Lamborghini has created a dazzling, new-aged Miura concept in the mold of the original, which celebrates its 40th birthday this year. The notion is similar to that of the Ford GT: maintain the classic's design ethos while modernizing the details and increasing the overall package size. The first Miura was bodied by Bertone, but this one is the work of the Lamborghini's Centro Stile studio's Walter de' Silva, newly appointed design director (who also retains design responsibility for Audi). Billed as "strictly a concept" by President and CEO Stephan Winkleman, the Miura could be put into limited production if there's enough demand, say insiders. If built, the Miura would use elements of the Gallardo's space frame and the 512-horse, 5.0-liter V-10, mounted longitudinally, cutting both cost and development time. Emulating the original Miura's transverse engine layout would require a prohibitively expensive new transmission, says Audi concept development chief, Dr. Ulrich Hackenberg. Hackenberg hints there may be less technology aboard, positioning the Miura as a more focused, raw-edged sports car. It's likely the car wouldn't get the Gallardo's all-wheel drive-system, with the additional benefits of saving weight and cost. Lamborghini will likely shop the car around potential customers, as Porsche did with the Carrera GT. If it can garner enough commitments--around 1000--then this nouveau Miura could get the green light.

The camaro you see hasnt been painted since the mid 80s and is still in pristine condition. It has a 350 4 speed with 4:10 gears pumping out 380 horsepower and 400 ft lbs of torque.

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Insane Central Arcade

LS9 6.2L small-block engine is the power plant the supports the ZR1's performance capability. The enabler of the LS9's performance and refinement is a large, positive-displacement Roots-type supercharger with a new, four-lobe rotor design. It is augmented with an integrated charge cooling system that reduces inlet air temperature for maximum performance. A sixth-generation supercharger developed by Eaton helps the LS9 make big power and torque at lower rpm and carries it in a wide arc to 6,600 rpm, as it pushes enough air to help the engine maintain power through the upper levels of the rpm band �¢?? the area where supercharged performance tends to diminish. Heavy-duty and lightweight reciprocating components enable the engine's confident high-rpm performance.

VR38DETT twin-turbocharged 3.8-liter V6. 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200 - 5,200 rpm. Dual overhead camshafts with variable intake-valve timing. Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores. IHI twin turbochargers, one per cylinder bank. Pressurized lubrication system with thermostatically controlled cooling.

Europe's fastest street-legal car is... a 252 MPH Pontiac Trans-Am?! "Have fun with KITT," sniffed some AMG engineers when a group of Norwegians showed up at Germany's Papenburg test track with a 1987 Trans Am. The smug smiles were quickly wiped off the faces of the Mercedes tuner crew when the ancient Pontiac's practice laps were as fast as the AMG cars, and the F-Body wasn't even working hard. Once warmed up, the 8.9-liter V8 unleashed all of its 1400 horsepower on the circuit, delivering a startling 407 kph (252 mph) also known as Bugatti Veyron fast. Better still, unlike the Bug, the Pontiac's lap is official. Needless to say, there's not much stock underneath the skin on this particular Trans Am. The car is the work of Polly Motorsport of Norway, and there's a wealth of top tuner expertise beneath the mostly stock exterior. We're sure even in its heightened state of tune, the Polly Trans Am is infinitely less expensive than the $1.6 million you'd have to cough up for a Veyron, and its creators say it's still street legal. Hit this link for some videos, which would be even more entertaining if we could understand what they were saying. Props to reader Mitka who provided the synopsis that we've posted after the jump! Subject: Fastest street legal official road car in Europe! A 1987 Trans Am fastest official street legal road car in Europe! Paul brought his Pontiac to the Papenburg car testing track, one of the newest and most advanced test tracks in the world. Mercedes where testing their new AMG sports models the same day as Pal was going for his personal speed record. Some engineers from AMG team criticized the optimistic Norwegian team for bringing an 80's trimmed American car to this super test track for the advanced European supercars. But what they didn't quite comprehend is that Pal Arvil Blytt and his Polly motorsport team from Norway works at a motor tuner garage in Godvik Norway and most important of all nothing more than the shell of this car resembles the stock Pontiac. With a brisk 8.9L V8 producing a whopping 1407 HP, Pal was soon doing AMG top speeds of 300km/h in his warming laps. After driving a couple of rounds around the track, Paul felt ready to see what his road machine would do! And after pressing the pedal to the metal the ARP technician Christoph Tharrey came over with his laptop computer with a big grin. Here we have the official numbers: 407.134 km/h You may say well the 9FF team drove 409km/h in an extremely rebuilt Porsche 911 at the same track; this speed was recorded with their own equipment and therefore can be fixed and therefore is not recorded as an official speed record. Bugatti Veyron 407km/h is also recorded with their own equipment. As the Papenburg track is to small for the Pontiac to reach its potential top speed of 435km/h and Volkswagen's test track costs 25.000 Euro an hour to rent. Paul is bringing his road legal car to the US in 2009 to challenge Shelby supercars official record of 412km/h.

Folding aluminum hardtop, direct injection gasoline-powered engine, dual clutch transmission, multi-link suspension, even a folding rear seat �?�¢?? the California is packed with first-time innovations for a Ferrari. It's pitched as a touring car in the mold of the 599 GTB, but it costs F430 money. Well, almost. The California is intended to be a less demanding Italian Stallion in hopes of broadening the automaker's appeal, especially with women. But regardless of how Ferrari tames the beast, it's going to take a tidal change to ramp up female ownership levels. Model Lineup The 2009 California is, like most Ferraris, offered as a single model with the opportunity to customize the car to death. What you do get as standard is a folding aluminum hardtop that, remarkably, weighs in at about 11 pounds �?�¢?? less than the equivalent soft-top on the F430 Spider. It's fully automatic, of course, as long as you remember to keep the luggage cover in place in the trunk, and takes a mere 14 seconds to complete the open or close cycle. That's six seconds quicker than the F430. It features a new dual clutch transmission of the type first seen on the Audi TT and more recently on the 2009 Porsche 911. Technically this is completely different to the F1 system of previous Ferraris, though in practice the operation is very similar. There are paddle shifts for manual changes and an auto button when you want to take things easy. Diehards will be able to specify a manual shift later in 2009, but even in Europe Ferrari reckons the mix will be less than 10 percent. Regular wheels are 19 inchers with 20 inch as an option. Tire widths are the same whatever diameter you choose, 245/40 front and 285/35 rear. The optional Manettino suspension gives three chassis settings instead of one, but the option we especially like is the set of three tailored leather cases to maximize storage space, which sell for a mere $6,500. Under the Hood Though the California's 4.3 liter shares some similarities with the engine from the F430, it's actually quite different. Direct gas injection, as Porsche recently launched in the latest 911, offers improved low-down torque but more importantly it's Ferrari's first nod towards the rapidly increasing importance of emissions and fuel economy. The California promises to average 17.9 mpg, a 15 percent improvement over the F430, with a similar reduction in CO2 levels. Discuss: Is there still a market for the $200,000 supercar? It is, of course, a naturally aspirated V8. Ferrari, as yet, has no need for anything as grubby as a turbocharger in its road cars, though that may have to change in the future. Power is 453 horses at 7750 rpm, with the maximum torque of 357 lb-ft peaking at 5000 rpm. So a touch less power but up to six percent more torque, all at lower revs than in the F430. It's a clue to the less racy nature of the California. Choose the double clutch transmission, and you get seven instead of six gears. The big deal about this type of gearbox is that it has the next gear already engaged, so when you work the paddle it's a matter of clutches operating rather than gears having to move. All the power, naturally, goes through the rear wheels. On the Road There's a suggestion that the California is the car for those who would like to be a little more discreet. Forget it. The engine howls and the exhaust blares better and louder than almost any any car on the street. Search out a tunnel and you're in a Ferrari Formula One race car. Believe it. Push hard to the 8000 rpm redline, grab the paddle and you're in the next gear in an instant. There's a never-ending sequence of rising frequency and sound levels followed by a thump as the next gear engages. It can take a while to zone into the California, and you could drive all day without ever getting close to exploring the depths of this car. Find the right road, though, and the performance is explosive. The combination of the thump in the back, the noise and the bang and sharp crack as you change up is simply intoxicating. The auto mode is now as good as a regular box, though there's sometimes a reluctance to kick down. Carbon ceramic brakes haul the car back to reality with a real sense of confidence. The multi-link rear suspension (another first on a Ferrari) is designed to provide a compliant ride appropriate to a grand tourer. With the Manettino option the results are exceptional. In Comfort, the California deals with road imperfections with distain, and few flaws make their way through to the cockpit. An advantage not only in terms of comfort, it makes this Ferrari very fast on roads that would have other supercars slowing to avoid being thrown off line.