The Chevrolet SS Is Embarrassing Itself At A Dealer Near You.

The Chevrolet SS arrived at Chevrolet dealerships all over America last week. Did you notice?

A quick trip to www.chevrolet.com reveals no mention of the brand’s flagship sedan anywhere on the three-page main page slideshow. Bizarrely, it doesn’t even appear under the “Cars” dropdown — I had to click on “Performance” to find it, where its starting price of only seven grand less than a real, live, honest-to-God C7 Corvette is regrettably highlighted.

Chevrolet had a massive, massive ad buy this weekend on both CBS and Fox during the NFL schedule. Surely the SS was featured there, right? Nope — it was all about the Black Friday sale on Cruzes, Malibus, Equinoxes, and Traverses. Nary an SS to be found.

As a former Pontiac G8 GT owner, I saw a few “OMG ITS HERE” SS showroom photos popping up on the G8 owners’ Facebook groups to which I still subscribe. The car looks no better in the showroom than it did in the original press photos, sadly. If anything, it looks worse. The SS is even less visually impressive when compared to its new stablemate, the 2014 Impala. One pities the poor Chevy salesman who has to try to explain the MSRP on the window to the customer his sales manager has insisted he try to upsell to the certain Showroom Poison known as the SS.

“I like this one-how much is it?”

“It starts at right around $44,000, sir.”

“FORTY-FOUR FREAKING THOUSAND DOLLARS?? FOR A CHEVY??”

“Yes, but it has a V8 and—“

“FOR THAT MUCH MONEY I COULD HAVE A CADILLAC! ARE YOU INSANE??”

*The salesperson tries very hard not to look at the CTS further down the Chevy-Buick-Cadillac-GMC showroom*
“Sir, this is a performance sedan.”

“Is that right? Is that why I can’t even order it with a manual transmission?”

“Uhh… how about we finish up the paperwork on that Impala, sir?”

Unfortunately, GM appears to have learned absolutely, positively nothing since the launch of their last gussied-up Holden Commodore. The G8 GT had a cool, Spy Hunter-themed ad and a great tagline: the most powerful car under $30,000. The main thrust of the SS ad campaign appears to have been putting the incredibly un-memorable name of the car on the grille of Jimmie Johnson’s car — keeping in mind, of course, that according to NASCAR, only 15% of NASCAR fans earn more than $100,000 per year. Not exactly the best audience for a car that runs about half a hundo.

The G8 GXP, at least, had a reputation as a killer performance sedan. So, naturally, GM mated the SS’s LS3 to an automatic transmission that makes the SS slower in every way than the GXP was, not even cracking the five-second zero-to-sixty barrier in most tests. Combine unimpressive performance digits with rental-car looks and you’ve got a floorplan anchor for any Chevy dealer unlucky enough to have one allocated to him.

All of this would be bad enough if the competition had been standing still since 2009 when the last G8 GXP was sold. They haven’t been. The main antagonist, Dodge’s SRT-8 Charger, now stuffs a 6.4 liter Hemi under the hood of a much more visually compelling package, whomping out 470 horsepower and screaming from zero-to-sixty nearly a full second faster than the SS. Extend that distance to a quarter mile, and the SS fares no better — 13.5 for the SS versus 12.6 for the Charger. It’s hard to see anybody but a true Bowtie fanatic opting for the SS over the SRT.

What does the future hold for the big GM Performance sedan? Take a quick look on third-party classified sites, where dealers are already advertising prices three to four thousand dollars beneath MSRP for a car that was just released last week. Compare that to another new for 2014 model, the Mercedes-Benz CLA, which dealers can’t keep on the lot at MSRP and above. Apples to oranges, yes, but just look at the difference in the advertising strategy. Super Bowl ads, Kate Upton, Willem Dafoe for the baby-baby Merc. For the Big Chevy? Nada.

I’d love to have the chance to have a candid, off-the-record conversation with somebody, hell, anybody at GM about what the thought process was behind the SS. Are they just trying to spread out the Commodore R&D budget? Is this some empty suit’s crusade? Why has there been NO advertising push behind this car? Are they so afraid to fail on a grand scale that they’ve decided to do the automotive equivalent of a direct-to-video release?

Believe me, as a former G8 owner, I want this car to succeed. Apparently, I want it to succeed even more than GM does. Unfortunately, I don’t have too much to say about the matter. When the biggest Bowtie sedan disappears from showrooms at the beginning of the 2015 model year, I doubt anyone will even notice.

Don't go faster than your guardian angel.

Not your everyday Ford GT.

The Brooklands-based tuning firm, Avro Motor Cars, has partnered up with Roush Technologies to offer up a run of ten limited-edition Ford GTs that not only get a fresh coat of orange metallic paint and a some matte-black details, but an extra helping of power. The 720 Mirage spells out its claim to fame in its name, with 720 horses coaxed from the modified V8. Utilizing a larger Whipple supercharger, an Accufab throttle body, inlet sleeve and X-pipe exhaust, the 720 unleashes its namesake at 6,950 rpm, with peak torque output of 627 lb.-ft. coming on at 4,800 rpm. The suspension has been modified with KW Variant 3 adjustable coilovers that drop the limited edition whip by 25mm, while AP six-piston calipers clamp onto drilled and slotted rotors courtesy of Stillen. There's no word on pricing, but we'd guess that if you tacked on a few more zeros to the GT's 220 mph top speed, you'd be pretty close to the sticker.

"how long can it possibly take to grab some damn milk?!"

Nothing more American than drag racing.

2015 Mustang spotted in Detroit. Sounds like the Devil himself!

1956 Porsche 550 Spyder. Sure it's a replica, but even at $36,000 it's relatively affordable and it looks GREAT!

$297K seems like a bargain for 1000hp!

Hennessey GT1000 Twin Turbo / Supercharged Upgrade

Description:
Hennessey GT1000 Twin Turbo Upgrade Includes:
• Twin Garrett Turbochargers (works with the factory supercharger system)
• Stainless Steel Exhaust Upgrade System
• Polished Turbo Inlet Pipes
• High-Flow Air Intake System
• Twin Blow-off Valves
• Throttle Body Upgrade
• Fuel Injector Upgrade
• Fuel Pump System Upgrade
• Boost Controller

Please Note:
The Hennessey GT1000 Twin Turbo system works in conjunction with the factory
supercharger system. This compound design allows for greater low rpm torque which gives
much better throttle response and NO Turbo Lag!

Other Upgrades Included:
• Rear Bumper Delete Kit
• Transaxle Cooler
• Halon Fire Suppression System (engine compartment)
• Penske Adjustable Coilover Suspension System

Power:
• 1,000 bhp @ 6,200 rpm
• 865 lb-ft Torque @ 4,000 rpm

Performance:
• 0-60 mph: 2.9 sec.
• 1/4 mile: 10.6 sec. @ 142 mph
• Top Speed: 242 mph

A unique, right hand drive Shelby Cobra sitting pretty at Brooklands.

Galpin Introduces $1 Million Ford GTR1 Supercar

The Galpin Ford GTR1 is made from American supercar DNA and a wild imagination. The car debuted at the Quail Motorsports Gathering, an annual August event that attracts the world’s most beautiful cars in Monterey, California. The GRT1 seemed to be at home sparkling in the sunshine, next to a booth serving caviar and Champagne.

Its roots date back to the 1960′s. The first Ford GT-40 was a racecar produced in England by Ford Motor Company that went onto win the 24 Hours of Lemans four times. Ford revisited these glory years when it introduced the Ford GT in 2002. The GT still stands up as an exotic creation with a classic sinewy form that inspires enthusiast collectors to covet the 4000 GTs that were produced by Ford.

The GT’s return was splashy, but ultimately short lived. The Ford GT was manufactured for the 2005 and 2006 model years before its limited production came to end. But the fever has outlived the car’s lifecycle. Several variations of the GT have been created over the years by customizers. The Galpin interpretation adds a forward-thinking perspective to both its form and function. It’s the first coach-built car to be produced by the sixty-year old Los Angeles car dealer based in Van-Nuys. The 2005 model was used as the starting point for the GTR1, but the end result is a heftier, more robust version, including 20-inch forged aluminum alloy wheels. The car is available in carbon fiber or a glossy aluminum exterior.

Beau Boeckmann, who is the President of Galpin Auto Sports, tapped the creative talents of a Doug Breuninger, when he was still a student at the Art Center, to design the car. He charged Breuninger with the delicious task to envision the next GT car. “The concept behind it was to interpret what the Ford GT would like if it had continued,” said Boeckmann. “This an American super car through and through.” Boeckmann is also the former host of MTV’s Pimp My Ride.

Tesla Model S, the bird's eye view.

The Brooklands-based tuning firm, Avro Motor Cars, has partnered up with Roush Technologies to offer up a run of ten limited-edition Ford GTs that not only get a fresh coat of orange metallic paint and a some matte-black details, but an extra helping of power. The 720 Mirage spells out its claim to fame in its name, with 720 horses coaxed from the modified V8. Utilizing a larger Whipple supercharger, an Accufab throttle body, inlet sleeve and X-pipe exhaust, the 720 unleashes its namesake at 6,950 rpm, with peak torque output of 627 lb.-ft. coming on at 4,800 rpm. The suspension has been modified with KW Variant 3 adjustable coilovers that drop the limited edition whip by 25mm, while AP six-piston calipers clamp onto drilled and slotted rotors courtesy of Stillen. There's no word on pricing, but we'd guess that if you tacked on a few more zeros to the GT's 220 mph top speed, you'd be pretty close to the sticker.

Spotted a new Viper hanging with a C6 Z06 the other day. Which one would you rather have?

Corvette C6.R at LeMans 2013.

Caught this '63 split window in the wild. Taking a chance by parking it on the street with the window down.

1973 Mustang advertisement.

1969 Boss 302. Greatly executed resto-mod!

This 1957 Buick Century Custom wagon sold for $71,500 at auction.

Caballero customized station wagon with chopped top and Air Ride suspension. Custom three tone paint, custom interior and highly detailed Nailhead Buick engine. Wire wheels, laser-straight body, beautiful chrome, Packard taillights on extended quarter panels, too much to list. Car is known as "Dorothy" from the Wizard of OZ, built by OZ Kustoms in Oroville, Calif. Other body modifications include hood, front and rear fenders peaked, front doors stretched, rear quarters were extended 7" and '56 Packard taillights installed. 364cid Nailhead Buick engine with Offy 3x2 polished aluminum intake and Stromberg 97s. Won first place in Radical Wagon class at the Grand National Roadster Show.

1912 FORD MODEL T ROADSTER up for auction at Barret-Jackson.

Vehicle was completely dismantled and each part restored. Engine and transmission were rebuilt and the entire vehicle was painstakingly reassembled. New oak was constructed for the body and the oak spindles on the wheels were refurbished and sealed. The body was painted Indigo Blue, the original color was blue. All sheet metal was purchased new. The seat, which is from a 1916 Model T fire truck, was reupholstered in white leather to replicate the style of the original seat.

This one brings me back to my childhood. C3.

The 7 different body styles of the Corvette through history. Which is your favorite?

Pretty cool tribute to the legendary Chevy Camaro.

My old man had one just like this. I could hear him coming 5 minutes before he got home!

Nicely rendered advert for the '65 Olds 442 convertible.

Shelby GT350. Love the stripes and scoop.

1968 Camaro Z28. I've always loved those headlight covers more than the open light cars.

Cherry 1987 Grand National. Such a sleeper.

Mustang done up right by Stanceworks.

This Viper looks pretty mean in satin black with red accents.

The maniacal Ford GT doing what it does best!

1969 Mustang Mach 1. This is as bad as it gets.

1962 Chevrolet custom roadster, just sold for $400,000 at Barrett-Jackson Scottsdale.

You don't see many old school rides matte black these days, but this '68 GTO just looks mean!

Black Air is the new Buick Grand National documentary.
Filmmaker Andrew Filippone Jr’s feature-length documentary showcases the Bad Boys from Flint: Buick Grand National & GNX.

1968 Ford GT40 Gulf/Mirage Lightweight.

Chassis No. P/1074 (M.10003). To be auctioned Friday, August 17, 2012.

440 bhp at 6,800 rpm, 289 cu in OHV V-8 engine, four 48 IDA Weber carburetors, ZF 5DS25/1 five-speed manual gearbox, independent front suspension with unequal-length A-arms and Koni adjustable shock absorbers, independent rear suspension with trailing arms, unequal-length A-arms, and Koni adjustable shock absorbers, and four-wheel stage II Girling ventilated disc brakes. Wheelbase: 95"

Please note that this vehicle will be sold on a Bill of Sale only.

• Debut win at Spa 1967 with Jacky Ickx and Dr. Dick Thompson
• Extraordinary racing history; ex-David Hobbs, Brian Redman, Mike Hailwood, and Paul Hawkins
• The first win for the famed Gulf/Wyer Partnership
• Only Gulf team car to win both as a Mirage (’67 Spa) and a GT40 (’68 Monza)
• First of three lightweight production GT40s; one of two surviving
• Early use of carbon fiber-reinforced bodywork
• Famous Gulf camera car used in the epic Steve McQueen film, Le Mans
• Distinguished provenance, including Sir Anthony Bamford, Harley Cluxton, and others
• Complete with original 1967 Mirage bodywork
• Countless books, models, awards, and event participations

In March 2013, it will be 50 years since Ford instituted the GT40 program. The purposeful mid-engine sports coupe is the finest Anglo-American supercar of the last century, with four straight victories at the Le Mans 24 Hour endurance race between 1966 and ’69. In 1966 alone, it finished 1-2-3 against Ferrari, in one of the most memorable photo finishes in the race’s distinguished history, cementing the car’s place in motorsports history and on the postered walls of teenaged bedrooms the world over.

Its genesis alone is the stuff of legends and the subject of countless books, summarized most succinctly as a failed buy-out of Ferrari by Henry Ford II.

Blank checks were signed in Detroit, engineering and racing heavyweights were hired, and Lolas were modified and readied for testing. GT/101, the first prototype, was assembled in March 1964, in time for testing and the imminent Ford-Ferrari battle at Le Mans in the summer. Undaunted by a lack of wins, Ford regrouped for 1965 with Carroll Shelby—already a veteran with his Cobras—taking over the GT40 MK II program.

He delivered a win at Daytona with Ken Miles and Lloyd Ruby in GT/103 and a Second Place at Sebring with Ken Miles and Bruce McLaren in the same car. Shelby also ran the first MK II at Le Mans in June of ’65. Meanwhile, John Wyer continued development of the customer 289 GT40 racing cars.

The stunning GT40 offered here, chassis P/1074, is very well-documented in GT40 history. It began life as Mirage M.10003, and in its debut at Spa, in May 1967, the legendary endurance racer Jacky Ickx and the “Flying Dentist,” Dr. Dick Thompson, finished First Overall. This was also the first win for any car under the fabled powder blue (1125) and marigold (1456) Gulf livery. Such an accomplishment on its own would be sufficient to impress any enthusiast, but it marks only the beginning of P/1074’s storied history. It should be noted that Ickx was only in his early-twenties at the time, had just made his first Grand Prix start the same year, and was on the cusp of beginning one of the great careers in motorsports that, to date, includes an extraordinary six wins at the 24 Hours of Le Mans, 25 podium finishes in Formula One, factory racing for Porsche, and everything in between, not to mention winning the Paris-Dakar Rally and even piloting the famous Ferrari 512S for the Steve McQueen film Le Mans.

Unfortunately, however, this particular car DNF’d later that year at Le Mans and Brands Hatch, and then won at Karlskoga and finished Second at Skarpnack, before finished with a convincing win at Montlhery. Quite the stunning debut for this exceptional racing car!

Following the FIA’s regulation change for the 1968 season, which reduced prototype engine size to three-liters and five-liters for production (Group 4) sports cars, with a limited build of 25 examples, Mirage M.10003 was taken back to J.W.A. in England for its conversion into a Group 4 GT40. The conversion was completed on February 23, 1968, whereupon it became GT40 P/1074, but has since remained complete with its original Mirage bodywork and could easily be returned to that configuration.

It was the first (by serial number) of three lightweight racing GT40’s built for the J.W.A./Gulf team. Its chassis retained the unique Mirage straight substructure forward of the windscreen. Specific to the car were Stage II ventilated disc brakes, a lightweight frame, and a lightened roof.

The body was described as “super lightweight with carbon filament aluminum, fully-vented spare wheel cover, extra wide rear wheel arches, double engine coolers, and rear panel vented (sic) for brake air exit.” The carbon fiber-reinforced bodywork used on the Mirage M1s, now P/1074, P/1075, and P/1076, are reputed to be among the first, if not the very first, uses of carbon fiber panels in race car fabrication.

Currently, P/1074 is fitted with an original, period correct GT40 Ford 289 cubic inch V-8 with Gurney-Weslake cylinder heads, four Weber twin-choke carburetors, and a 351 oil pump with an Aviaid oil pan. During its active career, P/1074 (M.10003) was powered by four other V-8 Ford push-rod engines, including a 289, a 302 (1074), a 305, and a 351 (M.10003). It was painted in powder blue Gulf livery, with a distinctive, constant-width, marigold (orange) center stripe, which instantly identified it as J.W.A’s number two car. On several occasions, it was raced with triangular nose-mounted canard fins to improve downforce. From the outset, 8.5-inch front and 11.0-inch rear BRM Mirage wheels were fitted.

Soon after conversion to a GT40, driven by endurance racing greats David Hobbs and Paul Hawkins, P/1074 raced at Daytona (February 3, 1968), where it was a DNF. This record would soon improve. On March 3, 1968, with the same drivers, it finished 28th at Sebring, then ran at the Le Mans Trials with Jacky Ickx, where it set a 3 minute 35.4-second lap record. Driven again by Hawkins and Hobbs, P/1074 won at the Monza 1000 Kilometre on April 25, 1968. On May 19, 1968, competing at the Nürburgring, David Hobbs and Brian Redman finished in Sixth Place. Hawkins and Hobbs teamed up in P/1074 at Watkins Glen to finish Second. This was the first race that P/1074 was fitted with the larger 302 cubic inch V-8 engine. It DNF’d at Le Mans (September 8, 1968), which was the last race of the season that year, again with Hawkins and Hobbs driving.

In October 1968, P/1074 was loaned to Ecurie Fracorchamps and to a Belgian racer, Jean (Beurlys) Blaton, as a replacement for his P/1079, which had been crashed at Le Mans earlier that year. Beurlys and DeFierlant ran the car at Montlhery on October 13th, achieving an Eighth Place finish. Early in 1969, J.W.A acquired P/1074 again, and in its only race that year, David Hobbs and Mike Hailwood finished Fifth at the BOAC 500 at Brands Hatch in April, still running the 302 V-8.

McQueen

This car’s life was about to change dramatically. In 1970, David Brown, of Tampa, Florida, purchased P/1074 and P/1076 from J.W.A. He in turn leased P/1074 to Steve McQueen’s Solar Productions, of North Hollywood, California, in May of that year. Under the care of J.W.A, it was to be used as a mobile camera car for McQueen’s epic production of the movie Le Mans. Steve McQueen had insisted that the cars be filmed at speed. This necessitated that the camera car be capable of very high performance and keeping up with the “star” cars.

For filming purposes, the entire roof section was removed, which left P/1074 with a windscreen that was just a few inches high. It is believed that this operation rendered the doors inoperable. Period photographs of the car show the doors securely taped shut. At the same time, the car’s fully-vented spare tire cover was removed and replaced with the less aerodynamically-efficient “twin nostril” unit from a road-going Mk III GT40.

The modified GT40 was tested at the Fighting Vehicle Research and Development Establishment (FVRDE) in Surrey England. The radical changes to P/1074 resulted in a race car with adversely impacted aerodynamics and, in the words of Jonathan Williams, “diabolical” handling. During a test, P/1074 ran over a section of tank tread, which punctured one of its racing tires, precipitating an off-road excursion that dented the belly pan in a few places. Its driver, John Horsman, author of Racing in the Rain, and the film’s director, who was accompanying him as a passenger, were unharmed.

P/1074 was employed as a camera car at the start of the 1970 Le Mans 24-Hour race, where its former driver, Jacky Ickx, was coincidentally also in attendance, racing a Ferrari 512S, no less! Its spare tire cover was removed, and a pair of movie cameras were mounted securely in the spare tire well. Several runs were made up and down the pit lanes prior to the race. It’s uncertain as to whether the car actually ran during the race. A gyroscopically-stabilized, compressed air-powered, 180 degree rotating Arriflex camera was mounted on the rear deck, where it could be remotely-controlled by a dashboard-mounted TV screen. A 35 mm manually-rotated camera was securely mounted above the passenger side door. Its operation required intrepid cameraman Alex Barbey to crouch alongside it in a small rotating seat.

But the combination of these heavy cameras, along with the car’s substantially reduced aerodynamics and now less rigid chassis, meant the car was very hard to control at the 150 mph speeds the filming required. At this time, Dutch skid-pad expert Rob Slotemaker replaced a probably very relieved Jonathan Williams as P/1074’s driver. The much-modified GT40 “roadster” was used in its altered configuration for some five months, until the filming of Le Mans was completed. It was still finished in powder blue and marigold.

After the film wrapped production, Harley E. Cluxton III (then of Glenview, Illinois) bought P/1074 from Mr. Brown. He tested the car at the Glenview Naval Air Station and said that crossing the runway arresting cables at speed was what he could only describe as “interesting.” P/1074 was sold to noted collector Sir Anthony Bamford (Staffordshire, England) in 1972. It was subsequently reconstructed by Willie Green, of Derby, England, who did the rework using a new roof structure obtained from Abbey Panels Ltd. The cut-down doors were replaced with early GT40 units, which meant the car was now equipped with early type “rocker” door handles instead of the sliding levers that are found on later J.W.A. racers.

Other body modifications performed at this time included new rear bodywork, fabricated from a “standard” GT40 production unit with widened wheel flares, so the transom lacked the additional outlet vents found on Gulf GT40s, and the rear wheel arches did not have carbon fiber reinforcement. Finally, the number plate location had to be modified to clear the exhaust pipes when the rear section was opened. Willie Green raced the reconstituted P/1074 at several UK racing events. Subsequent ownership history is well-documented and includes Mr. Cluxton’s re-acquisition of the car in 1983, prior to another restoration.

The peripatetic P/1074 was present at the GT40 25th Anniversary Reunion at Watkins Glen in September 1989 and at the 30th Anniversary Reunion in July, 1994. It has appeared in numerous books, on the “Competition Ford GT40” poster, and it’s been replicated in several models, both as the topless Le Mans camera car and in “conventional” Le Mans racing configuration. The current owner bought P/1074, and sent it to Harley Cluxton for a complete restoration in 2002, where it received a straight nose stripe and a fully vented nose cover. The doors were replaced with units featuring the later rocker style handles (as the car’s original sliding lever handles). The infamous cut-down tail section, which was removed when the car was reconstructed, reportedly survives in France. P/1074 has since been fastidiously maintained by its current owner.

In 2003, Jackie Oliver drove P/1074 at the Goodwood Festival of Speed. Again in 2004, this well-known and highly-respected GT40 reappeared at Goodwood fitted with nose canard fins and an adjustable height rear spoiler. In 2009, it was driven by its original driver, David Hobbs, at the Amelia Island Concours d'Elegance, where it was awarded Best in Class.

For a fortunate bidder, the acquisition of GT40 P/1074 represents a special opportunity. Aside from its current, stunning presentation, the fact that it is one of only two surviving Gulf Mirage M1s, in which form it accumulated much of its racing history, renders it particularly attractive to an enthusiast who now has the option of relatively easily returning the car to this configuration and actively campaigning the car with its remarkable Jacky Ickx provenance.

This car’s impeccable credentials, both as a winning racer and as the camera car for the legendary Steve McQueen film Le Mans, as well as its long documented history of prominent owners and its meticulous restoration in J.W.A./Gulf livery, mark it as one of the most desirable GT40s, and indeed endurance racing cars, ever built.

Please note that a number of spare parts accompany the sale, including 1967 Mirage bodywork. Please consult an RM specialist for further details.

Special thanks to the GT40 Registry, Ronnie Spain, author of GT40: An Individual History and Race Record, and John S. Allen, author of The Ford GT40 and The Ford That Beat Ferrari, for their help and research on this car.

Cobra coupe, I believe once owned by record producer Phil Spector then later sold at auction and ensuing controversy. Killer machine.

Stunningly restored 1970 Firebird. This one has a ridiculous 475 ci motor with twin turbos. This thing must come right out from under you when you put your foot down!

The Saleen S7 is a limited-production, hand-built, high-performance American supercar developed jointly by Steve Saleen for the initial concept and direction, Hidden Creek Industries for resources and initial funding, Phil Frank for the body and interior CAD design and development, and Ray Mallock Ltd. for the chassis engineering. It was the only car produced by Saleen not based on an existing chassis. The S7 debuted on August 19, 2000 at the Monterey Historic Races. The all-aluminum 427 (a bored-and-stroked derivative of Ford's 351 Windsor small-block, not a big-block) is remarkably tractable and flexible for such a high-output unit--550 hp at 6400 rpm. In 2005, the S7 was replaced by the S7 Twin Turbo, which featured a more powerful twin-turbo system that boosted engine power to 750 horsepower and the top speed 248 mph.

Automotive history is filled with a series of "what-ifs," and few of these "what-ifs" are as intriguing to Corvette racing fans as the 1957 Corvette SS project.

In the early days before the Corvette was an American icon, and at the time even in danger of being discontinued by GM management, one obvious tactic to shore up the Corvette's sports car image and spur sales was to institute a racing program. Thus was born the short-lived Corvette SS project, with the initial goal of winning at Sebring. Led by the gifted Zora Arkus-Duntov, a team of engineers created this ultra-lightweight (1850 lbs) and powerful (307 bhp) racecar.

Success at Sebring for this stunning racer was unfortunately not in the cards. Although the SS was extremely fast for its day (top recorded speed of 183 mph), a series of mechanical problems forced it to retire after 23 laps in the Sebring 12-Hour race. Shortly thereafter, the ban on factory-sponsored racing efforts by the Detroit manufacturers spelled the end of the SS project.