<article style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-size: 16px; vertical-align: baseline; display: block; background-color: transparent;" article_type="article_two_video_rnt"><header id="pageHead" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-size: 16px; vertical-align: baseline; display: block; background-color: transparent;"><hgroup style="border-width: 0px 0px 0px 0.75em; margin: 0px; padding: 0px 0px 0px 0.87em; outline: 0px; font-size: 16px; vertical-align: baseline; border-left-color: rgb(237, 28, 36); border-left-style: solid; display: block; background-color: transparent;">Here's a Corvette Stingray on Lingenfelter's dyno

This is how you find out what she'll do.




</hgroup>By Joseph Montauk September 26, 2013 / Photos by Lingenfelter


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Lingenfelter Performance Engineering has a long history with the Corvette, and it looks like that association continues with the Stingray. Responsible for some of the fastest, best-engineered tuned Corvettes ever, Lingenfelter got their hands on a C7. Serious tuners want results they can measure, and that's why this Cyber Gray example is strapped to the dyno.
It turns out that the direct-injected, 6.2 liter, all-aluminum LT1 puts a tremendous amount of power to the rear wheels, 416 hp and 416 lb-ft. That means there's something like 490 hp roaring away underhood, significantly more than the 460 hp factory rating. Quietly extra-strength standard powertrain? We'll take it. Seeing what LPE is going to do with this already-brawny package will be relentlessly entertaining.

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<section class="globalComments" style="margin: 17px 0px 0px; padding: 0px; outline: 0px; border: 0px currentColor; width: 632.26px; font-size: 16px; vertical-align: baseline; display: inline-block; background-color: transparent;"><aside id="comments" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-size: 16px; vertical-align: baseline; display: block; background-color: transparent;">SHARE YOUR THOUGHTS > What do you think ?




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<header id="pageHead" style="font: 16px/24px DiamantiCondEF-Light; margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; color: rgb(34, 34, 34); text-transform: none; text-indent: 0px; letter-spacing: normal; word-spacing: 0px; vertical-align: baseline; display: block; white-space: normal; font-size-adjust: none; font-stretch: normal; background-color: rgb(255, 255, 255); -webkit-text-stroke-width: 0px;"><hgroup style="border-width: 0px 0px 0px 0.75em; margin: 0px; padding: 0px 0px 0px 0.87em; outline: 0px; font-size: 16px; vertical-align: baseline; border-left-color: rgb(237, 28, 36); border-left-style: solid; display: block; background-color: transparent;">First Drive: 2014 Alfa Romeo 4C

It's a Ferrari in disguise.


</hgroup>By Jason Cammisa September 26, 2013 / Photos by Alfa Romeo


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SLIDESHOW: 2014 ALFA ROMEO 4C

Approaching in the oncoming lane, the mid-engined Alfa Romeo 4C looks every bit as exotic as a Ferrari. It has, after all, about the same width-to-height proportions as a 458 Italia. It is impossibly wide, incredulously low, and breathtakingly beautiful.
And then it flies past with triple-digit decibels of anger exploding from its tailpipes, punctuated by the whip-crack misfire induced as its computers orchestrate a 130-millisecond gearchange. The noise is pure Ferrari, in loudness, fury, intensity, and timbre.
No surprise, since the Alfa Romeo 4C has no muffler.
No muffler at all. No resonator, nothing: a turbo, a catalytic converter, and that’s it. In its basic form—which, according to the company, tips the scales at a filled-with-helium 2028-lb curb weight—it also has no radio, no air conditioning, no power steering, no side or knee airbags, no carpeting to speak of, a miniscule 10.6-gallon fuel tank, and no ability to adjust the passenger seat in any way whatsoever.
On the other hand, it has the world’s most violent-sounding four-cylinder: a 1742-cc all-aluminum, direct-injected, turbocharged angry little creature that makes six liters of V-12 worth of noise. It trades power-sapping balance shafts for a short stroke and eight crankshaft counterweights and is force-fed 21.75 psi of boost to bark out 237 hp and 258 lb-ft of torque.

<figure class="center" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; width: 632.26px; font-size: 16px; vertical-align: baseline; display: block; background-color: transparent; -webkit-margin-start: 0px;"><figcaption style="padding: 5px 0px 20px; color: rgb(153, 153, 153); text-transform: capitalize; line-height: 1.7rem; font-family: DiamantiCondEF-Book; font-size: 0.81em;">Alfa Romeo</figcaption></figure>In the lightweight 4C, that translates to a ton of thrust: 62 mph in less than 4.5 seconds, according to Alfa Romeo. The only transmission available, in modern Ferrari style, is a dual-clutch automatic. It’s the same basic gearbox that’s optional in a Dodge Dart, it turns out, but with new first-gear and final-drive ratios and, chiefly, completely revised programming that transforms it from a miserable slur-o-matic into a Formula 1-fast sequential ‘box.
Once you’re moving, that is. Since its clutches aren’t bathed in oil (like almost every other DCT on the market), the Fiat-group “DDCT” is forced to be tepid off the line. Launch control, for example, drops the clutch gently at 3500 rpm. There is no wheelspin, and just as you’re thinking “that’s it?” the turbo spools and all hell breaks loose. First gear tops out almost instantly, the digital speedometer having climbed to just 24 mph. Then, there’s a dual-barrel shotgun blast out the twin exhaust pipes as the transmission slams into second. That gear, too, lasts only barely longer than a tick of your Rolex—the shift into third comes at only 41 mph, and it only lasts until 76 mph. Fourth is done by 114—and the Alfa just keeps accelerating to a claimed top speed of 160 mph.
We ran out of track at just over 140. The 4C was still pulling, and hard. The 4.5-second claim feels entirely plausible (at least for the base, ultra-lightweight car), but the drama imparted by the refreshingly short, closely-spaced gearing makes the 4C feel even quicker than it is.
Of course, the lack of sound deadening in the carbon-fiber passenger cell adds to that impression. Impressively, the cabin is isolated from the sounds of pebbles smacking the underbody, but the engine’s noises pass through the carbon-fiber firewall so completely that you can clearly hear the tick-tick-tick of the fuel injectors. And the constant whooshing of the turbo—which is an especially delicious treat when it dumps boost, rally-car-style, out of its chattering wastegate.

<figure class="center" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; width: 632.26px; font-size: 16px; vertical-align: baseline; display: block; background-color: transparent; -webkit-margin-start: 0px;"><figcaption style="padding: 5px 0px 20px; color: rgb(153, 153, 153); text-transform: capitalize; line-height: 1.7rem; font-family: DiamantiCondEF-Book; font-size: 0.81em;">Alfa Romeo</figcaption></figure>The light weight means Alfa was able to forego power steering, and that’s a huge bonus for those of us distraught over the torture inflicted by today’s de rigueur numb, artificial electric power steering. To experience a modern car with unassisted steering is a revelation—and though it’s not quite as communicative or light as a Lotus Exige’s helm, the 4C’s small, thick, flat-bottomed steering paints a palpable picture about the forces its chassis is coping with.
The rack itself is fairly quick—2.7 turns lock-to-lock—and steering effort ramps up dramatically as cornering loads increase. Combined with the shape of the wheel, the high effort all but guarantees that you’ll have blisters on your hands after a day of canyon carving.
The blisters will match your sore cheek muscles, because you’ll have also suffered from perma-grin. The Alfa 4C is a brilliant car to drive, with a commendably supple ride and yet zero wasted body motions. Alfa’s mini-Ferrari uses a supercar-style control-arm suspension up front and plain ol’ struts at the rear. Porsche has long proven that struts are just fine (the Cayman uses them all around), and Alfa’s decision to use them in the rear is, according to engineers, because of width constraints in packaging the transverse engine and gearbox. More likely, however, is that the company started by moving the Giulietta/Dart front driveline to the rear wheels and developed the 4C from there.
Whatever the reason, the result is huge amounts of grip and unfailing composure over bumps. We tested only the Racing-Pack cars, which come with revised springs, shocks, and anti-roll bars; and aggressive Pirelli P Zero “AR Racing” tires on 18-inch wheels in front, 19s in back.) On track, the 4C falls into easily managed steady-state understeer, but it can be coaxed sideways by a big dollop of power (after waiting a not-insignificant time for boost to build) and then lifting suddenly, or by trail-braking into the corners. On track, it lacks the all-neutral, all-the-time perfect balance of modern Porsches, but on the road, it’s infinitely more involving and far more fun. And it’s supercar quick.

<figure class="center" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; width: 632.26px; font-size: 16px; vertical-align: baseline; display: block; background-color: transparent; -webkit-margin-start: 0px;"><figcaption style="padding: 5px 0px 20px; color: rgb(153, 153, 153); text-transform: capitalize; line-height: 1.7rem; font-family: DiamantiCondEF-Book; font-size: 0.81em;">Alfa Romeo</figcaption></figure>The seats are far more comfortable than their skinny padding suggests, but the passenger side of the 4C isn’t much fun. The HVAC control pod squishes your left knee, and the dashboard swells out toward your torso, making you continually want to move the seat backward. Or recline it. Neither of which you can do.
On the driver’s side, however, there’s a ton of legroom, and though there’s barely any view to the rear, you’ll never hear a complaint from the driver of a 4C. Not about the driving position—though the bottom-hinged brake pedal does take some getting used to.
And if you look at the pedal, you start noticing some telling things about the 4C: the pedal is attached directly to the vacuum booster, which is right there in the cabin with you, sticking through the uncarpeted carbon floor. The underside of the dashboard is completely exposed, allowing a view of the tubes and cables that form the inner workings of the manual heater controls.
The three round controls feel like they were plucked from the cheapest parts bin in the Fiat Group, as does the hard, scratchy plastic that forms the dashboard. I was expecting to find a Fisher-Price “My First Ferrari” sticker somewhere on the interior, because while the whole thing looks quite nice, it’s constructed of the same quality materials as a Barbie Corvette.
The biggest offender is the base headlight surround, which is a charcoal-colored hard plastic that was, unsurprisingly, completely absent from the vehicles that Alfa made available to drive or photograph. Our test cars all had the optional carbon-fiber headlight surrounds, which turn the unfortunate-looking headlamps from corporate embarrassments to discussion-piece design elements. Rumor has it that the 4C project ran out of money, and Fiat corporate dictator Marchionne refused to expand the budget by a few million euro to develop bespoke headlights. So the 4C makes do with off-the-shelf Hella halogen projectors embedded in those multi-faceted surrounds. If dysfunction is part of Alfa’s legendary charm, it’s alive and well in the headlights and interior.

<figure class="center" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; width: 632.26px; font-size: 16px; vertical-align: baseline; display: block; background-color: transparent; -webkit-margin-start: 0px;"><figcaption style="padding: 5px 0px 20px; color: rgb(153, 153, 153); text-transform: capitalize; line-height: 1.7rem; font-family: DiamantiCondEF-Book; font-size: 0.81em;">Alfa Romeo</figcaption></figure>So for an estimated base price of around $54,000 when the 4C becomes available next spring through North American Maserati dealerships, you’re certainly not paying for intricate headlights or the luxurious, leather-swathed interior that you’d get in, say, a similarly priced Porsche Cayman. But the Cayman doesn’t have the 4C’s carbon-fiber construction, and it’s a lot heavier. In fact, a U.S.-spec dual-clutch-equipped Cayman weighs some 900 lb more than the Alfa 4C.
Except of course the 4C doesn’t really weigh 2028 lb. That rather outrageous claim is perhaps where the Alfa Romeo most resembles its big brother Ferrari. Clearly, the urge to publish “optimistic” specifications is a family thing.
When pushed about the U.S.-spec 4C, Alfa Romeo engineers started quoted all kinds of different changes. Some are due to regulations (side and knee airbags), some to customer tastes (air conditioning, a moveable passenger seat, a radio—things that American car buyers expect for 50 grand. Or 15, for that matter.) Alfa Romeo brand boss Harald Wester smiled and said the weight penalty could perhaps be 100 pounds. But the engineers admitted the U.S. cars could weigh more than 2500 lb.
Before you panic, remember that a 2500-lb 4C would still be nearly 500 lb lighter than a Porsche Cayman. Oh, and with its proportions—2.5 inches wider and 4.3 inches lower—and gorgeous looks, it makes twice the visual statement. (Even if it has one fourth the trunk space—the 4C has no openable front hood, so there’s no storage there. Its rear trunk will fit a rollaboard suitcase. In the interest of weight savings, there are no struts to hold it open, just an old-fashioned prop rod.) In defense of the Alfa, it is 15.4 inches shorter than a Cayman. (The 4C is much closer in size to a Lotus Elise. The Lotus is 6.4 inches shorter—but it’s a massive 5.7 inches narrower, too. Cute car, but it’s got nothing on the Alfa, proportions-wise.)

<figure class="center" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; width: 632.26px; font-size: 16px; vertical-align: baseline; display: block; background-color: transparent; -webkit-margin-start: 0px;"><figcaption style="padding: 5px 0px 20px; color: rgb(153, 153, 153); text-transform: capitalize; line-height: 1.7rem; font-family: DiamantiCondEF-Book; font-size: 0.81em;">Alfa Romeo</figcaption></figure>The Cayman is really the 4C’s only natural competitor, then. And it’s got an ace up its sleeve: a manual transmission, something Alfa Romeo says it never seriously considered. This is surprising considering the focus on light weight elsewhere (the DCT is heavier than a manual), and it’s certainly a shame, because the Alfa would be more fun with a clutch pedal.
But at least this DCT is a great one. (For now. We won’t be surprised to hear that the dry clutches don’t last long in hilly topography or city traffic.) And the shift paddles are in keeping with the Ferrari-esque driving experience, though they’d do far better to be located on the steering column instead of the steering wheel. Especially when you’re wrenching the heavy wheel in tight turns.
The 4C brings Alfa Romeo back to the U.S. market at the perfect time: just as the four-cylinder Lotus has disappeared and the mid-engine Porsches have lost their charm. The big question is how well the car will withstand its big U.S. weight gain. Will it still accelerate, brake, and handle bumpy back roads like a Ferrari? Will we get the no-muffler, all-awesome exhaust? Will it still ride well with all the extra mass? If so, you’d be perfectly justified in replacing the Alfa badges with prancing horses and telling your neighbors you just bought a Ferrari 4C Bambino. After all, even if the driving experience is diluted by ten percent, it still looks the part.

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2015 Chevrolet Corvette Z06 spied < Click


2015 Chevrolet Corvette Z06 spied

Under this camouflage, a meaner C7 lurks
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By: Graham Kozak on 9/23/2013

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The 2014 Chevrolet Corvette Stingray is heading to dealerships now, which means it's a perfect time to start salivating over the prospect of an even more extreme take on an American classic: The 2015 Corvette Z06. These spy photos give us a hint at what to expect when Chevy gets around to announcing the car.
From the look of it, the next Z06, which some sources suggest may be called the Z07, will be even meaner looking than the base Stingray. Despite the heavy black camouflage wrapper at the front and rear of the car, it looks like the front fascia is getting reworked -- and covering up the new vent just ahead of the rear wheel well would have defeated its purpose, so we get a good look at it.
Our photographer suggests that the rocker panels, one of the few areas of the car not covered with heavy black wrap, are more aggressive, as well. Dazzling vinyl camouflage means it's hard to make the call.
It's been hinted that the Z06 (and the even more brutal 2015 ZR1) could get twin-turbochargers, but it's more likely that a supercharged 6.2-liter V8 will sit under the Z06's hood. Of course, power figures are even more closely guarded than the upcoming Vette's appearance. But since the Stingray's base V8 engine is good for 460 hp, it's not unreasonable to expect the Z06's supercharged “LT4” motor to kick out between 600 hp and 650 hp. Recall that the range-topping C6 ZR1 had an output of 638 hp; the C7 ZR1 could push 700 hp when it hits the market.
Whatever the output will be, it looks like wide, wide tires help put power to pavement. And we can safely say that the car will have enough stopping power to keep it under control: Massive cross-drilled brakes are readily apparent between the Vette's wheel spokes. The rotors look an awful lot like carbon-ceramic units -- a supercar staple seen previously on the Corvette ZR1.
We hesitate to read too much into a set of spy photos, but it's certainly fun to speculate on how Chevrolet can make an already impressive effort even more of a contender. Let us know what you think below; we hope to have more information on this hopped-up Stingray after the 2014 Detroit auto show.



By: Graham Kozak

 

2014 ALFA ROMEO 4C COUPE REVIEW

Posted on 06:57 by Mita Peng with No comments < > I like `it 4-Sure
Preliminary
Alfa Romeo created a basic quit from the U.S. nearly 20 decades ago. Despite some famous roadsters and a fantastic automobile, Alfas were effectively not reliable and weren't especially inexpensive to buy in the first position. The French car maker, possessed by Fiat, will try its side at the U.S. industry again, this time with the 2014 Alfa Romeo 4C.

<table align="center" class="tr-caption-container" style="margin: 0px auto 0.5em; padding: 4px; outline: 0px; border: 0px currentColor; width: 612px; text-align: center; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline; border-collapse: separate; border-spacing: 0px;" cellspacing="0" cellpadding="0"><tbody style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><tr style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><td style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; text-align: center; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: normal; vertical-align: baseline;"></td></tr><tr style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><td class="tr-caption" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; text-align: center; font-family: inherit; font-size: 11px; font-style: inherit; font-weight: normal; vertical-align: baseline;">2014 Alfa Romeo 4C Coupe</td></tr></tbody></table>The 4C is Alfa's beachhead returning into United states car ports, but it's actually a follow-up to the car Alfa used to analyze the U.S. rich waters last several decades, the 8C Competizione. Like the 4C, the 8C Competizione was a two-seat vehicle with delicate shapes. The 8C, however, used a carbon-fiber whole body, created nearly 500 horse power from its Ferrari-sourced V8 and price more than $200,000. Less than 100 designs created it to the U.S. and most marketed through Maserati traders. Alfa's re-entry to the U.S. was as silent as its leaving.

Alfa has pared the supercar system for the new 4C, a stubby, midengine vehicle designed around a carbon-fiber tub, with metal used for ceiling components and accident facilitates. All-aluminum motor development keeps bodyweight down; Alfa statements the 4C will think about in around a Lotus-like 2,000 bodyweight. A turbocharged 1.8-liter four-cylinder motor creates 240 hp and 258 pound-feet of twisting with the aid of immediate hypodermic injection. The turbocompresseur four -- noticeable through a cup board, Ferrari-style -- will couple with a six-speed dual-clutch computerized stick shift with exercise shifters on the leader.

<table align="center" class="tr-caption-container" style="margin: 0px auto 0.5em; padding: 4px; outline: 0px; border: 0px currentColor; width: 612px; text-align: center; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline; border-collapse: separate; border-spacing: 0px;" cellspacing="0" cellpadding="0"><tbody style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><tr style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><td style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; text-align: center; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: normal; vertical-align: baseline;"></td></tr><tr style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><td class="tr-caption" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; text-align: center; font-family: inherit; font-size: 11px; font-style: inherit; font-weight: normal; vertical-align: baseline;">2014 Alfa Romeo 4C Coupe</td></tr></tbody></table>A mild whole body over front side dual wishbones and a back swagger revocation guarantees remarkable managing, and the 4C provides two staggered rim packages: either 17-inch wheels in advance side with 18s in returning, or 18s at the front side and 19s in returning. A Brembo brakingmechanism program will also be available, moreover to a competition] program with more competitive wheels and revocation configurations.

We anticipate to see the U.S.-spec design in Nov, with a beginning price of at least $70,000. Alfa programs to make just 3,500 complete models, with 1,200 due in Northern The united states by the end of the season. The first 1,000 designs created will be known as the Release Version and function LED front lights, an activity fatigue and unique colour. And if you can't lay your arms on the 4C, don't worry. Alfa's long-term programs consist of an evidently more cost-effective roadster designed off Miata system.

Check returning for a complete evaluation of the 2014 Alfa Romeo 4C, such as specifications, generating opinions and purchasing guidance as it becomes available.

<table align="center" class="tr-caption-container" style="margin: 0px auto 0.5em; padding: 4px; outline: 0px; border: 0px currentColor; width: 640px; text-align: center; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline; border-collapse: separate; border-spacing: 0px;" cellspacing="0" cellpadding="0"><tbody style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><tr style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><td style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; text-align: center; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: normal; vertical-align: baseline;"></td></tr><tr style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><td class="tr-caption" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; text-align: center; font-family: inherit; font-size: 11px; font-style: inherit; font-weight: normal; vertical-align: baseline;">2014 Alfa Romeo 4C Coupe</td></tr></tbody></table>
<table align="center" class="tr-caption-container" style="margin: 0px auto 0.5em; padding: 4px; outline: 0px; border: 0px currentColor; width: 640px; text-align: center; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline; border-collapse: separate; border-spacing: 0px;" cellspacing="0" cellpadding="0"><tbody style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><tr style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><td style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; text-align: center; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: normal; vertical-align: baseline;"></td></tr><tr style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; font-family: inherit; font-size: 14px; font-style: inherit; font-weight: inherit; vertical-align: baseline;"><td class="tr-caption" style="margin: 0px; padding: 0px; outline: 0px; border: 0px currentColor; text-align: center; font-family: inherit; font-size: 11px; font-style: inherit; font-weight: normal; vertical-align: baseline;">2014 Alfa Romeo 4C Coupe</td></tr></tbody></table>

 

I consider all of the above vehicles works of art. If I had the money to purchase them, I can honestly say no matter how rich I was, I would be too scared to drive them for fear of something happening to them. I am the type of guy that would have a garage full of vehicles and only drive one, but spend all of my spare time in the garage just admiring the beauty of the vehicles. Well depending on what vehicles were in the collection, if I had an early 70s hemi cuda, I don't think I could not drive that one

 

Hi `Ken,
I think we both need to change our profession & go to race driving schools & become a test pilot for all the new cars.

That has to be a dream `job working for a top auto magazine or TV station testing every ride that's out there...

Yes, I'd like to say that I'm a professional Auto Test Driver & have tested every machine out there (WoW)...I must dream about that during my recharge/rest It's a good thing that dreams are `free > 4-Now > they are going to be taxed in the future