Big, bad and get outta my way.

Guess what this is? (Hint- 4 throttles)

Sez it all!

Fat psycho bitch yells at truck owner who acts like a pussy.

Survival vehicle for the coming zombie apocalypse.

This 1987 Lamborghini LM002 (chassis HLA12046) competed in the 1996 Granada-Dakar Rally, and is said to have gone through 24 shock absorbers before it had to retire due to lack of spare parts. There were two other LM002s entered into the event in previous years when it started in Paris, but one is said to be hidden in a collection and the other was returned to stock configuration according to this article on http://www.lambocars.com/off_road/lm002_paris_dakar.html. This truck is said to be the last Lamborghini entered into competition by the factory before the brand was sold to Audi. Find it here at Auto Drome in Paris, France http://www.autodrome.fr/Lamborghini_LM002_Dakar.htm for 160,000 Euro (today ~$209k USD). Courtesy of http://bringatrailer.com/2013/07/15/dakar-rally-finisher-1987-lamborghini-lm002/?utm_source=Daily+Email+7%2F16%2F13&utm_campaign=BaT+Daily+Email&utm_medium=email

Ettore Bugatti's origins were in breeding horses and the moniker served him well" "Pur Sang!"

Wow, Manny. You need to get with the program bro’. Dissing hybrids is not gonna make you any friends. Not in DC. And not with your hometown homies, who know that global warming is a crock of “I can’t believe it’s not Toyota” with which to butter their bailout bread. What are they gonna say when they read this? “They cost more than most people can — or will — pay; they provide fuel efficiency benefits only for specific and limited driving conditions; and the technology isn’t going to solve America’s oil issues. Sure, they’re still somewhat trendy, and select members of Congress as well as Hollywood hypocrites regularly remind people that they drive the so-called green machines. Good for them and for the few others in America who are all hopped up on hybrids, but they are the few and the proud. And the declining.” Yeah, we know that Manny. But what if gas prices go back up? You know; if there’s a sudden disruption of oil supplies due to tensions in the Middle East or another speculative bubble? It could happen. Not in Manny’s world. And the News’ Auto Editor wants to point out– again– that consumers are friggin’ hypocrites…

“That’s not to suggest that hybrids don’t have a place in the market. They do, but it’s a niche, where it belongs. Don’t blame me for that. Blame consumers. There’s a difference in what people say they want and what they buy. And when people put their money on the table, most high-tail it away from the $3,000 or more premium for a hybrid.”

Shoulder chip much? You don’t know the half of it. So here’s the other half:

“Unfortunately, in the end, legislators and activists have been better at grandstanding and casting aspersions at those who don’t play their game, but if the car companies are smart and follow the market’s lead, they’ll keep building what people buy, not what others tell them to build.”

I think GM and Chrysler lost that option when they went bankrupt and hoovered-up $32.4b (not including GMAC) form Uncle Sugar. He who owns the gold Manny.

By Robert Farago on January 7, 2009 on http://www.thetruthaboutcars.com/2009/01/detn-lopez-hybrids-suck/

It gets mighty cold in Wisconsin during the winter months and we can only guess that this awesome and odd Ford tracked truck creation was born out of some winterized bench racing. What you’e looking at is a late 1990s Ford truck cab that is lacking a bed, but has been set on some sort of custom frame and tracks. You’ll notice that rubber tires turn the tracks, so we’re guessing that the regular truck axles (front and back) are providing the umph to the wheels which in turn move the tracks. How does it steer? No clue. It does have a good and old school 7.3L Powerstroke engine so reliability shouldn’t be a problem unless the engine has been abused over the long term.

No other information is provided in the ad, so we don’t know if the truck is a stick or an auto, what the extend of the frame modifications have been, or whether or not the owner has crushed anything cool or driven this truck through places that normal 4x4s fear to tread. It looks like a dog without a tail missing the bed, but we’d get over that quick. The current price on the ad is $5,000. If we had it, we’d totally own this thing. It would be BOSS in the snow! From Bangshift: http://bangshift.com/blog/criagslist-find-a-wild-homebuilt-tracked-ford-truck.html

Big block power for shuffling fares in 1964. Tesla: eat your heart out.

Snow tractors eat hybrids for breakfast!

Electric cars are promoted as the chic harbinger of an environmentally benign future. Ads assure us of "zero emissions," and President Obama has promised a million on the road by 2015. With sales for 2012 coming in at about 50,000, that million-car figure is a pipe dream. Consumers remain wary of the cars' limited range, higher price and the logistics of battery-charging. But for those who do own an electric car, at least there is the consolation that it's truly green, right? Not really.

For proponents such as the actor and activist Leonardo DiCaprio, the main argument is that their electric cars—whether it's a $100,000 Fisker Karma (Mr. DiCaprio's ride) or a $28,000 Nissan Leaf—don't contribute to global warming. And, sure, electric cars don't emit carbon-dioxide on the road. But the energy used for their manufacture and continual battery charges certainly does—far more than most people realize.

A 2012 comprehensive life-cycle analysis in Journal of Industrial Ecology shows that almost half the lifetime carbon-dioxide emissions from an electric car come from the energy used to produce the car, especially the battery. The mining of lithium, for instance, is a less than green activity. By contrast, the manufacture of a gas-powered car accounts for 17% of its lifetime carbon-dioxide emissions. When an electric car rolls off the production line, it has already been responsible for 30,000 pounds of carbon-dioxide emission. The amount for making a conventional car: 14,000 pounds.

While electric-car owners may cruise around feeling virtuous, they still recharge using electricity overwhelmingly produced with fossil fuels. Thus, the life-cycle analysis shows that for every mile driven, the average electric car indirectly emits about six ounces of carbon-dioxide. This is still a lot better than a similar-size conventional car, which emits about 12 ounces per mile. But remember, the production of the electric car has already resulted in sizable emissions—the equivalent of 80,000 miles of travel in the vehicle.

So unless the electric car is driven a lot, it will never get ahead environmentally. And that turns out to be a challenge. Consider the Nissan Leaf. It has only a 73-mile range per charge. Drivers attempting long road trips, as in one BBC test drive, have reported that recharging takes so long that the average speed is close to six miles per hour—a bit faster than your average jogger.

Charlie Drevna, president of the American Fuel & Petrochemical Manufacturers, on how Washington's fuel standards are increasing the price of cars and gas. Photos: Associated Press

To make matters worse, the batteries in electric cars fade with time, just as they do in a cellphone. Nissan estimates that after five years, the less effective batteries in a typical Leaf bring the range down to 55 miles. As the MIT Technology Review cautioned last year: "Don't Drive Your Nissan Leaf Too Much."

If a typical electric car is driven 50,000 miles over its lifetime, the huge initial emissions from its manufacture means the car will actually have put more carbon-dioxide in the atmosphere than a similar-size gasoline-powered car driven the same number of miles. Similarly, if the energy used to recharge the electric car comes mostly from coal-fired power plants, it will be responsible for the emission of almost 15 ounces of carbon-dioxide for every one of the 50,000 miles it is driven—three ounces more than a similar gas-powered car.

Even if the electric car is driven for 90,000 miles and the owner stays away from coal-powered electricity, the car will cause just 24% less carbon-dioxide emission than its gas-powered cousin. This is a far cry from "zero emissions." Over its entire lifetime, the electric car will be responsible for 8.7 tons of carbon dioxide less than the average conventional car.

Those 8.7 tons may sound like a considerable amount, but it's not. The current best estimate of the global warming damage of an extra ton of carbon-dioxide is about $5. This means an optimistic assessment of the avoided carbon-dioxide associated with an electric car will allow the owner to spare the world about $44 in climate damage. On the European emissions market, credit for 8.7 tons of carbon-dioxide costs $48.

Yet the U.S. federal government essentially subsidizes electric-car buyers with up to $7,500. In addition, more than $5.5 billion in federal grants and loans go directly to battery and electric-car manufacturers like California-based Fisker Automotive and Tesla Motors TSLA +1.64% . This is a very poor deal for taxpayers.

The electric car might be great in a couple of decades but as a way to tackle global warming now it does virtually nothing. The real challenge is to get green energy that is cheaper than fossil fuels. That requires heavy investment in green research and development. Spending instead on subsidizing electric cars is putting the cart before the horse, and an inconvenient and expensive cart at that.

Mr. Lomborg, director of the Copenhagen Consensus Center in Washington, D.C., is the author of "The Skeptical Environmentalist" (Cambridge Press, 2001) and "Cool It" (Knopf, 2007).

Electric cars are promoted as the chic harbinger of an environmentally benign future. Ads assure us of "zero emissions," and President Obama has promised a million on the road by 2015. With sales for 2012 coming in at about 50,000, that million-car figure is a pipe dream. Consumers remain wary of the cars' limited range, higher price and the logistics of battery-charging. But for those who do own an electric car, at least there is the consolation that it's truly green, right? Not really.

For proponents such as the actor and activist Leonardo DiCaprio, the main argument is that their electric cars—whether it's a $100,000 Fisker Karma (Mr. DiCaprio's ride) or a $28,000 Nissan Leaf—don't contribute to global warming. And, sure, electric cars don't emit carbon-dioxide on the road. But the energy used for their manufacture and continual battery charges certainly does—far more than most people realize.

A 2012 comprehensive life-cycle analysis in Journal of Industrial Ecology shows that almost half the lifetime carbon-dioxide emissions from an electric car come from the energy used to produce the car, especially the battery. The mining of lithium, for instance, is a less than green activity. By contrast, the manufacture of a gas-powered car accounts for 17% of its lifetime carbon-dioxide emissions. When an electric car rolls off the production line, it has already been responsible for 30,000 pounds of carbon-dioxide emission. The amount for making a conventional car: 14,000 pounds.

While electric-car owners may cruise around feeling virtuous, they still recharge using electricity overwhelmingly produced with fossil fuels. Thus, the life-cycle analysis shows that for every mile driven, the average electric car indirectly emits about six ounces of carbon-dioxide. This is still a lot better than a similar-size conventional car, which emits about 12 ounces per mile. But remember, the production of the electric car has already resulted in sizable emissions—the equivalent of 80,000 miles of travel in the vehicle.

So unless the electric car is driven a lot, it will never get ahead environmentally. And that turns out to be a challenge. Consider the Nissan Leaf. It has only a 73-mile range per charge. Drivers attempting long road trips, as in one BBC test drive, have reported that recharging takes so long that the average speed is close to six miles per hour—a bit faster than your average jogger.

Charlie Drevna, president of the American Fuel & Petrochemical Manufacturers, on how Washington's fuel standards are increasing the price of cars and gas. Photos: Associated Press

To make matters worse, the batteries in electric cars fade with time, just as they do in a cellphone. Nissan estimates that after five years, the less effective batteries in a typical Leaf bring the range down to 55 miles. As the MIT Technology Review cautioned last year: "Don't Drive Your Nissan Leaf Too Much."

If a typical electric car is driven 50,000 miles over its lifetime, the huge initial emissions from its manufacture means the car will actually have put more carbon-dioxide in the atmosphere than a similar-size gasoline-powered car driven the same number of miles. Similarly, if the energy used to recharge the electric car comes mostly from coal-fired power plants, it will be responsible for the emission of almost 15 ounces of carbon-dioxide for every one of the 50,000 miles it is driven—three ounces more than a similar gas-powered car.

Even if the electric car is driven for 90,000 miles and the owner stays away from coal-powered electricity, the car will cause just 24% less carbon-dioxide emission than its gas-powered cousin. This is a far cry from "zero emissions." Over its entire lifetime, the electric car will be responsible for 8.7 tons of carbon dioxide less than the average conventional car.

Those 8.7 tons may sound like a considerable amount, but it's not. The current best estimate of the global warming damage of an extra ton of carbon-dioxide is about $5. This means an optimistic assessment of the avoided carbon-dioxide associated with an electric car will allow the owner to spare the world about $44 in climate damage. On the European emissions market, credit for 8.7 tons of carbon-dioxide costs $48.

Yet the U.S. federal government essentially subsidizes electric-car buyers with up to $7,500. In addition, more than $5.5 billion in federal grants and loans go directly to battery and electric-car manufacturers like California-based Fisker Automotive and Tesla Motors TSLA +1.64% . This is a very poor deal for taxpayers.

The electric car might be great in a couple of decades but as a way to tackle global warming now it does virtually nothing. The real challenge is to get green energy that is cheaper than fossil fuels. That requires heavy investment in green research and development. Spending instead on subsidizing electric cars is putting the cart before the horse, and an inconvenient and expensive cart at that.

Mr. Lomborg, director of the Copenhagen Consensus Center in Washington, D.C., is the author of "The Skeptical Environmentalist" (Cambridge Press, 2001) and "Cool It" (Knopf, 2007).

Vicki's Toyota Test Prius Test.

On this episode of Head 2 Head, it's the battle of the hybrids as Jonny Lieberman pits the 2012 Toyota Prius V against Ford's 2013 C-MAX Hybrid SEL. There is a lot going on with these cars so to help break down the technical information, so Jonny also talks with Motor Trend's hybrid guru Kim Reynolds about the Ford / Toyota rivalry & the controversy surrounding their hybrid technologies.

Head 2 Head appears every other Wednesday on the new Motor Trend channel.
http://www.youtube.com/motortrend

When driving becomes writing.

Want to build your own electric car? Follow these blogs from 3 guys who did it for less than $2,500 including the car!

Ride along with http://MPGomatic.com as we aim for 65 MPG in the 2012 Toyota Prius C Hybrid ... it's more fun than watching paint dry! Cruising through town and the back roads, this little critter glides like a champ. Toyota sells the Prius C as the Prius Hybrid in other parts of the world. But here in America, the Prius nameplate adds extra cache. Or so they say.

Take what you might have seen in the Consumer Reports Prius C "review" with a grain of salt. Our full unbiased review of the Prius C is on the way.

MPGomatic produces car review videos with a unique focus on gas mileage, in-cabin technology, and driveability. Yep, we're the folks that shoot those 0-60 MPH tests.

The brand new 2013 Volkswagen Jetta Hybrid gets 45 MPG combined according to VW, while the current generation of the iconic Toyota Prius gets 50 MPG combined according to the EPA. So if you are considering buying a hybrid car the Prius is the clear winner...at least when it comes to fuel economy. But of course fuel efficiency is not the only criteria that new car buyers use to purchase a new car. In this video review we compare the new VW Jetta hybrid to the best selling Prius to see which of the two fuel sipping cars is the best buy.

Prius' suck for many reasons.

A short video about the Toyota Prius hybrid car, learn where the marketing went wrong and how your business can avoid these mistakes.

American V8 smokes rice rocket.

The electric car is now available starting at $32,000 that's right the electric car such as the Nissan Leaf and Tesla, but the problem with them, you can't take them on longer trip because there no place to plug in your car other than your own home, and if you try driving them up in the mountain, your going to used all the juice in the battery and have no choice but to slide down the hills. My Cosin Robb got to test drive the Tesla 2 seat electric car which is a convertible its capeable of going 0-60 MPH under 4 second but that car cost $45,000 The electric car is good for driving to work every day, driving to Grocery stores, driving to school and driving to church. But we should also have Gasoline cars because Gasoline cars should be used for traveling longer distance on the interstate, it should be used for towing a trailer, hauling heavy stuff, and hauling lots of passenger. With the electric car you can't drive it from Phoenix to El Paso Texas or Albuquerque New Mexico because the electric car can only go from 100 to 300 Miles per charge which isn't far. With the Gasoline car that I have I could travel any where in this country.

When it comes to performance upgrades, few brands are as easily recognizable as Hurst. The company became famous for their trick shifters and performance upgrades in the mid ’60s. The seller of this 1966 Pontiac Bonneville Station Wagon claims this car was ordered by Hurst and has many early Hurst components on it. The seller is having medical problems and needs to move the car. Find it here on eBay with a BIN of $12,750 and the option to make an offer.

Action figures square off over gay hybrids.

Road warrior that wastes hybrids. Featured at SEMA 2012.

Couldn't have said it better myself.

Size matters. Can't figure out the body origins but looks sinister to the nines!

Crushed EV1 hybrids.

Wear it proudly.

Hitler loses a street race.

Billy Bob destroys a Prius with atomic machine gun. And Jeremy Clarkson weighs in.

Prius parody.

Adolf Hitler is responsible for funding development of the Volkswagen which morphed into the popular Beeetle. Despite the Bug's eco-friendly underpinnings, Mr. Adolph is (was) an outspoken critic of hybrid ideology. And you can take that to bunker.

I drive a Pious.

From a series of early road map memorabilia. Graphics and messaging had to be effective on a small footprint in order to compete with the numerous fuel brands that populated the nation's growing network of highways.