Who’s up for a 16 cylinder 1000HP Cadillac Concept Car

Watch this Cadillac Sixteen concept car starting up and driving away. This one off car has a legitimate V16 engine (not two V8s bolted together), producing 1,000 horsepower and 1,000 lbs ft. of torque without the use of forced induction. With most engines getting smaller and adding turbo chargers, this normally aspirated 16 cylinder engine is a revelation!

You will see this 1000HP Cadillac Concept Car’s engine interior, startup, driving away, and you’ll also see a Lamborghini Countach in the background driving away.

How not to drive a Ferrari 458 Italia

At the time of this unfortunate accident, this now ruined 458 Italia had been loaned to a 26-year-old driver by Colorado supercar tour company Oxotic. It looks like the driver steamed into the bend a little too quickly, then tried to make the corner while braking, with predictable results.

The rental company, which uploaded the video, had the following to say about the state of the Ferrari:
“So the car basically had the entire passenger side damaged. every component. That rear flank is all aluminum and costs $38K alone and it was trashed! I wish I had taken more photos but I was not in the right mindset to do a full photos shoot. It was determined almost immediately that it was a total loss by the body shop and insurance company. Very sad.”

Porsche reveals a mid-engined 911 (race car)

► Porsche unveils new 911 RSR race car in Los Angeles
► Eschews rear-engined configuration for mid-engined set-up
► Naturally aspirated flat-six develops 503bhp – with restrictors!

A new Porsche 911 RSR racer is always a big deal, but the latest RSR is a bigger deal than most – sacrilegiously, it’s mid-engined.

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To allow for an optimized weight distribution (which in turn allows for more efficient use of the car’s tires over the length of a racing stint) and more efficient aerodynamics, Porsche has taken a long hard look at the rulebook and, with a little ingenuity, pushed the 911’s flat-six into the middle of the car – ahead of the rear axle, for the first time since 1995’s 911 GT1 prototype.

The wheelbase, too, is increased over that of the production car – but both developments are legal within the regulations and key to a next-generation racer tasked with humbling LM-GTE rivals Ferrari, Ford, Lamborghini and Corvette.

‘This is the biggest evolution in the history of our top GT model,’ says Porsche Motorsport boss Dr Frank-Steffen Walliser. ‘The new 911 RSR is a completely new development: the suspension, body structure, aerodynamic concept, engine and transmission have all been designed from scratch.

‘Honestly, it is a pretty fundamental change, and the car is completely different to the GT1 – that was a prototype. With the RSR we have stayed on the 911 platform and changed what was necessary. It was an important step for us, to come back and have a competitive car.

“Joking, I would say the ideas has been around since 2005! But we had some interruptions, some protests. I took over this role in October 2014 and this was the most important task. We made a decision in March 2015, and then the engineering started.”

While Walliser refuses to rule out a mid-engined GT road car, it’s unlikely – the established 2+2, rear-engined configuration works nicely in Porsche’s production 911s.

The RSR’s engine is the 4.0-liter motorsport naturally-aspirated flat-six: the old Mezger unit, which featured in the 991 RSR, is now fully retired. Breathing through restrictors to ensure parity withPorsche rival engines of all shapes and sizes, from turbocharged Ferrari V8s to the Ford’s twin-turbo EcoBoost V6, the RSR engine develops some 503bhp, transmitted to the rear slicks via a six-speed sequential gearbox (in a magnesium casing, naturally) and a three-plate carbon clutch.

Turbocharging was considered but discounted for its weight penalty and the adverse effect it would have had on weight distribution, the primary reason for the shift in engine location.

The revised engine layout has radically altered the RSR’s aerodynamics. Pushing the engine forward has allowed for a far bigger diffuser, while ‘swan-neck’ rear wing mounts, inspired by Porsche’s LMP1 prototype, confer a slight efficiency advantage since the more critical under-wing airflow is left free of strut-derived turbulence.

‘When you shift the engine you have the space in the rear for a bigger diffuser and there’s an aero advantage to that,’ explains Walliser. ‘That’s the second step that makes the concept stronger. It’s a significant advantage over the old car, though direct comparisons are difficult because of the different tyres.’

The RSR’s debut will be the US IMSA WeatherTech series opener at Daytona, the 24-hour heartbreaker that taught Ford valuable lessons about its then-new GT in January 2016. Like Ford, Porsche makes no bones about the RSR’s primary objective. ‘Reliability is the most important thing at the start, then we go after performance – everything must be sorted out for Le Mans,’ says Walliser.


Watch the Corvette Gand Sport Take On the 911 Carrera S… may the best car win!

The Corvette Grand Sport essentially combines the Stingray’s naturally aspirated 460-hp V-8 with the Corvette Z06’s handling bits, including the fancy magnetorheological shocks. Meanwhile, the big news with the 911 Carrera S is its new turbocharged six-cylinder. Is the Chevy a better car than the Porsche? Watch the video below to find out and let us know which car you would pick in the comments section.

Godzilla or the next GTR?

Rumor Has It The New Nissan GT-R Is Coming in 2018


The current Nissan GT-R is still a monster. With a 545-hp twin-turbo , tenacious all-wheel-drive, and a zero-to-60 time that can dip below three seconds, it earned the “Godzilla” nickname long ago. But it has been on sale in the U.S. since 2008, and while the car has received plenty of mild updates since then, its familiar shape is getting a bit long in the tooth. That’s why word from Nissan’s chief creative officer Shiro Nakamura, hinting that the next-gen GT-R won’t hit until 2018, has us a little puzzled.

Speaking with Top Gear , Nakamura didn’t give any hard answers when asked about the new GT-R’s timeline. “Not yet,” he told the U.K.-based publication. “2018 at the earliest.” When Top Gear asked about the speculative renderings floating around the internet, Nakamura said, “Not one of them is close.”

That flies counter to . hinting at a 2016 debut for the next Godzilla. It does, however, seem to fit in with our hunch about Nissan’s Concept 2020 Vision Gran Turismo concept car , shown above. The concept, designed as a flight-of-fancy digital daydream that you can drive on your PlayStation’s Gran Turismo 6, sure has that GT-R family resemblance amid all its fighter-jet creases and gaping air scoops.

For his part, Nakamura isn’t denying that fact. Speaking about Concept 2020, he told Top Gear that the concept could hold some clues. “Maybe some elements from the front and rear, but that is a mid-engined car,” he said. “Mizuno-san [the leader of the GT-R program at Nissan] says the GT-R will always be a front-engine, 2+2 seater coupe.”

Porsche 718 Boxster Annihilates Mercedes-AMG GT & BMW M2


There’s no doubt that Porsche’s new superstar is a feisty little monster. With aggressive looks, a powerful engine, and enough technology to power a spaceship, the Boxster 718 S is a proper sports car through-and-through.

This video by Motorsport Magazine is proof of that. The magazine’s staff headed out for a few hot laps at none other than France’s Magny-Cours world-class race track, which was home to the now defunct French Grand-Prix for decades. In case you’re wondering, Magny-Cours means “royal track.”

Among the fleet of cars being tested was a 718 Boxster S, as well as a Mercedes AMG GT, a new BMW M2, and a 911 (997) GT3. While you’d think that the baby Boxster is out of its league in this roster, you may rethink that once you see the lap times it put down.

Both the Mercedes, BMW, and obviously the GT3 are much more capable and powerful cars, which would lead one to believe they’re much faster. But as we know, all of those advantages may mean nothing on a twisty race track.

Nissan GT-R Hood FAIL at 180MPH!!!

nissan-gt-r-hood-fail-at-180mphThis 1600+HP GT-R was traveling at 180+mph when the hood decides it is OUT! As you can see in the video, the owner tries using tape to keep the air out from under the hood, but it clearly wasn’t enough. The sheer force of the air at those speeds just RIPPED this hood right off the car!

INSANE Camaro crash at 200MPH!!! – Driver walks away

Don’t try this in just any Camaro… This is the type of video that nobody wants to see in the racing world. This sport is incredibly fun, but it also comes with a risk when traveling at high speeds. It’s important to take the proper precautions and equip your vehicle with the right safety tech in case “shit happens.” Nacho Bernal has made dozens of high speed passes in his QMP Racing Engines LSX436 Twin Turbo Camaro SS tuned by Cunningham Motorsports, pushing nearly 1800HP to the wheels! He’s an experienced driver who understands that no matter how good of a wheelman you are, you’re never too good to skip out on making your racecar SAFE. The Camaro had a custom 6 point roll bar by Deeds Performance, both driver and passenger wore Snell rated helmets and strapped in with G Force 5 point harness.

This is why both men were able to walk away from a devastating roll that crumpled the car almost beyond recognition. Airfield racing events covered by NARA and have safety tech forms each registered car must complete, there are fire and EMS crew on site, and the runways used are smooth and clean to provide the best environment possible to test the limits of these cars.

For those who like to go fast this is the place to do it in a controlled environment that is much safe than the street! Coincidentally Nacho was able to set the Camaro half-mile world record at 195mph before the car spun around. His car may be gone but he walked away in perfect health and a 1st place 6th speed class trophy!

The New Corvette ZR1 May Have A Mid-Engine 750 HP LT5!

We’re hearing from multiple sources, who claim to have close ties to GM, that not only is a mid-engined ZR1 Corvette in the works, it will come with a brand-new supercharged small-block LT5 producing in the neighborhood of 750 horsepower. This would officially dethrone Mopar’s Hellcat as the highest horsepower car sold in America. With rumors of the 2018 Shelby GT500 packing 740 horsepower and a brand-new Ford GT to contend with, we wouldn’t be surprised to see a new halo Corvette as soon as 2017 (as a 2018 model).



Which Porsche would you choose?

Decisions Decisions… Which supercar would you choose from Porsche?  Its the 959 for our money. A classic that set the stage for the next 20 years of Porsche technology all while being 911 based!


Check out this 1987 review from Car & Driver:

We hesitate to call any car perfect. The absence of flaws in any product of human endeavor is extraordinarily rare. But we have just returned from West Germany, where we finally got a chance to drive a Porsche 959 on the street, and the word “perfect” is difficult to avoid. What single word more accurately describes a car that combines race-car performance with luxury-sedan comfort, that is equally adept at commuting through rush-hour traffic, profiling in jet-set locales, negotiating blizzard-swept mountain passes, and outrunning light airplanes? The Porsche 959 can accomplish almost any automotive mission so well that to call it perfect is the mildest of overstatements.

Power and speed are the core of the 959’s excellence. With rocket-sled acceleration and the highest top end we’ve ever measured, the 959 stands alone at the pinnacle of production-car performance. If that sounds like hyperbole, how does a 0-to-60-mph time of 3.6 seconds strike you? Or 100 mph from rest in a mere 8.8 seconds, 120 mph in 12.4 seconds, and 140 mph in a tick less than 20 seconds? The 959 devours the standing quarter-mile in twelve seconds flat, with a terminal speed of 116 mph.

We recorded these figures at the Hockenheim-Ring, the site of this year’s German Grand Prix, employing a starting procedure recommended by Manfred Bantle, the project director of the 959 program. The drill was to switch the 959’s programmable four-wheel-drive system into its locked setting, engage low gear, wind the engine to 7000 rpm, and drop the clutch. The result was a cloud of rubber dust from four spinning Bridgestone RE71 gumballs, and a car that disappeared as if shot from a cannon.

As remarkable as these acceleration runs were, the 959 was just as impressive when accelerated in a more normal fashion. In tests with no wheelspin and minimal clutch slip, it sprinted from rest to 60 mph in only 4.9 seconds.

Unlike most ultraperformance cars, the 959 is astonishingly easy to drive. This is especially true if one starts in the lowest of the transmission’s six ratios—though Porsche, inexplicably, discourages this practice in on-road driving by labeling the bottom gear with a “G,” for Gellinde (terrain). When starting off in “G,” minimal clutch slip is needed to help the engine onto its power band. The clutch action is on the heavy side but very progressive, and stirring the shifter is a delight. The lever has been moved about three inches rearward from the usual 911 location, and the linkage has none of the rubbery feel we’ve come to expect in rear-engined cars. Instead, the 959 shifts with a wonderfully slick and fluid action. And with six ratios to choose from, the driver can run the engine either mild or wild.

These two personalities are clearly defined by the transition from single- to twin-turbo operation. The 959’s engine—all 24 valves, four overhead camshafts, twin turbochargers and intercoolers, two water-cooled heads, and six titanium connecting rods of it—is essentially a domesticated version of the 962’s racing powerhouse. Such engines thrive at high rpm but generally are weak at low engine speeds. The solution in the 959 is a staged turbocharger system. At low rpm, all of the exhaust flow is directed through just one turbocharger, bringing it quickly up to speed. Boost starts to build at 1500 rpm; by about 3000 rpm, the peak pressure of 14.5 psi is available. The second turbocharger cuts in at about 4300 rpm, uncorking the engine’s high-speed breathing abilities. The 959, in turn, surges forward as if a second set of cylinders were activated.


Developing 444 hp at 6500 rpm, the 959’s 2.8-liter flat six-cylinder produces more than 156 hp per liter. To put that into perspective, the Callaway Corvette’s twin-turbo V-8 has twice the displacement of the 959 engine but produces about 100 hp less, for a specific output of only 60 hp per liter.

In spite of its heroic output, the 959’s all-aluminum powerplant is always smooth and refined. It idles evenly at 800 rpm, it can be driven away at 1000 rpm in top gear without a shudder or a lurch, and it’s quieter than a production 911 powerplant. When it climbs into the boost mode, its power surge feels like a strong push rather than a hard punch. This softness around the edges of the awesome power curve lets the driver use the 959’s tremendous thrust with confidence.

Project director Bantle believes strongly that speed without security and stability is senseless, and we were eager to see whether his car would deliver both elements of the equation. The 959 was in our hands for only 24 hours, so we had no time to find a track where we could measure its top speed. We had to do it the German way—on the autobahn. We chose to run at night, when traffic was minimal, but the conditions were less than ideal: our test stretch was only two lanes wide, and it wasn’t perfectly straight. Nevertheless, we clocked a two-way average of 190 mph, without ever feeling as though we were driving on the hairy edge. According to the factory, the 959 will do 195 if given enough room.