The Yugo was supposed to unite the Balkans under an umbrella of capitalism, to infuse the area with much-needed jobs and cash. Instead, the car was crap. Still, there’s something endearing about the little hatchback, something honest and pure. That’s why it still has a special place in our hearts—and why designer Milos Paripovic has re-imagined it as an electric. Oh, and also because he wanted to poke fun at electric cars.

Paripovic initially designed the ZUGO as a joke, equipping it with awesome features like a heated rear panel for when you and your passengers have to get out and push.

The concept also uses lightweight composite materials—again, making it easier to push when the batteries run out. And there’s also rear-mounted pressure sensors and and LCD display so you can tell who among the passengers is pushing hardest. It’s funny in a har-har kind of way, but the design is actually quite good. Good enough to win 5th place in a European design contest. 

It’s a sweet-looking little city car, even with its receding headline and ’80s-style headlights. From the rear three quarters view, you can even imagine a “sport” version.

What do you think? Would you consider the above car? Maybe if it had a Renault or Peugeot badge?

In China, they have a new bullet train that can hit 311mph. The aerodynamic design is based on, appropriately, an ancient Chinese sword. It’s quite a feat and begs the question, where in the hell is our bullet train in the U.S.?

Yeah, I know this is a car blog. But bullet trains are universally awesome. Nothing else on the ground can take common folk like us to 300+ miles per hour.

What’s that, you say? Trains are boring? I respectfully disagree. Take a ride on France’s TGV or Japan’s Shinkansen. They’re quiet, comfortable, stable. There’s little sense of speed. Until you whiz past something big like a city of 80,000 in just a few seconds. That’s when you realize that bullet trains are truly something special—and something worthy of lust.

Let’s talk tech. This new Chinese train is fast, but it’s not the fastest. That title goes to Japan. There a maglev train hit 361mph on a test track. A hot-rodded version of the TGV hit 357mph in the French country side (or maybe on a test track, but I prefer to think of it tearing through the Loire Valley, rattling the stones of grand chateaus in the distance).

That kind of speed should make any gearhead flip the hell out. These trains can accomodate you and your whole family and they make Bugatti Veyrons look like toys.

So where’s the enthusiasm? Why isn’t there high-speed rail between San Francisco and New York? Or Chicago and Washington, DC? China’s state-run rail system announced that it’ll have high-speed track laid to every major city in the country in just 10 years. They also have a maglev train running in Shanghai.

I say we American gearheads embrace the bullet train. Let’s write our representatives. Let’s unite and demand some truly awesome technology. Building high-speed rail will boost the economy, make travel cheaper and easier, will inspire a new generation of engineers, and should cause gas prices to fall. Plus, we’ll get to go 200+mph on a regular basis.

The new Varley evR-450 electric super car can hit 62 mph in just 3.8 seconds, packs 900-plus torques and looks like a Nissan R390. It costs $200,000. It’s also based on the awesome, gas-guzzling $40,000-ish Superlite SLC coupe.

The evR-450 is assembled in Australia by Varley Electric Vehicles. It’s super-trick, featuring twin carbon ironless core AC motors with totally awesome-sounding Tritium Wavesculptor inverters. It has a semi-monocoque TIG-welded aluminum chassis with an integral space frame and weighs just 2750-ish pounds. Range? A comfortable 100 miles. Top speed? A disappointing 100-ish miles per hour. Are the batteries worth the extra cost of $200,000? Hit the jump to find out.

The Varley

But here’s the thing: It’s based on the Superlite SLC coupe, a kit car that can be had for around $40,000. A kit car that’s made (in part) in Michigan. The SLC is made to take any LS-series Chevrolet V8, so there’s no upper limit to horsepower and torque. Even fitted with a standard ‘Vette mill, the SLC should be able to match the evR-450 in acceleration and completely destroy it in a top-speed run. Plus, it would have a nearly unlimited range.

The Superlite

So are the torquey electric motors and Tritium Wavesculptor inverters worth the extra cash? Or is the evR-450 just a toy to clear a rich enviro-crusader’s conscious?

My vote is for toy. The evR-450 absurdly expensive when compared to its dino-juice-powered cousin. And its slower. And it doesn’t sound nearly as good.

Dan Wood's MGB GT

We all dream of owning vintage iron, of rumbling along in a piece of automotive history, of being the envy of car nuts everywhere we go. Well, we can. There are truly affordable classics out there. And I’m going to find them. Welcome to Classic Review.

Don’t fear the MGB GT. It is not a finicky piece of questionable British engineering possessed by the Prince of Darkness, Joseph Lucas. It is a beautiful little beast, a punchy and snarling sports car with the refined manners of a grand tourer.

I’ve always loved the MGB GT. The little hatchback lured me in at an early age with its low-slung body and toy proportions—it’s just the right size for a 10 year old. It had a permanent spot in my fantasy garage next to 240Zs, Opel GTs and anything else on my scale.

As I grew, I recognized the brilliance of the GT. It’s simply stunning, the perfect union of British sports car purity and Italian aesthetics. MG had Pininfarina pen the top half of the GT and it is, arguably, the best-looking shooting brake ever made.

Mechanicals

The MGB was released in ’62. It’s a mishmash of modern automotive engineering and stodgy British mechanicals. It was one of the first cars to feature a lightweight monocoque body with crumple zones. It had disk brakes up front and precise rack-and-pinion steering. But it stubbornly held onto leaf springs in the rear, quirky lever shocks and an iron OHV engine.

The engine is a torquey little pushrod mill with two valves per cylinder. The only thing that makes it sporty is a pair of SU carbs. It’s rated at 95 hp at 5,500 rpm and 105 torques at 2500 rpm.  The engine is backed by a four-speed manual transmission with an optional overdrive unit.

An Armstrong lever shock. They were actually engineered to leak oil. Still, they're compact and effective.

Variations

In 1973, MG decided that they’d had enough of the Jag guys’ snickering and stuffed a honking-great aluminum 3.5-liter Rover V8 under the GT’s bonnet. At the time it was the lightest mass-produced V8 in the world, weighing just 318 pounds. It produces 137 hp and 193 torques. The combo makes a vengeful little monster that can easily dice it up with Jags and Astons. Unfortunately, the MGB GT V8 was only sold in the UK.

The MGC was sold in the sates, however. It has a 2.9-liter straight six that puts out 145 hp. But the engine is heavy—200 pounds heavier than the stock four and the MGC isn’t much quicker than the MGB. Some say the added weight throws the MGC’s handling off.  Others say the six delivers silky smooth power across a wide power band, making the MGC a fantastic tourer.

MGCs are around, but they’re rare. MGB GT V8 conversions are also available, featuring everything from aluminum Buick 215s to SBCs. For this review, I stuck with the base four-cylinder MGB. It’s the most common, and thus the most affordable, variation.

Test Drive

When I decided to write these classic car reviews, the GT topped my list. To find one, I hopped on the MG Experience, a site for chaps and dames committed to keeping old British sports cars in tip-top shape. Within a few days I had a Central Oregon MG expert on the horn.

Dan Wood is a retired engineering and construction genius with his very own private auto shop. And he knows MGs—every lever shock, leaf spring, carb, cam and conrod ever used in the little cars. His current obsession is a slinky little 1970 MGB-GT in arrest-me red. It’s not stock, but it’s not far off. Upgrades include better shocks and brakes, some engine tuning, a rumbly exhaust, new wiring (of course) and a nice set of wheels and tires. It’s the kind of car that begs to be tossed through turns, to be driven with a combination of anger and glee.

Once you’re behind the wheel of the MGB GT you realize that the engineers at British Leyland knew what they were doing. The engine growls and pulls like an English bulldog. The steering is light and precise. The ride is smooth and body lean is minimal. The thing drives like an angry NA Miata. It’s a blast.

Bringing the little car to a halt, however, can be harrowing. Earlier GTs lacked power brakes, requiring Herculean effort to stop 220o-pound car in a hurry. It’s not that the brakes are bad. We’ve just grown weak on a diet of power brakes. Thankfully, power brakes can be added, giving weak-legged guys like me a much-needed boost.

Overall, the MGB GT is a pleasure to drive. It’s quick, nimble and smooth. It easily matches the NA Miata in the fun category and is more practical to boot. The little hatch hides quite a bit of storage space and the rear shelf/seat can accommodate a small child (just install proper seat belts and drive safely). In fact, I would say the MGB GT would make a fine daily driver.

What’s that? Reliability? Oh, yes. Reliability may be an issue.

Maintenance

MG maintenance is not as bad as everyone makes it out to be. You just need to be involved, invested, maybe a little obsessed. These cars were made to be tinkered with, to be maintained by loving owners. Jeremy Clarkson once joked that MG owners enjoy getting oil under their fingernails more than driving. If you buy an MG, you better like wrenching. Fine-tuning carburetors and replacing worn wiring is part of the ownership experience and it creates a bond between car and owner.

Plus, MGs are easy to work on. We’re talking basic tech here and parts abound. An MG is fantastic car for someone who wants to learn about wrenching. And there are plenty of great teachers out there to help you learn.

I spent a weekend with Dan and a crew of other MG owners who drove their machines in from all over Oregon. The crew rallied around the hydraulic lift to scrutinize suspension bits and brake parts. The density of mechanical and automotive knowledge in that shop was at white dwarf levels. These guys know their stuff—and more. After the repairs and upgrades were complete, we talked cars, airplanes, boats, steam trains, tanks, WWII, computers and more late into the night. I mention this because these are the type of guys who own MGs and if you ever buy one, you’ll be invited to join the club. The community is a huge part of owning an MG and, in a word, it’s awesome.

Pricing

So let’s talk price. Based on Craigslist, eBay and MG Experience browsing, nice MGB-GT drivers can be found for between $3,000 and $5,000. Restored MGB-GTs go for around $8,000.

The elephant in the room is, of course, the Miata. Nice NA Miatas can be had for the same price and they won’t require even a fraction of the wrenching. They’re faster, handle better and stop better. They’re incredibly fun cars. With such a plentiful supply of awesome Miatas out there, why would anyone buy an MGB GT?

If you’re asking that question, an MG is not for you. Yes, it makes more sense to buy a Miata. But Miatas do not have the same affect on the respiratory and nervous systems. They do not take your breath away. They do not make your ventricles ache. They do not create a happy chemical imbalance in your brain. Purchasing a classic car like the MGB GT does not make logical sense. But it does make emotional sense. And when it comes to cars, what matters more?

Redshift is what happens when stuff moves away from you really, really quickly. And that’s what electric motorcycle startup BRD hopes their new RedShift MX bike will do on the trails—at least until its batteries run out. 

Motocross. Screaming two-stroke monsters spitting thick blue smoke, dust and vaporized rubber. Not anymore. San Francisco-based electric motorcycle startup BRD has built a pair of motocross bikes that are as quiet and soothing as fluttering butterfly wings. The RedShift MX and RedShift SM are 250-cc equivalent electric bikes that are built to tear up dirt and get downright grimy without burning precious dino juice.

Both bikes have 40 horsepower and weight around 250 pounds, putting them on par with 250cc bikes like the KTM 250 SX-F. But torque—there are gobs of the stuff right off the line for burnout dust cloud generation or epic wheelies.

The bike is built like a modern motocrosser with a stiff monocoque chassis and cutting-edge long-travel suspension. The motor and battery are stressed and placed for optimal weight distribution.

What about range? The bike is good for 50 miles—if you don’t ride it like a maniac. The guys at BRD, however, want you to ride like a maniac. CEO Marc Fenigstein told Wired. “We expect people to ride the snot out of these in a way that hasn’t been possible on previous electrics. That’s going to affect the range and we want to be careful about getting the specification right.”

If you ride it properly, expect about 25 miles to a single charge.

Other details like release date and price remain nebulous, however Wired says the bike will retail for around $15,000. That’s a lot of scratch for a little bike, but its the price you pay for going green.

Source: Wired

Soon this cute little six wheeler will be following U.S. infantry troops around like a lost puppy. It’s a Lockheed Martin Squad Mission Support System (SMSS) autonomous vehicle and it’s headed to Afghanistan for testing.

The SMSS is like an armored Argo with a brain. The little all-terrain vehicle is packed with million-dollar sensors and computers. It can navigate terrain on its own, follow a pre-defined path or follow a designated soldier. It can also be controlled by a wireless touch screen panel. It runs on some unspecified combustible, probably diesel or propane. The robot was designed and built to haul soldiers’ gear in the field.

Why not just use a Hummer? Turns out Hummers are big, loud targets. The SMSS is relatively tiny (just 11 feet long) and is packed with insulation and noise suppression gear to keep it quiet. It can carry more than half a ton of gear and has a range of 125 miles. It also packs a winch and a generator, and has a 9,000-pound towing capacity.

Four of the little robots are going to Afghanistan this year. They’ll help U.S. infantry in the field.

Ultimately Lockheed Martin wants to add weapons and targeting systems to the SMSS, turning these cute little gear haulers into autonomous death machines—putting them in harm’s way rather than soldiers.

Source: Gizmag

The Pontiac Tempest is known for its tumultuous 400-cubic-inch V8, for spewing clouds of atomized rubber and partially combusted gasoline, for altering weather patterns and generally being a kick-ass muscle car. But it started life as a funky little economy car created by the legendary John DeLorean.

I had no idea the first-generation Tempest (1961-63) existed until I spied one for sale a few blocks from my house. The red ragtop was in sorry shape. Paint shot, trim pieces missing, holes in its top. Still, there was something about it. It had gorgeous lines and good proportions.

When I hit Wikipedia later that day, I realized the little convertible was far more sophisticated and, well, wacky than I had ever imagined. At first glance it looks to be like any other mid-60s compact—likely driven by a straight six backed with a two-speed slushbox. But the Tempest’s drivetrain is unique. Very unique.

The Tempest was one of John DeLorean’s earliest projects. Thus, it was innovative. It’s powered by quite possibly the wonkiest American engine ever, the Tropy 4. The 195-cubic-inch (3.2-liter) straight four mill is basically half a 389 V8. The engine made between 110 and 140 horsepower, depending on carb options. It was frugal, but earned the name “Hay Bailer” due to its rough and raucous nature.

Thankfully, things get much better as you move aft of the engine bay. The Tempest is equipped with a flexible driveshaft known as the “rope drive.” This meant the floor was flat—no transmission tunnel. The rope drive was connected to a two-speed automatic transaxle at the rear, giving the early Tempest 50/50 weight distribution. To top it all off, the car was equipped with four-wheel independent suspension.

In ’61 and ’62, customers could spec the Tempest with Buick’s aluminum 215 c.u. V8. The engine produced up to 215 horsepower and weighed just 330 pounds. In ’63, Pontiac pulled out the big guns, offering the 326 V8 (actually a 336, but marketed as a 326). That engine produced 260 hp and 352 ft-lbs of torque. To cope with the extra power, the car’s autobox was beefed up and the transaxle was revamped to improve handling. Just 3,600 Tempests got the 215 and probably no more than 5,000 got the 326.

The first-generation Tempest is one of the least-appreciated American rides out there. It was an ingenious little car packed with many features that still aren’t standard on modern cars. If you’re looking for a quirky classic car, the first-generation Tempest should be on your list.

UPDATE: Jim Brennan of Hooniverse spied this gorgeous ’62 Tempest Convertible showing off in a local parking lot. It wears a paint color I’ve never seen before and is probably the best-restored Tempest on the road. Check it out.

the leaf rides the wind
lightning in its belly
mother earth cheers

The Nissan Leaf Nismo RC. It’s a Nissan Leaf wrapped in carbon fiber and dipped in matte black paint. And it’s wicked. Hit the jump to watch it yowl around a track.The Nissan Leaf Nismo RC is a sickening little jelly bean of a car, a vehicle so cute you want to puke. But Nissan knows how to make fiendishly dark automobiles. Example: GT-R. It’s a proper samurai. A fat samurai with too many electronic gizmos, but a samurai nonetheless. The Leaf RC is the child of the two, an angry little Pokémon with something to prove.

The car is based on a standard Leaf, but it’s lower, longer and wider. There’s a lot of carbon fiber in there, too, and tons of Nismo suspension bits. A big wing sits out back, just to remind you this little Leaf is all business on the track.

Nissan recently gave the Leaf Nismo RC to racer Tsugio Matsuda for testing. His verdict? Very fun to drive on the track. Huh.

The visionaries at Nissan foresee electric race series held indoors or at night. They imagine drivers chatting with other drivers or even the audience while piloting their whisper-quiet racers at triple digits. Really.

The Leaf Nismo RC isn’t completely quiet, however. In fact, it sounds like a proper UFO, a whining, whooshing, wailing testament to technology. Check out the video and hear for yourself.

It has potential. It looks good, sounds good, and from what Tsugio says, drives good as well. Will it be as exciting to watch as a gas-guzzling racer? Only time will tell.

The real hope here is that Nissan will let some of the car’s style and technology trickle down to a consumer model. Nissan Leaf GT-R, perhaps? Now that would be an exciting electric vehicle.

The Vincent Black Shadow is mechanized art. It is metallic perfection, from its girder forks to its finned V-twin to its triangulated swing arm. But the guys at Falcon Motorcycles have made it even better. Behold, the Black Falcon, the most gorgeous motorcycle ever made.

The bike was built from scratch around a 1952 Vincent V-twin that was found in pieces. It took six master fabricators an entire year to build the frame, forks, and pretty much everything else you see on the bike. And as you can see from the picture below, its beauty isn’t just skin deep.

The Black Falcon is a glorious amalgamation of heart-stopping details. Every square millimeter of the thing has been immaculately crafted and polished.

And the engine. Oh, the engine. Every moving part has been balanced to within a tenth of a gram and all its internals have been lightened and strengthened.”

The Black Falcon was built to be ridden. Every mechanical piece has been reconsidered and reengineered using modern materials and methods. The forks, for instance, are based on the original Vincent “Girdraulic” design, but they’re made from 7075 T6 aluminum and use full needle bearings. Shocks, front and rear, are modern gas units, custom built for the bike.

The brakes look vintage, but they’re also new. They were designed  and fabricated by Falcon fabricator Ian Berry. The drum braking surfaces of both brakes were machined from locomotive brake parts. The front brake is double sided, has four leading shoes, and can stop the bike from 140 miles per hour.

There are fully adjustable handlebars and quick-release gas tanks, one for racing, the other for the street.

The machine is truly astonishing and should be considered one of the greatest works of art ever created by man. Hop on over to BikeEXIF or the Falcon Motorcycle site for more pics and info.

Oh, and the LA Times produced an excellent video on the bike:

Some art transcends the human experience, elevates its viewers to a higher state of consciousness—the glory of the Sistine Chapel, the gaze of the Mona Lisa. This astounding tracked VW bus has launched my mind into the stratosphere, has changed my worldview. It’s a life-altering experience. And it’s for sale.

This appears to be a VW bus riveted to a 1945 M29 Weasel, a tracked military vehicle designed to traverse snow and, well, pretty much anything.

The conversion looks rushed, ill-conceived, and utterly brilliant. There’s rust. There are unshielded wires. There are razor-sharp bits of low-grade steel everywhere. And the whole thing has been camouflaged with rattle cans.

Thankfully, it comes with a fire extinguisher. Whether or not it actually works is questionable. Oh, and you steer it with those two sticks.

The M29 Weasel was built by Studebaker for service in WWII, which pins the needle on all the awesome gauges everywhere. It’s powered by a 70-horsepower, 196-cubic-inch, L-head inline six. It can cross a 36-inch ditch and roll over a 24-inch-tall barrier. It carries 35 gallons of fuel and can cruise for 196 miles. Top speed: 35 miles per hour. And it floats.

But here’s the thing: It looks like it trundled out of the VW factory this way. It all . . . just  . . fits.

This brilliant vehicle is for sale at Vehicle Liquidation in Littlerock, California. Price? Not listed. But can you really put a price on something so perfect, so beautiful?

Source: Vehicle Liquidation

P.S. – If any of you wish to purchase this gem and have it shipped to Central Oregon, I’d be more than willing to give it a good home.