PRO’s: Great styling, gobs of torque, impressive performance, great price.

CON’s: Narrow 245-series tires, aging 5-speed transmission, may be a little too aggressive for some.

FINAL THOUGHT: A modern muscle-sedan that provides tire shredding performance in a package that’s all-day comfy and wonderfully styled.

Hurdling down Interstate 680 in Northern, CA in the new 2013 Chrysler 300 SRT8 is an exercise in restraint. On the one hand you’ve got this big American luxo-sled that’s reminiscent of the big Chrysler’s of yesteryear. And on the other you’ve got a player that has the ability to put some serious hurt on the best that Europe and Asia has to offer, something that’s not necessarily a bad thing.

The 300 SRT8 is about as bold and brash as the American automobile gets. It sports high style and aggressive looks, and with a naturally aspirated power-plant that has the ability to turn the back tires into liquified goop, it’s definitely a forced to be reckoned with. This is an old-school muscle sedan that’s made for driving hard and fast. It’s the crown jewel of Chrysler’s fleet and it isn’t a car that’s going to be on everyone’s playlist. Enthusiasts will make comparisons between the SRT8, BMW’s M5 and Mercedes AMG cars. But understand that this car appeals to your emotions, American’s especially, on a completely different level.

Where the M5 and AMG’s are technological marvels that sport terabytes of tech, the SRT8 is a pad and pencil. It’s a blunt force object in a sea of razor sharp precision, and this ladies and gentlemen is precisely why I love it.

Okay, down to business. Under the hood lies SRT’s 6.4-liter 392 cu.in. HEMI V8 that produces 470 hp and 470 lb.ft. of torque. It’s big mill has the ability to get this 4,365 lbs sedan to 60 mph in 4.5-seconds, blitz the quarter mile in 13-seconds and onto a top speed that lies in the mid-170′s. Some people out there are going to bitch about the aging 5-speed transmission, and rest assured that a new 8-speed auto is on the way, until then though, the 5-speed unit, while not new and fancy, still does a great job of slamming all that power down to the pavement.

From a ride quality perspective the 300 SRT8 comes with a new 3-mode suspension. Auto, Sport, and Track are your choices and all exhibit subtle changes. In my opinion, Auto mode was simply too soft, and Track was too harsh. This is after all a big sedan, not a Miata. Therefore go with Sport as it will provide the best combination of performance and comfort for daily use.

Handling wise the big Chrysler has the ability to hold its own with pretty much everything out there that’s in the same class. Remember people, you’re not race drivers (and if you are sorry), so understand that whether a comparison test shows this car leading or trailing in one area or another as compared to the competition, the odds of you being able to tell the difference are nill. Also, this is not a track car. Yes, you can venture there every now and again, but if tracking a car is your passion, then buy something else as this is not your baby.

One area that Chrysler has really stepped up its game is the interior. A nicely sculpted dash with monster size touch screen greet you, while fresh analog gauges tell you everything you need to know.

Yes, there is a function that will tell you G-forces, acceleration and breaking times, but I found this to be a bit gimmicky. Will you use it once or twice? Probably, otherwise I really didn’t see it’s appeal.

It must be said though that the Garmin based navigation system, climate and audio controls are intuitive and very easy to use compared to other cars in this class. Then there are the SRT8 seats which provide the best combination of sport-support and all-day comfort that I’ve seen on a sub-60k sedan.

Braking wise we’re looking at 14.2-inch rotors up front and 13.8-inch out back. Combine that with 4-piston Brembo calipers and integrated brake cooling ducts, and you’ve got a car that will haul you down to a stop in no-time flat.

The 2013 Chrysler SRT8 is a great car. It’s a car that will make you grin whenever you mash the gas, giggle when you throw it into a corner, and relax on those long road trips. I’ve owned a BMW M5, driven all manner of AMG car and even owned an older SRT8, all of which have been great cars. However this car appeals to the American in me, the hot-rodder and the muscle car enthusiast, and while it’s not perfect, it does hit all the right buttons for a price that is completely reasonable.

So here we are – you, me and the 2013 Ford Taurus SEL. This is a car that I really wanted to like, I mean I really did, but unfortunately, I just couldn’t get behind it. This is the sixth generation of Ford’s family hauler, the Taurus. This is the vehicle that redefined what a family car should aspire to be back in the 1980′s. However since its release almost 30-years ago, the Taurus has seemingly lost its way. Yes it will still haul you and your family, but it’s also trying to be a jack-of-all-trades, and unfortunately this is where things go south.

The Taurus is, and always will be, middle America. It’s meant to carry five adults in reasonable comfort, get decent mileage and have a few nice amenities thrown in for good measure. It’s also supposed to be priced right and offer up more than its import counterparts. And while it has succeeded in some instances, it doesn’t blow them out of the water.

A good looking car, the styling of the 2013 Taurus is actually quite refined. Smooth and elegant body lines, a nicely sculpted grille and mildly chopped roof line give the Taurus and air of European sportiness. And while it may look great, it seemingly fails to impress once you get underway.

For instance, at almost 17-feet in length one would expect the Taurus to have loads of interior room. However thanks to an over-sized center console, driver and passenger leg room is actually quite tight. Taller drivers will have their right leg pinched up against the console while those riding shotgun will be constantly moving their seats up for those positioned in the rear.

Ford’s touchscreen SYNC system sits dead center in the dash and provides one with access to everything from the vehicles climate and audio settings, to your Bluetooth and navigation unit. Beneath the touchscreen resides a secondary touch pad that will also help you with climate and audio controls, however it’s void of actual buttons, thus making it feel cheap and like somewhat of an after thought.

My tester came equipped with the optional 2.0-liter I4 Ecoboost engine that pumps out 240 hp and 270 lb.ft. of torque. Not terrible numbers mind you, but not great numbers either, especially for a car that weighs around 4,000 lbs. Economy is the name of the game with the I4 Ecoboost and it delivers to the tune of 22 mpg city and 32 mpg hwy. Power is put down by way of a smooth shifting 6-speed transmission with a thumb mounted gear selector.

An interesting touch, but honestly, just leave the thing in automatic mode and let the engine and transmission work as the engineers intended. Stomp the gas and Taurus will get to 60 mph in just over 7-seconds and move you onto a top speed of 112 mph. It will also provide the driver with nicely weighted steering and confidence inspiring brakes.

The interior is a combination of leather, soft and hard touch plastic and vinyl. And while there are some silver accents thrown in for good measure, I found it to be a rather drab place to be. However trunk space is quite liberal at 20.1 cubic-feet, so if you’re planning on a road trip, rest assured that you’ll be able to fit quite a bit of stuff back there.

Driving the Taurus is about exciting as eating a bowl of matzo ball soup. Yes, it will fill you up and make you feel cozy and warm, but it won’t fill you with adrenaline, nor will it trigger much emotion.

Here’s the thing. Ford makes GOOD cars, they do. I mean the Mustang kicks ass (hell, I own one), the Focus in any form is great, and then there’s the F-150 which we all know is awesome. So why then Ford – why’d you drop the ball so far on this Taurus? In trying to make a car that appealed to everyone, it feels like you created something that simply doesn’t have enough of anything to get us excited. $35,180.00 is a lot to pay for plain vanilla ice cream. However throw in a little whipped-cream and a cherry next time, and you may just have something.

The 1951 Ford Custom Club Coupe is the quintessential old school business coupe. It’s got great lines, a simplistic interior and when maintained properly, will literally run forever. Owner Eric Ralle has been the caretaker of this all original example for the past 27 years and is very proud of the fact that – “it’s just the way Henry Ford built in back in 1950.”

Yes Eric, it most certainly is.

Source: HemmingsMedia.com

PRO’s: Great styling, tons of usable space, room for 7 adults, above average visibility and BIG POWER!!

CON’s: Under bolstered front seats.

FINAL THOUGHT: A wonderful alternative to the standard SUV/Minivan that provides all day comfort, big power, room for seven and a driving experience that is MUCH better than you’d expect.

If you were a kid from the mid-1940′s to the mid-1980′s then the odds of you being shuffled around by your parents in a station wagon were pretty damn good. You see before the minivan and the SUV came into the picture, wagons were the shizznit. In fact it hasn’t been until recently that manufacturers are taking a second look and wondering if they should revisit a formula that worked so well for over 40 years. For most people saying “minivan” or “station wagon” is a dirty thing. I mean they’re driven by people who are old, have no fun and are martyrs to their children, right? Well, not really. You see these big behemoths of the open road were people movers and served a purpose that few other vehicles could match. It’s now 2013 and although wagons are few and far between these days, that hasn’t stopped some manufacturers from re-imagining what the wagon should be.

Enter the 2013 Ford Flex Limited AWD. The first vehicle in my opinion that has bridged the gap between minivan, SUV and wagon, and done so with style, functionality, class and performance. When first introduced in 2009 consumers didn’t really know what to make of the Flex. Was it an SUV, crossover or some kind of new age surf wagon? The answer oddly enough, is all of the above. First and foremost let’s talk about style, something the Flex has in spades. With a long, low cut roof line and stylized panel-type doors and hood, the Flex is extremely attractive in stock form. However opt for the “Limited” model and pimp it out in Fords Deep Impact blue paint with Ingot Silver roof and in no time you’ll have yourself something that’s quite the looker.

The Flex is also big, like really big with a 117.9″ wheelbase. That means the ability to seat 7 adults in comfort and still have some room left over for luggage. With the third row seats up you’ll be treated to 20 cu. ft. of cargo space. Fold them down and that bumps to 43.2 cu. ft. Drop down the second row seats and you’ll now end up with a whopping 83.2 cu. ft. of room. People, that’s A LOT of space. My tester was equipped with the optional 2nd row 40/40 seats with auto-fold (electric fold down), a $750.00 option which is totally worth it for the cool factor alone.

All of the seats in the Flex are fairly comfortable, however the fronts could definitely use a bit more bolstering. Around town they’re fine, but take an exit ramp at any type of speed and you’ll swear you’re in an old bench seat Crown Vic.

While most manufacturers are moving to smaller and lighter offerings, Ford has realized that vehicles with room like the Flex are still very much in need by larger families, so I applaud Ford for going big on this one.

This 2013 Ford Flex Limited AWD meant this tester came pretty loaded up with options like 10-way heated power drivers seat (6-way passenger), dual climate controls, SYNC with MyFORD touch (the juries still out on this), HID headlamps, ventilated front seats, as well as a cool little cooler and reverse sensing system with video. Things like 2nd row seats with auto-fold, big 20-inch wheels and adaptive cruise control were extra and part of option package 303A. At $3,295.000 on top of the Limited’s $43,850.00 base price, it’s a big option, but live with it for a week and you’ll never want to get rid of it.

Climbing behind the steering wheel is a pretty enjoyable affair. The dash is all digital and uses the latest and greatest in graphic technology to provide you with a look and feel that’s similar to today’s best video games. Readouts like the speedometer and tachometer can be tailored to the drivers mood, and everything from the cruise control, Bluetooth phone and satellite radio can be controlled through nicely laid out steering wheel mounted buttons. Ford’s SYNC massive touchscreen lies dead center in the dash allowing occupants to adjust climate, vehicle settings and audio.

A fair amount of thought was put into the Flex’s interior as not only was it comfortable, but it’s laid out so that never once was my 6’4″ frame cramped. One feature I wasn’t a massive fan of are the dash buttons, or push pad thingies on the center stack. If I push something I want to feel it move in and out. I get the whole “soft-touch” movement, but I tend to like things a bit old school and I think the majority of drivers would agree with me.

Now we come to driving impressions, the part where the Flex outshines just about every other SUV/Wagon/Crossover out there. Under the hood lies Ford’s new 3.5L EcoBoost V6 twin-turbocharged direct-injection engine that pumps out 365 hp and 350 lb.ft of torque. Now I’ve driven the Flex with the standard 287 hp V6 and truth be told, the EcoBoost is leaps and bounds better. Power is put down to Fords Active All-Wheel Drive System through a smooth shifting six-speed automatic transmission. Mash the gas and you’ll sprint to 60 mph in under 6-seconds, a super impressive time when you consider that this rolling toaster weighs in at over 4,800 lbs.

Handling on the Flex is equally impressive. Throw it into a corner and the Flex rewards the driver with very little in the way of drama. It’s compliant, confidence inspiring and a real pleasure to drive and thanks to the vast amount of glass in the Flex, outward visibility is excellent.

From a mileage perspective I was showing a combined of around 18 mpg. Ford says it will get 16 city and 23 hwy, but I’m not sure if I believe the latter. I averaged around 17 in combined driving.

The Flex Limited is a vehicle that I’d be proud to own. It offers well above average styling and all-weather capability with room to do pretty much whatever you please. As optioned this 2013 Ford Flex Limited AWD came in at $49,790.00 which, let’s face it, ain’t cheap. However, when you factor in what you get in regards to options, power, comfort, daily usability and overall enjoyment, this 2013 Ford Flex Limited AWD may be one of the best bargains out there.

I loved it.

PRO’s: Stunning styling, beautiful interior, sporty chassis with confidence inspiring road manners.

CON’s: 1.6-liter Ecoboost is a bit underpowered, SYNC is still annoying, do we really need park assist technology?

FINAL THOUGHT: The beauty of the new 2013 Ford Fusion is that depending on how it’s optioned out, it can truly be a car that anyone would be proud to own. It offers good value, fuel economy and interior room, along with the best styling in the business.

So here you have it, the newly redesigned 2013 Ford Fusion. It’s got all new sheet metal, no less than four different engine options (including a hybrid model), a stylish new interior, and pricing that ranges from $23,700.00 all the way up to $40K depending on the model and options. The Fusion has gained a reputation for offering up good reliability and fuel economy, with an image that never makes one feel like they’re driving around in some cookie cutter sedan.

For 2013 the Fusion was completely redesigned by Chris Hamilton, the same guy responsible for all the new Aston Martin’s. And while at first glance you may see some similarities, you can rest assured that is pretty much where it ends. Ford knew the Fusion had to be sporty enough to set it apart from Honda and Toyota, and in doing so they’ve created a car that looks like nothing else in the mid-sized segment.

This particular Fusion came equipped with Ford’s 1.6L I4 Ecoboost engine that produced 173 hp / 184 lb.ft of torque. This meant mileage ratings of 23 mpg city, 36 mpg hwy and a combined mileage of 28 mpg. Not bad by any means, but not much better than if you just opted for Ford’s standard 2.5L Duratec 16V I4, an engine that gives you very similar power and mpg ratings (22/34/26). Acceleration from the Ecoboost could simply be described as adequate.

It’ll get you up, moving, and cruising at highway speeds with no problem, but don’t expect to win any stoplight drags with this thing. On the highway the Fusion’s front wheel drive system and 6-speed automatic transmission help lend to a wonderful ride that soaks up road imperfections with ease. It’s not overly cushy and offers just the right amount of comfort and sportiness letting you know that the chassis can handle much more than what lies under the hood.

The electric power-assisted steering is nicely weighted and should appeal to just about everyone. Combine that with predictable handling manners that lean to the sporty side of driving and brakes that offer great feedback, and you’ve got a car that is a wonderful driver for anyone who is fortunate enough to get behind the wheel.

Not everything about the Fusion is all sunshine and rose pedals though. For instance, for 2013, the Fusion comes equipped with “start/stop” technology, a system that literally shuts down the engine after the car comes to a stop for more than 3-seconds. Supposedly it saves fuel, but more importantly than that, it’s annoying as hell. Then there are all the different proximity warnings, such as blind spot and back-up detection sensors that, unless you disable them, will drive you nuts.

Now don’t misconstrue my words for being negative (although they are a little bit), as the systems that Ford has installed work exactly as they should and will no doubt save many a parking lot fender bender. Personally, I like a car with as few bells and whistles as possible, so by the end of my week with the Fusion, I had all these options turned off.

There is no question that the Fusions interior is a very nice place to be. Fit and finish are top notch helping it to exude an air of quality and comfort. The front seats while firm, could do with a bit more bolstering, and that big center console limits leg room for taller drivers. Rear seat room is plentiful, so seating four adults in the Fusion should never present a problem. Combine that with a trunk capacity of 16.0 cu. ft. and you’ve got a enough room to not only go away for a weekend, but stuff in as many groceries as you can handle.

From an ergonomics standpoint the Fusion does a fine job of providing all its systems within arms reach of the driver, however I’m still not sold on Ford’s SYNC system. Does it work? Absolutely, however navigating through the various touch screens can prove arduous at times. If however you’re a fan of technology then you’ll know doubt be delighted as the SYNC system will let you play digital cowboy for hours.

As mentioned, the 2013 Fusion starts off at around $23,700. However with options like Equipment Group 205A ($2,375.00) which offers up everything from heated seats and a 10-way power drivers seat, to the $1,000 Active Park Assist, the price can climb rapidly. Our tester came in at $30,975.00, however drop a few bells and whistles and you can get into a VERY nice car for well under $30k.

The beauty of the new 2013 Ford Fusion is that depending on how it’s optioned, can truly be a car that anyone would be proud to own. It offers good value for your dollar, fuel economy and interior room, and the best styling in the business, thus making it VERY easy to recommend.

If you own a performance car then you should know that taking it to the racetrack is one of the best things you can do. Be it a Porsche, Ferrari or even something as average as a Mustang, these cars now offer a fun factor that has never been greater. However if you’re not into taking your street car on the track than be thankful, as AVI Racing has the answer to your prayers. Enter their Corvette GT1 track car. Custom built with tire shredding track days in mind, the AVI Corvette features a full tube chassis that’s mated to some of the best suspension components in the business. Matt Farah of TUNED recently had a chance to experience this track weapon first hand and at days end he came away more than impressed.

Source: Youtube.com/DRIVE

With all the hoopla surrounding the recently released 2014 C7 Corvette, it seems that people are forgetting just how good the outgoing C6 actually is. To cap off their final production run Chevrolet has seen fit to release the final edition by way of the Corvette 427. That means 505 hp, an almost 200 mph top speed and a roof that disappears at the touch of a button. The other thing to consider is that dealers will be HEAVILY discounting the current crop of C6 Vette’s currently on the market, so if your interested, now is the time to act!

Source: InsideLine.com

Thumbs Up: Comfortable ride, quiet cabin

Thumbs Down: Turbo engine and manual transmission, but little entertainment value

Buy This Car If: You prefer to row your own gears, yet want comfort over performance

Buick’s Verano sedan was built to deliver the fuel-sipping advantages of a compact, while serving up more content than buyers in the class are used to. While the Verano was new for the 2012 model year, a turbocharged variant, dubbed the Verano Premium, has been introduced for 2013. Now that GM brand Pontiac is history, the company is hoping that Buick can pick up some of the enthusiast buyers left in the cold by Pontiac’s shuttering.

The Verano Premium, then, becomes the most affordable performance option in the Buick catalog. Its forced-induction 2.0-liter four-cylinder cranks out 250 horsepower and 260 pound feet of torque, and even gives buyers the choice of a six-speed manual gearbox. What’s noticeably absent, however, is a sport suspension or supportive sport seats, which makes us wonder exactly what demographic Buick was going for. We’re certain the Verano Premium with the six-speed automatic transmission will be a best-seller, but we can’t imagine Buick delivering many manual transmission examples.

The Verano is a good-looking car, and it reminds us of a three-quarter scale Buick Regal. The Verano’s grille is even more prominent, however, extending all the way to the edge of the hood. Headlights are large (or perhaps this is just a proportional thing), which represents an odd styling departure from today’s mainstream smaller-is-better automotive lighting trend.

In profile, the Verano’s daylight opening is similar in shape to the Regal’s without being a direct copy. Both are trimmed in chrome and both sport a blacked-out B-pillar for a cleaner look, but the Verano sports a sharper angle on its C-pillar trim. The compact Buick sports a styling line that sweeps up from the rocker to match the lower angle of the rear door, while the Regal uses a similar styling trait on its front door; the difference is subtle enough, however, that neighbors will likely ask you how you like your new Buick Regal.

The biggest difference between the Verano and its bigger brother comes at the rear, where the smaller sedan gets chrome tail light trim (as opposed to a chrome trim strip on the Regal), a flat trunk lid and larger tail lights. The rear fascia shape is decidedly different, too, with the Verano going angular to the Regal’s round.

Inside, the Verano’s dash does a good job of reminding occupants that this is no ordinary compact. It’s not full-on luxury, to be sure, but it is an eye-pleasing blend of colors, textures and shapes. The crash pad, for example, is finished in a color to match the Verano Premium’s interior, while the dash upper and lower are finished in black plastic and vinyl. There’s the obligatory faux wood, too, but thankfully this is kept to a minimum and offset by the metallic trim used to highlight the center stack. Our only criticism here is the same criticism we have for most high-end GM vehicles: the center stack is an overly complex blend of multi-function buttons that’s far from user-friendly. Sure, any buyer will get used to this in time, but it’s not nearly as intuitive as the controller-type input systems used by Infiniti, Audi, BMW and others.

Though we’re less than fond of the peppermint-candy-blue used by Buick to light its instruments and controls, we otherwise liked the Verano’s dials. Both tachometer and speedometer use markings that you’d expect to see on a precision gauge or fine watch, and like the dash itself they do a good job of conveying an upscale message. We like the chrome trim on the instrumentation, too, along with the large and comprehensive driver information display.

Front seats, however, fall short of expectations. Buick calls them “sport seats,” but they don’t come close to meeting our standards for lateral support. You sit “in” sport seats, but you sit “on” the front chairs in the Verano, which aren’t even that comfortable for long-distance driving. Seat cushion and seat back are far too soft to be comfortable, and even the driver’s seat lacks lumbar support. Buick claims the seats use “leather appointed trim,” but the upholstery feels suspiciously like vinyl to us. While we can come up with plenty of reasons to buy the Verano Premium, its front seats are not among them.

Rear seats are equally soft and plagued by a short seat cushion, but they’re comfortable enough for the daily carpool commute. There’s about as much legroom as you can expect from a compact sedan, and headroom is ample for those six-feet tall and under. Like the front seats, the rears are “leather appointed,” but feel the same as the front seats to us. Especially at this price point, we’d much rather have a premium cloth seat option.

Power comes from a turbocharged 2.0-liter four-cylinder engine, rated at 250 horsepower and 260 pound feet of torque. Buick offers the Verano Premium with the buyer’s choice of a six-speed automatic or six-speed manual transmission, though we can’t imagine the row-it-yourself option will see many takers. It’s surprisingly quick, reeling off a 0-60 mph time of just 6.6 seconds, but its suspension isn’t up to carrying much speed into corners. Fuel economy isn’t bad as long as you accelerate with care and upshift often; the EPA says to expect 24 mpg combined (20 mpg city, 31 mpg highway) from the manual Verano Premium and 24 mpg combined (21 mpg city, 30 mpg highway). We saw an indicated 23.5 mpg in mostly-city driving.

Ride quality is best summed up as “plush,” and in this regard the Verano has more in common with Buick’s LaCrosse than it does with the sportier Regal. Accelerate hard, and there’s noticeable lift from the front end; brake hard, and there’s plenty of dive. The Verano’s steering is nicely weighted, but there’s little feel and too much play off-center. Turn-in is leisurely, and there’s plenty of body roll in corners when the Verano is pushed harder than it wants to go, but that’s the trade-off for a cushy ride. Brakes have decent pedal feel, and we’re sure they’re capable of delivering acceptable stopping distances.
If you test drive it thinking “compact luxury sedan,” you won’t be disappointed; if you’re expecting anything resembling a sport sedan, chances are the Verano Turbo won’t live up to your expectations.

The Buick Verano Premium doesn’t have many in-class competitors, and that alone will help Buick generate sales. If you really want a Regal Turbo or Regal GS and simply can’t swing the payments, the Verano Premium gives you a reasonable alternative. A few suspension upgrades will likely dial in the handling, though we’re not sure much can be done to improve the steering. Still, the car is quick enough, and with a drop in ride height, stiffer springs and firmer dampers, we suspect it would be more than moderately entertaining to drive.

Buick supplied the Verano Premium for our review. Base price on the Premium trim level was $29,990, including a destination charge of $885, and options on our car included the $900 Power Sunroof and the $795 Audio System With Navigation for a total sticker price of $31,685.

For comparison, an Acura ILX 2.4 Premium (which has the larger engine and manual gearbox, but isn’t available with navigation) would sticker for $30,095, while an Acura ILX 2.0 Tech Package (which has the less powerful engine mated to a five-speed automatic transmission, but includes navigation) would list for $32,295. Audi’s upcoming A3 Sedan, as well as the soon-to-be-released Mercedes-Benz CLA, will also compete against the Buick Verano, but neither model has been priced yet.

When the guys from TUNED were asked to fly down to Houston, TX and join John Hennessey as he made a record setting run to 186 mph in just 13.36 seconds, they really couldn’t say no. I mean hell, even the guys guy from Guinness World Records was on hand. Click through and check out the video.

Source: Youtube.com/DRIVE

I’m not really sure if anyone needs a high-performance off-road buggy for the street, but just in case, the Local Motors Rally Fighter is available for purchase for the measly sum of $99,000.00. Jay Leno recently met up with Rally Fighter creator Jay Rogers to discuss exactly what goes into making these amazing machines so outstanding.

Source: JayLenosGarage.com