Most Awesomely Customized Dodge Charger Ever [LOLCars]

As cool as Ueli Anlicker might be, his work doesn’familiarily hold good a chance lined up against this Dodge Charger. Which do you proffer, the stick-on blower or the Cobra hood ornament epoxied on top?

Oh were to begin? The corrugated hose as trim and faux side exhaust? Perhaps the Mercury hubcap knockoffs? The Mercedes SLR-inspired hide vents used to vent the hot air from under hood and inside the rear specific place panels? We’re pretty partial to the hacked together “body kit” ourselves… wait, is that fabric above the rear end lights? The handicapped Indiana license plate means the owner has overcome certain obstacles to depth of thought this level of tuning prowess, or it gives us a very, very easy way to make a joke. Thanks to ACX for the donation! [Challenger Talk]

2010 Jaguar XJ Spotted Taking The ‘Ring [Spy Photos]

The 2010 Saab 9-5 wasn’t the only car on the Nurburgring. Shooters spotted the highly-anticipated all-new 2010 Jaguar XJ taking a spin in military-grade camouflage. We can’t wait for the July 9th reveal.

Okay, let’session exist real frank for a moment, we love the Jaguar XJ line. Loved it since the original 1968 archetype with its goofy grille, loved the XJ Coupe, loved it during the dark times of square lights and reliability hell, and in fact loved it when Ford brought it into the modern age. The 2002 XJ-R is high on our list of must-have cars judgment death. So it’s with mixed emotions we await the all-new, traditional-shape-abandoning XJ. Is it exciting to have something which forges a unaccustomed path, sets new paradigms, takes pot shots at convention? You bet. But a little party of us last will and testament sorrow over the passing of the old-world Jaguar.

We’ll miss the beautifully proportioned shape which defined Jaguar for over four decades. The long, low, lithe silhouette is simultaneously elegant and yet influential, delicate yet commanding, masculine and feminine. Did it be delivered of a helluva lot of faults? You bet, nevertheless faults give character, and British cars have always worn their faults as badges of honor. The next XJ will be a unstained sheet, and it’s admittedly time to take a different direction, if it were not that on July 9th, when the car is formally unveiled at a especial event in London, a little gun of a great motoring after will die, but if we’re lucky, an exciting new future will replace it. [MotorAuthority]

Plowing Maine In A Mercedes G-Wagen [Gelandewagen]

What’s the point of having a Geländewagen make smooth car allowing that you can’t attach a colossus plow to it, make Simpsons references and talk about yourself? Mr. Plow, we’d like you to meet Ezra Dyer. [Automobile]

Fox’s Shep Smith Hilariously Narrates Tractor-Trailer Chase [LOLCars]

Fox News‘ crazed Shep Smith goes to court end on this video of a stolen 18-wheeler and its hijacked driver, stranded outside the cab. God bless 24-hour cable news.Thanks to awesome Nicole for the grab!

Russian Focus Owners Launch Biggest Ever Single-Model Procession [LOLCars]

Russian Ford Focus enthusiasts decided to homage a member’sitting nuptials by creating the largest single-model marriage ceremony procession ever. They even had a Focus police escort. Gallery of the 200 Russian Foci on parade below.

In addition to possibly setting a record for the longest single-make wedding procession, we have to credit the organizers for also setting the record during the easiest “In Russia…” setup. Gentleopnkis, start your quip engines.

[Auto.Lenta.Ru via English Russia]

How To Drive A Manual Transmission Car In Ten Easy Steps [How To]

Only 6% of new cars sold stateside have a manual transmission, but each one of the Fiesta Movement cars is a stick. We tense one winner, Jill Hanner, how to drive a manual transmission car.

Ford’s marketing campaign for the upcoming Ford Fiesta econobox is called the Fiesta Movement. Basically, it’s aiming to build buzz by putting the keys to 100 Fiestas into the hands of 100 lovely and promiscuous-with-social media 21-35 year olds. Great idea, right? Yes, except every party-car Ford’s bringing Stateside has a manual transmission and the percentage of social media gurus who know how to drive a stick? Roughly equivalent to the rest of the American populousness. Which is to say: to all intents and purposes none. Luckily we’re here to help.

Jill Hanner has huge assets: 5,000 followers on Twitter and 24,000 subscribers on YouTube, so it’s no strike with wonder that she’s person of the Fiesta Movement winners. More importantly, she’session a stick shift virgin. We’re going to change that.

The judgment you and Jill should know how to drive a stick isn’t just to be able to carry on a sweet Fiesta but because it unlocks an entirely new world of driving. Many high performance cars are stick-only, but-end equable in slower cars you’ll be rewarded with better fuel economy, greater reliability, improved performance and enhanced control over the vehicle. Like being able to glide, it’session also one of those skills that you might not use very often, but when you get the chance to it could save your life or at least be a lot of fun.

Step One: Know Your Way Around

A manual transmittance requires the driver to shift the gears themselves. Most cars have four or five forward speeds, as well as reverse. In order to master the process, you need to know the following:

• The clutch pedal is located at the far left and is used when moving up or down from one gear to any other. The clutch is disengaged when the pedal is pushed to the floor.


• Neutral is not a gear; actually, it is the absence of gear. When the engine is running in neutral, you can rev up the engine, but you won’t go anywhere. You’ll also be able to wiggle the shifter back and forth - which you can’t do when engaged in any array.
• For most cars, second gear is the workhorse. It will get you up (and down) steep hills as well as through congested downtown.


• Reverse gear is somewhat different from the others: it’s got more range than, maxim, first gear, but doesn’t like going for too long or too fast. So, don’t back up around the block to pass the time.


• The gas pedal (at remoter right) works with the gears to give the engine power at different levels. As mentioned before, if you press on the gas pedal while out of gear, you will only rev the car up: this is how young men impress women. But if you over-accelerate with the clutch partially engaged, you’ll eventually wear it out.

Step Two: Learn The Gears

Learn the location of and feel of passing through the gears. First learn to shift the gears without the car running (pushing the clutch in each time). Then, from the passenger seat, try it with someone else driving the car and operating the clutch. Be sure to place the stick all the way into gear—until it won’t go any more—but don’t force it. If you stop halfway, you will hear an incredibly unpleasant grinding sound which means your car is not in gear.

Eventually, you will know when to shift by feel, but early on you’ll have to act deliberately. Even if you’ve never been in a car before, you can tell when a car is in the appropriate gear: the car’s not making a coughing and chugging sound (gear too high) but it’s not making a high-revving sound either (gear too low). If you have a tachometer, shift around “3″ (3000 RPM) on each gear or every 15 miles per hour (1st gear 1-15 MPH, 2nd 15-30, 3rd 30-45, etc.). This is only a general rule, of course, and higher-powered autos will deviate from this. Shift before you hear that loud revving sound.

Step Three: Starting The Car

Put the car in neutral before starting, or you will jump and stall the car. This is bad. Keep in mind that most new cars will not start without the clutch pressed down. Leave the shifter into neutral while the car warms up. Alternately, start the car in gear with the clutch pedal pushed to the floor, then shift into neutral, release the clutch pedal, and let the car warm up.

Step Four: Using The Clutch

The clutch is the mechanism that allows the gears to transition back and forth smoothly. If you pull the car in or out of gear without using the clutch, or release the clutch only halfway into gear, you will hear an amazingly unpleasant sound. Avoid this.

The clutch is the pedal on the left. The brake is in the middle and the gas on the right. Use your left foot on the clutch and your right foot on the brake and gas, just like with an automatic.

It’s difficult to avoid some sort of wear and tear on the clutch when learning in what condition to drive a stick shift. If you go slowly at first and pay close attention, you can feel (in your feet) where the clutch engages and disengages. If you learn that well, you’ll put less strain on your car. You’ll also be able to drive any stick shift more smoothly from the get-go.

Avoid needless acceleration when the clutch is partially engaged. When at a stoplight, don’t get in the habit of holding the clutch in for more than a few seconds or you will have other problems down the line. Instead, put the car in neutral while stopped for any period of time.

Popping the clutch: Invariably, you will miss your gear (or release the clutch too quickly) and the car will lurch ahead. Often at the outset, you will pop the clutch too quickly and stall the car. Don’t worry, it happens to everyone. Just get those exercises out of the way before you find yourself in bumper-to-bumper traffic.

Step Five: Upshifting

Here we are at the most important junction of the stick shift world: the door to acceleration. Driving a stick shift is all about that magical place where the clutch comes up and the gas pedal goes down. It’s that seamless place where the gears are shifted and the car accelerates. Let’s take first to second on a flat road as any example: First gear going steady, clutch in as you come off the gas quickly, then off the clutch slowly while pressing in the gas.

That place in the middle where the clutch pedal is to the floor and you’re off the gas is where you take the shifter from first to second. Get those feet and hands used to working together.

Here we go once more:

• Revving high (around 3000 RPM or at 15 mph).


• Clutch in and gas off.


• Move the shifter smoothly from first to second.


• Slowly off the clutch while pushing on the gas.


• Completely let your foot off the clutch and gas it up.


• Same thing next gear

Step Six: Downshifting

Downshifting is the act of moving appropriately to lower gears while slowing down. This is the essential difference between the operation of an automatic transmission and one of manual persuasion: downshifting not only helps you slow the car, but it also puts you in the right gear for the speed. Downshifting is your friend - especially in bad weather or on hills, where immediate braking can be dangerous.

Keep in mind that you may shift down only one gear or simply apply the brakes. Again, knowing your range in each gear will back determine what’s needed.

While downshifting, move from clutch to brake while in gear. This will help you slow down without revving too high between gears.

If you are driving 45 mph in fourth gear and come upon a stop sign ahead:

• Push in the clutch and shift down to third while using the brake.


• Let the clutch out slowly to avoid high revs.


• Next, do it again into second before you stop.


• Don’t downshift into first!

Step Seven: Reverse

Be real careful in backing up. The reverse gear is very quick and have power to jump out at you. To get into reverse, sometimes you need lift collar on the shift lever or push it down. Only do this while at a complete stop.

The clutch is key while going in reverse. Since reverse is so quick, let out the clutch slowly and push it back in while using the brake if necessary; you will likely be able to back out of any spot with this simple measure. If you need to, only push the gas pedal in a little bit.

Step Eight: Starting On A Hill

Find a hill with little traffic. Use your emergency brake when coming to a stop. When the light turns green to go, shift into first, start to accelerate slowly as you release the clutch pedal, then release the emergency brake just as you feel the car engage the gear. This way you are using the brake to keep you from rolling back. If you stall, put on your brake and start again.

Step Nine: Parking

It is important to note that the emergency brake is very important when parking a stick shift car, because there exists no “park” gear to keep the car from rolling. Some rely only on the pull-up emergency brake, usually sufficient in most situations. But for extra safety, leave the car in gear AND use the emergency brake.

Step Ten: Practice!

All of this is going to seem overwhelming at first, but it all become natural with practice. Start off in a big empty parking lot, then progress to quiet roads when you feel comfortable doing so. Even if it’s frustrating, keep at it and you’ll be rewarded with far more control over your car, better performance, better fuel economy, a valuable life skill and the ability to drive any four-wheeled vehicle on the planet.

Seven Cars That Killed Pontiac [Carpocalypse]

Yesterday, lamenting its death, we extolled the virtues of Pontiac’s ten best vehicles. Today we face reality — Pontiac’s been building terrible cars for years. These seven stinkers drove the nails into the coffin.

For every GTO or G8 GXP, there were half a dozen Pontiac Phoenix or ‘88 Pontiac LeMans to make you default to cast in a winding direction up in your mouth. As much as we loved the idea of the Pontiac brand, it just hasn’t delivered for too long. Here are the seven cars from recent history that poisoned the well at Pontiac, forcing it to the serious.

7) 2005-2009 Pontiac G6

The Pontiac G6 was leaps and bounds ahead of the Grand Am it replaced, but all that shows is just how far behind Pontiac was in the mid-size segment. It’s headline feature — the trick-sliding sky-view sunroof was pretty trim, but way too expensive and it made the car something of a one-trick pony. In base, four-cylinder form, it clogs the lots of airport rental companies and never really had the twaddle to go along head-to-head with competitors. And don’t even get us started on the interior.

6) 2000-2005 Pontiac Bonneville

The ninth corpse of equals in age Pontiac Bonneville debuted to all-reaching shoulder shrugs, it did little to justify its higher price over the better packaged Grand Prix, which it borrowed too much styling from. A series of refreshes made the car sportier nevertheless it never really caught on with buyers. Funny in what state impartial styling, high price and strong competition will do that.

5) 2005 Pontiac Montana

When Pontiac added the SUV-inspired “Montana” package to the newly designed Transport minivan, soccer moms went ape for the vehicle. You couldn’t chuck a rock at a little league game without hitting one. That ended when GM half-assed the redesign and stuck a long goofy nose onto a slightly restyled van in order to meet crash requirements. The horrendous result was a massive failure in the marketplace, in the same manner with it should have been.

4) 2009 Pontiac G3

GM’s former Vice Chairman of Global Product Development Bob Lutz stood on the New York Auto Show stage and noted Pontiac had long been known for the tag-line “We shape excitement” even though they’d been delivering it with front wheel drive cars covered in stuck-on plastic. He claimed now they were going to change, introducing brace vehicles — the Pontiac G8 ST and the Pontiac Solstice GXP Coupe, the former is now dead, and the latter is selling like candied dog poop. Half a year after Lutz made those statements, gas was $4.30 a gallon and Pontiac dealers were flipping out for an economy car on their floors. GM bowed to the affliction and green-lit the Pontiac G3 for US distribution. The stark contrast in message signaled a floundering purpose for the brand, and definitely not one enthusiasts would subsist interested in.

3) 1985-2005 Pontiac Grand Am

There are a eminent multiplied populace who’ve owned Grand Ams, they’re a cheap source of transportation for many, and while there are a few what one. made it a couple hundred thousand miles, they’re by and large terrible, terrible cars. Unless you got the GT models, styling was yawn-inducing, the interiors were committee designed with Fisher-Price rank materials, and the dire suspensions and automatic transmissions sucked the entertainment set a value on out of even the most enjoyable roads.

2) 1995-2005 Pontiac Sunfire

It’s pretty rare for a nameplate to suck so hard for its entire continuance, if something is bad, it usually gets killed, but the Sunfire got at least three refreshes. The Pontiac Sunfire was an impossibly ugly reskin of the Chevy Cavalier, and while the Cavalier was a perfectly advantageous cheap beater, the Sunfire got the crushingly bad interior baubles that was tossed at all Pontiacs at the time. Chintzy materials, not well engineered HVAC system, and rotten colors made it a terrible place to disburse time in.

1) 2001-2005 Pontiac Aztek

No cause of distress how long Pontiac would have survived, the commercial mishap of the Pontiac Aztek would own ever hung surrounding its neck. It was incredibly functional, no more than the chintzy interior materials were only outmatched by the laughably bad styling and equally chintzy-looking exterior plastic cladding. Projected sales were placed at 50,000 to 70,000, but only ever topped 27,000 a year. It got a quickie repair that saw sportier wheels and painted body cladding, but the damage was done.

Ford should follow suit and bring over rebadged … [From Comments]

Ford should come suit and bring over rebadged Falcons for police duty to succeed the Crown Vic. They could also offer a civilian version for those of us who will be starting families some day, but awe driving a family car.

Honda Puts Halt To Global Travel Over Swine Flu Fears [Flupocalypse]

Honda has banned its employees from international travel until at smallest May 6th over the threat from the terrifying Swine Flu. If they’re so scared of pigs, they should have power to the Honda Ridgeline. [Forbes]

2010 Saab 9-5 Spotted Tuning, Testing On The ‘Ring [Spy Photos]

The 2010 Saab 9-5 hit the Nordschleife Nürburgring as antidote to some tuning, which expedient new photos to sate your need for Swede. The car looks much bigger, and what’s that we experience? A hatch?

The nearest generation 9-5 will be putting more space between it and the minute 9-3, with a considerably longer wheelbase, more powerful engines and (Saab saints be praised!) an honest-to-God hatchback. It seems a proper 9-5 will come to fruition despite Saab being on GM’s auction block. [WCF]

Drive a Lamborghini with Valentino Balboni

Talk about something to brag to your friends about. This June, Gotham Dream Cars - an exotic car rental company - is offering their first ever “Legends Dream Car Tour” in the New York area. The company, which normally offers exotic car rental services and group drives (much like World Class Driving,) struck a deal with legendary Lamborghini test driver Valentino Balboni.

The “Legends” tour will have four total sessions over two days (June 9 & 10, 2009.) The drive will cost a hefty $1495 per driver, but how many other chances will you have to drive with Valentino Balboni? Participants will get four hours total to pilot five cars, 20-30 minutes each. The cars will consist of a Lamborghini LP 560-4 Spyder, Gallardo Spyder, Murcielago, Murcielago LP 640 Roadster, and one other. It would be a very cool idea on this special occasion to offer a couple of classic Lambos to drive, such as the Diablo, Countach, or Miura.

Along with the drive, you’ll get breakfast (or lunch, depending on the session,) a meet and greet with Valentino, and some time riding shotgun with Mr. Balboni (and probably scaring the crap out of you.)

There are only 40 spots available, so head over to the Gotham Dream Car Tour website and register.

© Gearhead Media - Please visit Automoblog.net for more great content.

BMW’s New Flagship - the 760Li

What do most car companies do in these troubling financial and economic times? They release smaller, more efficient cars, develop new and innovative ways to save fuel and spend less, and try to ease the financial pain of buying a new car by offering unbeatable incentives and warranties never before seen. What does a company like BMW do in this situation?

They release a huge, snarling, expensive beast of a luxury car, which carries a twin-turbocharged V12 engine capable of 544 horsepower and 553 ft-lbs of torque. Sound about right?

The new car I speak of is the new BMW 760Li, which will be released in September 2009 as BMW’s new Flagship model. The 760Li will receive their new eight-speed automatic transmission, which helps the car reach 0-62mph in 4.6 seconds - pretty good for a heavy luxo-car like this - and hit an electronically limited top speed of 155mph.

As usual, the new 7-Series will come with all sorts of tech toys. Most notably is the Drive Dynamic Control which allows the driver to alter gear change, throttle response, power steering assistance, damper settings and Stability Control settings to customize their driving preference. All-wheel steering helps with turning radius, which a car with this much wheelbase surely could use. BMW’s night vision system with pedestrian recognition is also optional.

Luxury features of note are individually heated and cooled seats in front and rear, with a built-in massaging function. Rear seat passengers get an extra 5.5 inches of legroom over the current 7-Series, and all occupants get an interior surrounded in nappa leather, alcantara, and burr walnut trim.

The BMW 760Li will be available in September 2009. Prices will be announced closer to launch.

© Gearhead Media - Please visit Automoblog.net for more great content.