Back in 2005 Ford released what was arguably one of the best looking super cars of all time. It was the Ford GT and it paid homage to the exotic Ford GT40 race cars that decimated Ferrari in the 1960′s. Powered by what was basically a supercharged Ford F-150 pickup engine, the Ford GT pumped out 550 hp and had a top speed of 205 mph. Sadly Ford only produced the iconic GT for two years (2005-2006) and because of this demand for pristine used ones is still quite high. Automobile Magazine’s Eric Tingwall however is now reporting that there may now be a successor on the way, according to a question he asked during a Q&A session with Derrick Kuzak, Ford’s head of global product development. The question was simple: “Is Ford interested in a successor to the GT?” – with that and careful wording Mr. Kuzak stated, “Well I think there are certain things that we don’t want to talk about in terms of four-year product plans, if that’s okay,” – yep, that’s just fine by us.

*Photo: Netcarshow.com

The beauty of that response was that Derrick Kuzak didn’t just say “NO” to a very pointed question. So will we be seeing a new version of Ford’s stellar super car? Right now there is no confirmation, but there is also no denial either… all we know is we want one.

Matt Farrah, host of “The Smoking Tire”, has a good life. Not only is he hooked up enough to drive all the cool cars as they come out, his readers actually offer to loan him cars to drive. Like this Ford GT, for example, which Matt is driving courtesy of a Smoking Tire regular. Or the Frankenferrari, which started life as a 1968 365 GTB but was rebodied to look like a 1962 250 GTO. Or hell, the BRG Lotus Elise he’s tooling around at the opening of the video.

Sure, we get cars from manufacturers, too (though not nearly enough and not what we ask for), but I don’t know any readers who’d let us tool around in their one-of-a-kind or high dollar classic. Prove me wrong; hit me back if you have something fast from Germany, Italy or Japan and want to see me write it up on RideLust.

Automobile manufactures have been advertising for years on television, in magazines and on the internet. They do anything and everything they can to bring us in a little closer so that in the end, we may feel some kind of connection with their product. The utilize music, high production values, top directors and even enlist the help of psychologists so that they may better tap into the human psyche. For them a car commercial isn’t just about selling you a car, but selling you a lifestyle, a thought process and more importantly confidence and self-esteem. For the most part we are used to seeing commercials for normal everyday automobiles like a Honda Accord, Nissan Maxima or a Ford Taurus, but what about the big guns of the automotive world, what about the super cars? Believe it or not automobile manufactures have spent millions on getting you to believe in their heritage and what they’ve done for the automotive society as a whole. I know it sounds hokey, but believe me when I tell you it’s the truth. Take a look at the following commercials and I think you’ll see what I mean.

• Honda Impossible Dreams

• Lamborghini LP560-4

• Ford GT – The One

• BMW – We Make Joy

• Porsche Commercial – 911 Carrera (Don’t Forget)

• Ferrari Shell Commercial

• Audi – Maranello

• Bugatti Veyron 16.4 – Emotions

• Pagani Zonda R – Track Focused

• Mercedes Benz SLS – The Tunnel

Sometimes a weekend comes together in a fashion that just makes you smile. Here in New York I have a select group of buddies that I’ve been driving with for years. We have a set routine of waking up at the crack of dawn, meeting up at a rendezvous point, going for a nice spirited drive through the hills of upstate NY and CT and then hitting someplace that serves heart exploding meals for breakfast. As I hadn’t seen my friends in awhile I thought it may be a good idea to get together. The emails went out and we ended up setting a meeting place for 7am Saturday morning. There were only seven cars but together we made up a nice eclectic group of road going hardware.

Our fleet consisted of a wicked Audi R8, a Maserati Gran Turismo, a 1969 Dodge Daytona, 1975 Hurst Oldsmobile, a stunning blue Ford GT and two mid-60′s Cobra replicas. Not too shabby right? With such a great selection of automobiles questions from bystanders would ensue whenever we stopped. On one hand you had the German Audi R8, a technological masterpiece of power, performance and build quality. It’s a super car in every sense of the word and probably the only one that you could truly drive everyday, year round. From the Italian side of the spectrum, we had the Maserati Gran Turismo. This is a car that optimizes what a true GT car should be. The long low-slung hood line, the amazing exhaust note and an interior that lavishes you in pure comfort makes you want to take this out and just keep driving… like to Canada.

Now we come to the good old United States of America. I had out our 1969 Dodge Daytona, this is a car that was built by Dodge to race in NASCAR. There was however one inherent problem with the Daytona’s on the big banked ovals… they were simply too fast and thus were outlawed after only one year of racing. Our car has been updated with nice big brakes, stout big block stroker engine and some nice touches like A/C and cruise control. The two foot nose cone and 4-foot rear wing don’t hurt either.

I have to say that of all the cars here (except my Daytona) the Ford GT is my favorite. It has an engine out of an F150 pick-up truck, styling that was developed back in the 1960′s and performance numbers that solidify it as a pure super car. I love this thing and if I had the means, I would buy one… immediately.

Here is something that is a bit of a stand alone. You see in 1975 America as a whole didn’t really produce anything that could be considered fast, however the car you see here simply blows that theory out of the water. This is a 1975 Oldsmobile Cutlass Hurst (notice anything special here) with a tweaked 455 big block. It makes 550 hp, has fully updated suspension and brakes and when the go pedal is pushed to the floor the exhaust note will blow the tiles off your bathroom wall. Obviously it’s not stock, but in the end, who cares?

Now for the twins, a pair of Shelby Cobra replica’s that simply look amazing. They weigh just north of 2000 lbs., are lightening quick and both contain 5-speeds for nice everyday cruising. The Cobra’s, like the Ford GT and Daytona are icon’s of American speed. They were originally built for the sole purpose of going fast and winning races and now today, with replica’s like these, their legacy lives on.

Photo’s By Andre Betz and yours truly.

So let’s say you’ve hit the MegaMillion lottery and just walked away with $20 million after taxes. Chances are good that the cash will need to last you the rest of your life, so living like a rock star won’t be a long term option. You’ve probably got family as well, so there will be mortgages to pay off, college tuition to fund and other expenses you didn’t see coming. Maybe you’re married, and your spouse had ideas about how to best spend and invest the cash. If you’re smart, you won’t blow more than 10% of your earnings on toys with wheels, wings or propellers.

Here’s the deal: you’ve got $2,000,000 to spend on up to 10 vehicles. What would you buy and why would you buy it? Would you shoot the wad on one or two vehicles, or would you fill the new-from-the-ground-up garage with all ten? If you go for a Bugatti Veyron, what would you drive in bad weather? What would you use for a grocery getter?

Anyway, here’s my list, which combines practicality and hoonability on two and four wheels:

EarthRoamer XV-LT

Photo: Earthroamer

By the time I check “yes” next to all the option boxes, an EarthRoamer XV-LT will set me back $280,000 or so. It’ll be my first purchase, because after hitting the lottery I’m going to want to lay low for a while. Where? I don’t know and it doesn’t matter: as long as it’s in North America, Central America or South America, and EarthRoamer XV-LT will get me there and allow me to live in relative comfort. This is important, since I’ll need to find a place to build a big ass garage with a mountain view.

Confederate P131 Hellcat Combat

Photo: Confederate Motorcycles

I was never a fan of the whole custom chopper craze, as most limited production bikes were more art than function. Masochistic tendencies aside, you’re not going to ride something like that once the thrill of the new wears off, which is why I always panned bikes like this. Make no mistake: the Confederate Hellcat isn’t much better. It’s loud, it roasts your legs in stop and go traffic and it makes very few concessions to comfort or ridability. It’s in-your-face industrial design and thundering v-twin motor will scare small children and most definitely piss off your neighbors. I can think of very few gatherings where a Hellcat would be socially acceptable, which is part of the attraction. I can’t rationalize it, which is the precise reason I’d buy one.

Porsche 911 GT3

Cost: $160,000
Remaining: $1,490,000

As a kid, I always wanted a Porsches 911. As an adult, I’ve driven enough of them to appreciate the handling, but I’ve never been willing to sacrifice enough to own one. Even the bullet-proof reliability and mechanical simplicity of the 911SC isn’t enough to sway me. I’d still worry what parts will cost when something finally does break. With money in the bank, the cost of parts and service would no longer be an issue. In for a penny, in for a pound, so make mine a 911 GT3 with the carbon ceramic brakes and the lithium ion battery. Since I’d end up in the mountains, the 911 GT3 would be a great canyon strafing and track day car.

BMW M5

Cost: $87,500
Remaining: $1,402,500

Because I’ll need a grocery getter and a car to pick people up at the airport with, I’d opt for a BMW M5. It’s fast, it’s comfortable and it’s one of the best Q-Ships ever made; in other words, it doesn’t look fast. To the unaware, it’s just a plain BMW sedan. Hell, I’d even consider debadging it, just to make it 10% more stealthy.

Ford RS200 Evolution

Cost: $150,000
Remaining: $1,252,500

I’ve had it bad for RS 200s ever since I saw one in action in Colorado. One of the last Group B rally cars, RS 200s were blindingly fast and notoriously ill-handling at the limit. With something like 450 horsepower in a 2,300 pound package, the RS 200 has been clocked at just over 3 seconds from zero to sixty. The downside? They were geared for quick acceleration and not top speed, so they’ll run out of steam at about 120 miles per hour. Still, for back-road hoonage, the RS200 has very few equals.

Ford GT

Cost: $162,000
Remaining: $1,090,500

The original Ford GT40 was, in my opinion, one of the most beautiful automobile designs of all time. Built as a race car only, GT40s made no concessions to comfort and very few concessions to driver safety. An original GT40 would be a great addition to a car collection, but it wouldn’t see much use; instead, make mine the contemporary recreation issued by Ford in 2005. Yes, I know they have problems. Yes, I know there are no spare parts available for the suspension components. Yes, I know there are far better performance values to be had, but I simply don’t care. The Ford GT speaks to me in exactly the same way that the original GT40 did. You can’t explain lust; sometimes, you just have to go along with it.

1969 Ford Mach 1 Mustang

Cost: $75,000
Remaining: $1,015,500

With the 428 CobraJet motor, of course, because in 1969 there was no replacement for displacement. Make it white with red striping and a black interior, please, with as few miles as possible. I’d want to verify that it was a numbers matching car and that any restoration work was done properly, since the car would actually represent an investment. Would I still drive it? Hell yes.

1969 Camaro RS/SS

Cost: $75,000
Remaining: $940,500

Because I don’t want to be stereotyped as a “Ford guy”, I’d have to throw in at least one item with a bow tie on the grille. I’d go for a 396 equipped Camaro, with both the RS and SS packages, and a four speed manual transmission. Like the Mustang, this would be an investment that doubled as a driver in good weather.

TLC Icon FJ40

Cost: $170,000
Remaining: $770,500

Living in the mountains, you can count on a fair amount of snow and the unpredictability of road maintenance; I’d want a vehicle that could get me into or out of town in any weather, and TLC’s Icon fits that description better than any other vehicle I can think of.
I’d probably be the most difficult customer that TLC ever dealt with, because I’d want to be involved in every step of the design and build. I’d want a removable hard top, so I’m sure that’d add to the price, and I’d probably opt for the gasoline powered 5.7 liter V8, just for cold weather reliability. Aside from that, make mine a “New School” version and just check every single option box.

KTM 990 SM-T

Cost $14,000
Remaining: $756,500

Years ago, bikes like Honda’s CB750 or Suzuki’s GS750 were considered “universal Japanese motorcycles”. Put soft bags and a windshield on them, and they were good enough for touring. Put on different shocks, change the fork springs, add slicks and they were good enough for amateur roadracing. Put a luggage rack on the back, and they’d carry enough groceries to get you through the week.

Bikes today have gotten far too specialized, even within their respective niches. I no longer need a bike that’s half a second faster around a racetrack than last year’s model, nor do I need one that would allow me to run 1,000 miles between fueling stops. I want a jack-of-all trades motorcycle, one I can use to ride canyon roads, highways and the occasional fire road with equal confidence. I’m not going to do 600 miles in a day, so long distance comfort isn’t a factor. I’ll take practicality over farkles, thank you very much.

For me, no bike currently in production (not even the hallowed BMW R1200 GS) does everything I’d want it to better than the KTM 990 SM-T. Make mine black, please.

So there you have it. The $756,500 left over would go directly into building a garage, no expenses spared. I’d make sure it has room for more than 10 cars and two bikes, because if my past history is any indicator of future trends, the collection wouldn’t stay at 10 vehicles for very long.

Citroen C4 – TRANSFORM!!

Ok fine, it’s a bit hokey, but I grew up in the 1980′s and I dig these guys. Plus how often do you get to see a car really let loose and boogie down?

Mercedes Benz C63 AMG

Its’ got loads and loads of tire smoke… nuff said.

Steve McQueen and the 2005 Ford Mustang

Here we see the King of Automotive Cool – Steve McQueen, ripping up the same corn field that Ray Liotta played ball on.

Ford GT – The One

I remember seeing this during the Super Bowl a few years back and thinking that this was one BAD ASS mofo…

1990 Nissan 300 ZX

In YO’ FACE KEN!!!

VW – TIME TO UNPIMP ZA’ AUTO!

These are probably some of the most brilliant ads I’ve seen in a while. Very well done VW…

Ford Sport KA – Evil little bastard…

God… wouldn’t it be a wonderful thing if this could really happen.

Ferrari Shell Commercial

This is without a doubt one of the BEST commercials ever made and it’s not even a car commercial. The editing on this is just spectacular.

Aiwa Car Stereo

So it’s not a car commercial, so what. Its got cars in it and it’s freakin’ hilarious, therefore it qualifies.

Honda

This ad is neither funny, nor exciting, but man if doesn’t keep your interest…

It has been a few years now since the Ford GT arrived, lived its short life in production and then passed through the gates into supercar Valhalla. But as awesome as the GT was, it may not have even been the best performance model Ford had in its arsenal. The car that helped reinvigorated the automaker’s performance future, and paralleled the GT’s production, was actually one that was never built: the Ford Shelby GR-1.

The $2.2 million dollar GR-1 concept that thrilled auto show audiences was preceded in conception by the Ford Shelby Cobra concept, an equally important concept that helped realize the supercar architecture dreams needed to get the GT into production. Although short-lived, the three-headed monster of the Cobra, GT and GR-1 was meant to reestablish Ford again as a serious supercar contender and pay homage to Ford’s greatest collaborator: Carroll Shelby and his Daytona Coupe.

Shelby Daytona Coupe

Although using the same platform as the GT, the Ford Shelby GR-1 is a front-engined, two-seat, fastback vehicle. The front-positioned engine configuration is exaggerated by the concept’s long hood in proportion to the rest of the vehicle and the teardrop-shaped cabin that pours itself into the fenders which seem to barely be able to contain the car’s aggressive stance and wheels. These wheel arches and compact overhangs define the chiseled appearance of the car’s athletic build.

In front, the GR-1′s design is dominated by an air intake and air flow splitter that directs cooling air into the engine bay and wheel wells, while air vents on the top of the hood exhaust hot air from the radiator. Trapezoidal HISS (high intensity solid state) and LED headlamps bear a strong familial resemblance to the Ford GT and also echo the original Shelby Daytona coupe that inspired the GR-1.

Although it is easy to get sidetracked by the concept’s drop-dead good looks, the bulging hood foreshadows the V10 engine that is seemingly barely contained within the bay. It should be noted, that the GR-1 was not some rolling, soulless shell, but an operational concept that was successfully test-driven at high speeds at Ford’s Dearborn Proving Ground and given a full engineering feasibility study. Ford reported that the 6.4-liter all-aluminum V10 produced 605 horsepower and 501 lb-feet of torque via a 6-speed manual transmission. Purportedly 0-to-60 mph were in the 3.9 seconds range. The Kamm tail in the rear and butterfly-hinged doors finish off what is arguably the prettiest Ford never to be built.

Inside, a fully-equipped interior features several references in the center stack shape, steering-wheel design and vent openings to Shelby and the original Cobra.

But while the car could be built as-is, in order to see the light of day on the dealership floor Ford would need to make a few alterations from the original design. First would most likely involve replacing the V10 with a powerful, but smaller V8 engine. This would happily allow the power-plant to be positioned further back and allow better weight distribution. The wheelbase would also be stretched to handle a full-size gas tank and the windshield’s rake decreased slightly to meet safety regulations to better protect occupant’s heads. But those are relatively minor concessions. And since the development and engineering costs have already been spent on the GT and previous Cobra concepts, this would actually be an economical way of Ford returning to supercar production after the GT’s death in 2007. As an indication of price, the Cobra roadster was estimated to cost just over $100-grand if put into production.

Now may not be the time for Ford to get involved in a low-production, high-cost car. But keep your fingers crossed that when the right time comes, they remember where they put the GR-1′s blueprints.

So what do we mean by “coolest” trim badges? Well, we figure there are two criteria for a badge being cool – either it looks really cool aesthetically, or it sends a message to the unwitting fool behind you that you’re capable of smoking him off the line quicker than Cheech and Chong can get through an ounce of Thai Stick. Click through to see what we consider the 10 worthiest badges of all time to be. And if you manage to stick all of these badges together on some poor car (only if you have permission!), send us a picture and I’ll make my boss send you a prize.

AMG – Mercedes

AMG used to hide their branding on cars, embracing an understated, sleeper mentality. The earliest full AMG model (rather than just AMG optional parts) was the AMG Hammer, based on the W124 (E-Series), which start of a venerable tradition of cramming huge, completely inappropriate motors into surprisingly small Mercedes models. However, the inconspicuous AMG model is no more. Nowadays, go to any San Fernando Valley shopping mall, stand in the middle of the parking lot, and swing your faux Versace handbag in an arc, and you’re guaranteed to hit several AMG-branded Merc SUVs. That atrocity aside, AMG badges still usually mean the thing is going to hustle, and we’re going to say that anything with an “AMG 6.3″ badge on it is decidedly “cool,” no matter how many of its drivers are soulless conspicuous consumption automatons.

M – BMW

In a lot of ways, the M badge has remained more exclusive than the “village bicycle” AMG badging – BMW doesn’t have an M version of every single freakin’ car (ie, 1-Series, 7-Series). We’re not happy about the X6 gaining an M badge, but hey, it’s got a twin-turbo V8 in it, so we won’t complain too much. What’s important is that the M badge signifies that the engine has been handbuilt by the M-Teknik division, and essentially blueprinted, in addition to the more obvious modifications that set M-cars apart from their more pedestrian base models. From the M1 to the latest V10 M5, this badge means business.

GT-R – Nissan

Ah, this list wouldn’t be complete without Nissan’s highest trim level, reserved for the lairiest trim of the venerable Skyline range. It stands for, perhaps unsurprisingly, Gran Turismo Racer (or Racing). And indeed, from the R32 on, GT-Rs were indeed very capable as tourers and racers. The GT-R was always the top of the line, debuting on the hakosuka of 1969, retiring in 1973, and revived in 1989 on the R32. Of course, now its evolved into its own model, dropping the Skyline moniker, but that doesn’t diminish our reverence for the badge.

Si – Honda

We can hear you squealing, “not the Type-R?” Well, no, and for a good reason – the Si graced the hindquarters of many more Hondas that the Type-R, allowing generations of adrenaline-seeking teenage pizza delivery drivers to explore the limits of both their vehicles and common sense, all whilst delivering that trademark Honda rev-happiness. The CRX Si perhaps exemplifies the Si badge in the US, and the fact that it’s nearly impossible to find an unmolested one is testament to its draw for thrill-seeking but budget-minded hoons of all creeds.

Super Sport – Chevrolet

OK, we know that in the last couple of years, GM was slapping SS badges on nearly everything. It’s surprising that we never saw Rick Wagoner with an “SS” badge slapped onto his forehead, come to think of it. We’re thinking of the SS badge in terms of what it meant during the heyday of Camaros and Malibus – more power. (Of course, it’s worth noting that in some cases, like on early Novas, it was merely an appearance package.) SS meant different things in different years, but usually it meant a tuned 350 or a 427. If you’ve been around more than 4 months, you’ll know that a 427 can turn most tires into pools of steaming liquid fairly rapidly. Later on, the SS badge could mean a Corvette motor in a Camaro, or a burly 454 in the Silverado SS 454. Mmmm.

SVT – Ford

Another in-house tuning operation, SVT means Special Vehicles Team – a crack set of engineers who liked to make things go fast. SVT developed from SVO, which doesn’t mean they crawled out of some hippie’s diesel Mercedes tank … Special Vehicle Operations, son. They made the Mustang SVO with the turbo Pinto engine … you rememb…? Aww, nevermind. You’re too young. They switched over to SVT in the early ’90s, and made several different high-performance vehicles: the F150 Lightning, Contour SVT, Focus SVT, and the awesome Ford GT supercar. Along the way they tuned a whole series of Mustangs known as SVT Cobras. The latest creation harkens back to the Lightnings of old (dead since 2004), the Ford Raptor SVT, which looks pretty badass. No question SVT is on this list, and we’re not just placating blue oval fans. They’re the real deal.

Cosworth – Ford Europe

Our chums across the Atlantic probably know all about this one, as they’ve been hankering after Cossies since the shop opened its doors in ’58 and began collaborating with Ford of Britain and Lotus on a whole series of up-spec’ed little demons. They tuned the engine in the famous Ford-Lotus Cortina, developed the race-dominating Ford-Cosworth DFV V8 Formula One engine, and tuned a variety of other later Fords like the Sierra RS Cosworth pictured here. They didn’t work exclusively for Ford – their American-market attempts were a mixed bag though: the Chevy Vega Cosworth was a flop. However, the Mercedes-Benz 190E 2.3-16V was a screamer and was only slightly less raw than the E30 M3 of the time. Since Cossie has been synonymous with fast for so many years in Europe, they’re going on the list. (For you ‘Mericans, many Cossies sold in Europe are left-hand-drive and now available to import into the US.)

Turbo R – Bentley

A Bentley is on the list? Stow that incredulity, buddy. The Bentley Turbo R was no joke. To begin with, Bentleys are hugely expensive and quite understated, so it speaks volumes that they slapped a “Turbo R” badge on the back of any of their offerings. “Turbo R” sounds more like something that would grace the trunklid of a Suzuki Kei-car … but there’s a reason. A development of the Mulsanne Turbo, this baby packed a 6.75 liter V8 that was then turbocharged to make an unbelievable (for the time) 296 HP and 486 ft-lbs or torque. That was more than enough to motivate the big Bentley to 60 MPH in the seven-second range, which is impressive since the car weighed about as much as a supertanker full of oil. Any 5200 lbs car that can do that is OK in our book.

Hurst/Olds – Oldsmobile

Oldsmobile hasn’t been associated with fast since Richard Nixon was in the White House, but the Hurst/Olds has passed in and out of favor enough over the last couple decades that the gaudy gold-splashed cars have gone from lame to kitchy-cool. Conceived in 1968 as a way to get around GM’s infamous restrictions limiting engine size in smaller cars (the Yenko cars were another), the Hurst/Olds was in intermediate size car packing an optional W-45/6 455 CID engine making 390 HP and channeling it through a Hurst Dual-Gate-equipped Turbo Hydromatic 400. Of course, you need to have a bouquet of chest hair poking out of a polyester shirt to really roll in a Hurst/Olds, but a thrift store run is a small price to pay for the excesses inherent in a Hurst/Olds.

RS – Audi

Ah, the Audi RennSport models. In some ways, the “S” models are what are supposed to compete with BMW’s M-cars, but the RS-series complicates things because they’re so outlandishly tuned that BMW is forced to chase the RS cars’ performance to avoid losing the power race. Created by Audi’s version of a Skunkworks team, the quattro GmbH engineers only slap RS badging on limited-edition, ultra-high-performance Audis. The original RS car was the RS2 Avant, a wagon version of the car we knew as the Audi 80, making an astonishing 311 HP out of a highly modified Audi turbo five-cylinder. The current bad boy in the RS lineup is the RS6, which contains a twin-turbocharged 90 degree V10 developed from a Lamborghini design. It makes 571 HP and keeps BMW executives up late with cold sweats. So yes, just about anything with an RS badge on it is going to be a hot, nasty dose of addictive petroleum-based excitement. We highly approve.

Your favorite badge not on the list? Drop us a line and if we get enough interest we’ll work on a second post! Unlike politicians, we have no shame in espousing vigorous populism!

It’s very hard to find original car designs anymore, especially attractive ones. Like women, there are just certain features in cars that are timelessly beautiful, even after accounting for individual tastes. So after a while, it’s not surprising that exotic cars begin to look pretty similar. But when we look at Krasnov Igor’s Marussia concept, we find an unusually high number of familiar design cues. There are so many, in fact, that it can be sort of a game trying to name them all.

For instance, the front end has the overall smoothness and the headlights of an F430. But the gaping front intakes evoke the Murcielago. In the rear, this mid-engine car has a Ford GT sort of rear end, except the taillights have been super-sized into jet thrusters a la Batmobile. The forward leaning cockpit does have a Zonda feel to it. Overall, though, the flat polygonal surfaces inspire more Reventon than anything else.

Check out the gallery and tell us if we missed anything.

In this installment of “Like Father, Like Son,” we’re taking a look at a prestigious American racing family, whose exploits brought fame and glory to Ford and vexed Enzo Ferrari to no end … the Ford GT40 and its spiritual successor, the Ford GT. Will the GT make its father proud? Make the jump to find out.

Like Father: Ford/Lola GT40

An absolute legend, the GT40 was born of one of the greatest rivalries in racing history. In case you haven’t heard this trans-Atlantic yarn before, listen close. Henry Ford II had a thing about the 24 Hours of LeMans race: he wanted to win it. In the early 1960s, Carroll Shelby had the blessing of Ford to shoehorn Ford V8s into a tiny British roadster known as the AC Ace, creating the infamous Cobra. Despite being a monster in 427 format, the open version of the car had trouble at high speeds. After an attempt to rectify the situation with a sleek coupe body penned by Peter Brock and known as the Daytona, and even getting a class win over the GT Ferraris at the 1964 LeMans race in a special version of the car, Ford grew impatient. In 1963, after hearing that Ferrari might be open to offers, Ford began talks.

Enzo Ferrari, and his trademark sunglasses.

Henry Ford II, not incensed at the moment.

The Mk. III version was softer and built for the road, but the original Mk. I and the mean, heavily refined Mk. IV versions are unforgettable. The GT40 is an icon – possibly the best sportscar of all time. How will its progeny hold up?

Like Son: Ford GT

Sorry kid, your dad is a tough act to follow. He humiliated Ferrari single-handedly and forever embodied Ford’s racing heritage. An American bruiser on an unforgiving world stage, he showed those effeminate Europeans how to play for keeps. And you want to follow in those footsteps? In some ways, the Ford GT, no matter how unimaginably awe-inspiring, was destined to be an interesting footnote in the history of Ford. That footnote might read:

“* – In 2003, Ford reimagined the classic GT40 and produced the GT until 2006. Awesome performance and presence aside, it was not born out of racing and had questionable reliability.”

Image: Times UK

Reliability? Well what fun is a car if you can’t actually drive it? Jeremy Clarkson, famously and quite publicly, related his experiences with his beloved Ford GT’s schizophrenic alarm system in his Times UK column. It’s one of this author’s favorite pieces of automotive journalism, but humor aside, it was so nerve-rackingly problematic that Clarkson made Ford buy it back. You read that right. Despite being one of the highest-profile car celebs in the world, Ford flubbed the repairs enough that he demanded they refund his money. Ouch.

So of course, with a supercharged modular V8 of 5.4 liters amidships, and with a 0-60 time of 3.7 seconds, the car performed like it looked. At least when it ran. If you want to find out what it drove like, read one of the thousands of reviews. Journalists love a car because they don’t have to live with it after the test. But honestly, while one could live with a temperamental car that was old, those vices don’t play well in a new car, especially one designed to be the best sportscar Ford ever offered for the street.

Like any child of a high-profile celebrity, the Ford GT was going to have some problems, but there’s no Betty Ford Center for the GT to clean up its act.

The Family Portrait

Written out of the will! Looking the part, with slinky supercar bodywork, and being faster than stink, the Ford GT just doesn’t cut it when the pantheon of supercars keeps getting larger. Hell, there are Mustangs sold today with similar horsepower (and, in fact, the same engine). This is a controversial one, but the GT simply can’t live up to the GT40’s iconic status.