive. Edmonton City Centre Airport Climate Normals 1971-2000. Accessed at http://climate.weatheroffice.gc.ca/climate_normals/results_e.html?Province=ALL&StationName=Edmonton&SearchType=BeginsWith&LocateBy=Province&Proximity=25&ProximityFrom=City&StationNumber=&IDType=MSC&CityName=&ParkName=&LatitudeDegrees=&LatitudeMinutes=&LongitudeDegrees=&LongitudeMinutes=&NormalsClass=A&SelNormals=&StnId=1867& on July 5, 2010.
5. Protected Bike Lane Pilot Project – University Avenue & Queens Park Crescent. Presentation to the Public Works and Infrastructure Committee. Toronto Transportation Services. April 20, 2010. Accessed at www.toronto.ca/cycling.pdf/2010-04-20_pwic.pdf on June 25, 2010
6. Separated bike lane on Dunsmuir, Cycling. City of Vancouver. Accessed at http://vancouver.ca/engsvcs/transport/cycling/separated/index.htm on June 29, 2010
7. 1999 Bicycle Plan: Reviewing the Past, Planning the Future. City of Vancouver Engineering Services. Accessed at http://vancouver.ca/engsvcs/transport/cycling/documents/1999bikeplan.pdf on June 29, 2010.

Would you fancy this car in your driveway if it didn’t have the fussy light bits and the ropes blocking it off? Then the beleaguered General Motors will be happy to supply you with one.

Previously, the Chevy Caprice, essentially a badge-job of the now-deceased Pontiac G8, was only available as a fleet vehicle for policemen and such. But the ever-vocal minority of automotive enthusiasts have created the impression of demand in the eyes of GM and persuaded the soon-to-IPO firm to release the Caprice for public consumption. I find humour in this because the people who write on the internet (ahem) aren’t the type to go out and buy a new, domestic product. They just aren’t. And if they are, it’s only to prove a point. That point being that domestic products have come a long way and are now worth purchasing. Ok, fair enough, I suppose. I’ll agree that the G8 was a proper product, but it was still a 4-door muscle car without any of the heritage, feel-good design that is moving the current 2-door mullet coupés. As such, it didn’t really sell very well. Especially compared to the kind of 4-cylinder FWD sedans that most people find in their driveways.

No matter, the Caprice (née G8) is going to be for sale (again) soon. In retrospect, then, the last G8s weren’t really the last ones at all, and another remnant of Bob Lutz’ exuberant reign at GM lives on.

[A Very, Very Reliable Source]

[Photo credit: author]

From the 1956 Paris Show Stand (or so the seller claims) comes this eccentric French house on wheels. You’ll never be accused to trying to keep up with the Joneses with this camper van. They can keep their diesel trucks and their $100,000 trailers as you waft effortlessly in this front-wheel drive, front-engined classic. The corrugated steel body panels not only ooze Gallic flair, they also increased the safety of the vehicle without increasing the cost of production. And did I mention that the doors are suicide?

But what about the asking price?

A mere $25,000 using the But It Now option. Ok, so it doesn’t exactly run in its current state, but with a few bloody knuckles tweaks, it should be cruising the Trans-Canada in no time. And if you can’t seem to get it running, at least it’ll make for fabulous driveway art. It looks better than any Jeff Koons art, at least.

Hurry! There are only 5 days left!

[eBay]

By Mark Atkinson

I’ve gone on about the Audi R8 in some detail already here at CarEnvy. I’ve loved its emotional appeal, and defended its honour as the best supercar on sale today. I’m pleased to announce that I now have a new car to root for: the Audi R8.

Say what?

Gimme a minute here to explain.

It’s amazing how three little characters completely change an automobile. This isn’t just any ordinary R8 – it’s followed by 5.2, which denotes the displacement of the new Lamborghini-derived V10 engine. It’s also the basis for the extreme R8 LMS GT3 racecar, and also the new lightweight road-goaing R8 GT.

But in the 5.2, it pours out 525 hp, which is nothing to sneeze at, especially when this mountain of aluminum, magnesium and unobtainium can rev cleanly all the way to 8,700 rpm. That kind of range strains modern Honda Civics. Torque is a reasonable 490 lb-ft at a high 6,000 rpm, helped by Audi’s race-proven FSI direct-gasoline injection.

There is only one transmission – well, only one you should consider – and that’s the standard six-speed manual with the sexy exposed gate, giant gear knob and clack-clack action. The old herky-jerky Lambo-derived S tronic is not the same as the dual-clutch S tronic/DSG found in other Audis and therefore isn’t worth your consideration. Even with the stellar headliner horsepower, the manual clutch is easy to modulate, and the R8 doesn’t bite at all. Because Audi lets the big V10 rev naturally, there’s none of that immediate low-torque boot that makes twin-turbo Porsches such extreme weapons. But it does rev cleanly, accelerating very, very quickly.

Audi claims the R8 5.2 will run from 0-100 km/h in 3.9 seconds – which is over half a tick faster than the V8. And it tops out at 312 km/h, an increase of 12 from before.

And the noise. This will perhaps be the sole reason why the R8 Spyder succeeds – getting the driver closer (aurally, anyway) to the glorious roar.

The rest of the package is upgraded to compensate for the heavier engine and increased power. The 10-spoke wheels are now 19-inches – one larger than those on the 4.2 – but no wider. The front and rear wishbones are constructed out of aluminum to save unsprung weight, which is put right back on again with the eight-piston front callipers and four-piston rears. The magnetic ride calibration is harder too, giving a firmer hand over rough pavement, but never rigid enough to get thrown over broken roads.

Get out and drive and the 5.2 is a hit. Not only with the rubber-necking caused by its presence, but also with the pilot. The controls are perfectly placed, the steering wheel is right sized and full of information. Like the normal R8, there’s quattro all-wheel drive, but the torque-bias is 85 percent to the rear, meaning it drives more like a sports car than an A4.

The car is happy to play in virtually any conditions – my first experience was a drizzly, cold, blustery October day, and the R8 5.2 felt part tank and part psychic: unstoppable in the weather and not over-eager to show me it’s wild side.

Unfortunately, all of these excellent changes make an even more extreme dent in the wallet; it makes the $141,000 R8 look like a bargain. The 5.2 FSI starts at $173,000 – a price gap you could otherwise use to purchase a fine example of the stereotypical mid-sized automobile. The previously mentioned R tronic adds $11,000. The Carbon Sigma Package takes your $4,300 and transforms into panels of carbon fibre slathered all over the interior. Even at this level, metallic or pearl paint finishes need an extra $800. The Enhanced Leather Package puts $4,000 worth of cow hides over the parts that the Carbon Sigma Package doesn’t hide. And an Alcantara roof liner is $2,000 to complete the look. More carbon in the engine bay is $4,500, while the sideblade in the same material is $2,900.

Check all those add-ons and your R8 5.2 will cost $202,000. Hot into Ferrari territory… But how many full-load cars will leave the factory? A handful, at best.

So logically, the R8 is not a value proposition… But emotionally, it just grabs hold of your heart after you’ve driven it. Few of them will actually make it onto Canadian roads, let alone Canadian collections. But Audi is a brand on the rise, and the R8 5.2 is the perfect halo car – sexy, superlative, secure, but just a little separated.

Price as tested: $190,300

Summary: Audi moving the supercar goalposts.

Exterior Design: 9/10. Still drops jaws after three years.

Interior Design: 8/10. Inspires lots of dash-stroking.

Engine: 9/10. An 8700 rpm fuel cutoff. ‘Nuff said.

Transmission: 8/10. Lovely gated shifter.

Audio/Video: 8.5/10. Bang & Olfusen system drowns out engine, if you really want that.

Value: 5/10. No car that you could trade for a house is ever a value.

Overall (not an average): 9/10

[Photo credit: Flikr/andrei12_34]

American contemporary/Neo-Pop/Post-Pop artist Jeff Koons has followed in the footsteps of Roy Lichtenstein, Andy Worhol, Ernst Fuchs, and other greats with his design for BMW’s 17th art car. Koons has taken the E92 BMW M3 GT2 car as his carte blanche and used God only knows for inspiration. All we know is that the result is attention-grabbing, unabashedly different, and the most exciting design at this year’s 24 Heures du Mans.

But who is Jeff Koons? And where else might we have seen his work?

If you’ve been to Bilbao, Spain, like I was last summer, you’ll find Koons’ famous “Puppy” – a 43 ft (12.4m) tall mix of steel and flowers. This is certainly one of his more notable pieces, although they’re all pretty notable – Koons has set a number of record sale prices at auctions for his work.

BMW has a history of choosing controversial artists and ending up with controversial art cars. I, for one, am glad that they have the courage to keep trying something different. Speaking of history and trying something different, if you look at the last decade, maybe picking Koons to design the 17th art car wasn’t such a surprise from the Bavarians. You may recall another American artist who stirred the pot at BMW in the last decade: Chris Bangle anyone?

[Photo credit: author]

[Video credit: YouTube]

All-wheel-drive road cars, up until relatively recently, have been a little thin on the ground. Jensen came on the scene first with the FF, sporting Ferguson Formula AWD and Dunlop Maxaret mechanical anti-lock brakes. Jensen’s limited production capabilities (as well as being, well, British) kept it a niche player. An oddity from a company famous for producing odd cars, it was the idiot brother to the already silly Interceptor.

American Motors later presented the Eagle sedan and station wagon. Think orphaned Jeep underpinnings propping up leftover AMC Hornet sheet metal. Pontiac tried in the late 1980s to make us care about the 6000 STE AWD. BMW sees xDrive as a tool for slogging through the winter slop rather than laying down serious power, but an all-wheel-drive M3 is certainly intriguing.

No, when enthusiasts think of fast, all-wheel-drive road cars, they think of Audi. And that brings us to this, a 1990 Coupe Quattro. Which isn’t really fast, but is certainly quick and not just a little cool.

The direct descendent to the slab-sided, ass-kicking Audi ur-Quattro, the swoopy B3-body coupe landed in 1990 and vanished in 1991. Relatively rare, they are sought after for their unique look, torquey 164-horsepower 2.3-litre 20-valve inline-five engine, and glued-to-the-pavement quattro drive system. All of them had a 5-speed transmission, and all of them came fully-loaded with the regular Audi gizmos of the day. Options included a cold-weather package (almost a no-brainer), power front seats, and this car’s Pearl White Metallic paint.

In markets not here, a 20-valve turbo-powered S2 was available. Today, you could build your own S2 with factory parts and a lot of free time.

This example is interesting not just because it is has low mileage (about 87,000 kilometres) but rather because it is completely unmolested, down to the stock Audi stereo. Except for some chips and a dent, the pearlescent paint is clean and blemish free. The interior is stunning, without only very slight wear on the seat bolsters. The 20-valve-specific Speedline wheels have some peeling clearcoat and thus some corrosion, which isn’t really surprising. Under the hood is clean, but not Armor-Mauled clean. Hopefully the maintenance is up to date.

A Coupe like this would be a nice contrast to the myriad A4s clogging up every parking lot. Moreover, these coupes are fun and quick, and probably not completely nightmarish to wrench on. And you never see them with low mileage. Usually, even enthusiast-owned examples are well-worn with more than three times the rounds. While pearlescent white on gray leather is probably our least favorite color combination, the condition puts this in the solid “Yes, please!” category.

[ eBay ]

The dryness of the humour is almost too much. It’s absolutely brilliant that Kroft can keep up with someone as sharp as Coco, the latter of which has grown on me since his departure from The Tonight Show and the subsequent creation of a Twitter account (@ConanOBrien).

The banter needs to be good because all the good automotive whirs, whooshes, and rumbles have been edited out. The shots of Conan working the well-used 5-speed are an unexpected surprise though. I hope you enjoy it as much as I did.

Chris Harris should be no stranger to you by now; he’s a British journalist who is as engaging as Jeremy Clarkson, with the added bonus of having genuine driving skill. To top it off, we can see his videos more regularly online than we can BBC’s Top Gear. This makes Harris’ video reviews more accessible for online auto enthusiasts like us. You may also recall that “Monkey” Harris drove in the 24 Hours of Nurburgring in a near-stock 911 GT3 RS with the indefatigable Walter Röhrl as a co-driver. Now, he has taken the two hottest supercars of 2010 and given them a proper thrashing.

Personally, while I appreciate the technical genius and well-rounded ability of the 458, its looks to absolutely nothing for me. The three tailpipes are the ultimate offense, although these are minor gripes – it’s still the best mid-engined V8 Ferrari ever. Although I much preferred the 430 Scuderia.

The 911 GT3 RS is another car that has be enraptured and enthralled. While the 911 is hardly a new model for Porsche, each generation grows in size to accomodate its fatter occupants desiring more luxury accoutrements. The 997.5 is no different. But while the normal models gain weight, the performance models gain horsepower, focus, and are actually lighter than their predecessors due to a Type A obsessiveness within Porsche to save grams wherever possible.

So let’s see what the thinks of the two hottest cars of year have to offer!

[Credit: evo.co.uk]