The best (and worst) thing about the internet is the information that is immediately accessible with the touch of a few keystrokes. Particularly for automotive enthusiasts, the seemingly infinite resources available via the internet have allowed easy access to previously inaccessible parts and tuners, eliminating time and language barriers that had stood for so long.

Case in point: RAUH-Welt Begriff (RWB) — a one-man shop (literally) from Japan that has become one of the most desired body kits for the Porsche 911 air-cooled aftermarket. If you’re not familiar with RWB, be sure to check out an earlier Driving Line feature to see what it's all about.

Because of the power of the internet, it may appear that RWBs are quite common, but this is hardly the truth; the process and cost itself to build one is eye opening. There have been legendary stories that I’ve read on the internet about the process or mystique around obtaining an RWB kit, some of which are true.

Having had access to a few RWB builds as well as the family itself, I wanted to do my part to shed a little light on it for the masses.

For those of you familiar with RWB, you’re well aware you can’t simply purchase the kit through a typical tuner shop. If you’re in the U.S., you will likely go through RWB USA or RWB Los Angeles. It’s a bit arbitrary, as both would be doing the same thing, assisting with direct contact to RWB Japan’s home base. Most if not all of this contact will take place via email, chat or phone.

Once connected, a representative will help walk you through the various kit options, suspension and wheels. I’ve heard some pretty funny stories that Nakai-san (RWB’s founder) would feel a potential customer's aura to help guide his decisions, or he would discuss their driving style and then determine which setup would be best... this is simply not true. It makes for a great story, but building 100 cars a year and traveling around the world doesn’t leave much time for him to chat with each and every potential customer.

Once your setup is determined, a deposit is sent to RWB Japan to lock in your body kit. This basically gets you a place in line. Prior to shipment, the kit must be paid in full. A paid kit usually comes along with an approximate date for Nakai-san to install your kit personally. This date will vary upon Nakai-san’s travel schedule and when he is in your area of the globe. Most installations will take place at the closest RWB representative shop unless you have a particular place that you would like to work through.

While the price of the kit (which at the time of this feature was north of $25,000 depending upon your particular model and options) includes the actual installation, it does not include prep or paint. That is a separate cost, which you have to take care of on your own. Prep and paint for four fenders, two bumpers and side skirts (and possibly additional canards or rear spoiler) will set you back an easy $2,000 to $3,000 depending on your shop quality or connection. $28,000, and your car isn’t even lowered, and it’s on stock wheels.

For all the haters out there saying RWB is played out or how common the cars are, take a look at that number — $28,000 — it’s no joke. A fair estimate, having been a part of three RWB builds, would be close to $40,000 once you add suspension, wheels and tires. That's $40,000 on top of your air-cooled Porsche, which are becoming increasingly more difficult to find; so all you keyboard warriors, take note: if you want to built one of those "played out RWBs," have your piggy bank ready.

Once you become an RWB owner, you become part of the “family,” although I can attest there are members of the family who are not actual owners. The like-minded enthusiasts and passion behind RWB are, in my opinion, some of the cooler parts of the process. Perks include access to the infamous Idlers racing event that takes place in Japan — availability of Nakai-san’s personal vehicles for race days and all the cool stuff you’ve read about. SEMA dinner is the annual reunion spot, which I’ve been graciously invited to each year. The group itself has a great set of resources and amazing stories to tell, with each member from a different background.

If you break down the actual cost and incidentals, it can get overwhelming pretty quickly, which is why it always makes me laugh when people use the terms “played out” or “common” when talking about RWB nowadays.

Get to know the facts before you make judgment; you can’t believe everything you read on the internet. When you decide to build an RWB, its value is in the relationships built and the experiences that go along with it. Priceless.

Less than 20 years have passed since Meg Ryan and Tom Hanks starred in the rom-com "You've Got Mail," but I doubt the contents of the average inbox these days would excite anyone; yet every now and then, you get something that lifts the spirit and causes the heart to beat a bit faster.

For me, that feeling came in early September when I received an invitation from Wayne Bruce, Global Communications and PR Director for McLaren Automotive. Basically it said something along the lines of "please pop down to Goodwood and spend some time with us and drive our cars." Yes, please!

So I found myself soon after at Goodwood Aerodrome, a former World War II fighter base, to drive the McLaren 570s and learn more about the automotive side of the famous Grand Prix team. 

McLaren Then and Now

McLaren's product range has grown since its re-launch in 2011 — the original model in its third generation, and the 12C now falling into a Legacy Series still fully supported by the brand. The production run for the 12C exceeded 2,500 cars, so still something of a rarity.

McLaren's history with road-going cars pre-dates the fabulous F1 of the '90s, retreating all the way back to 1969. That is when the founder, Bruce McLaren, had a racer converted for the road. (For those interested, we've already had an in-depth look at McLaren's history.)

Before being released to play, we received a briefing on the current and future state of McLaren Automotive, providing some additional context.

Firstly, there is full distinction between the road car portion of McLaren's business and that involved with Formula One and GT racing. While there are some common shareholders, Ron Dennis being one, the management is quite distinct from the other entities that share the McLaren brand.

Within the road cars, the current product range falls into three categories: Sports Series, Super Series and Ultimate Series. While no one can pretend that a McLaren will ever be affordable, or numerous, the categories reflect different price points that target distinct customers.

Let's break those down by numbers:

• Sports Series: 540C, 570C and 570GT — each with a price range of $150,000 to $190,000.
• Super Series: 650S and 675LT — limited in number and priced at approximately $200,000.
• Ultimate Series:P1— limited to just 375, which sold out almost immediately despite a price tag of $1.15 million. (Obviously there is a real demand and marketplace for such ultra cars.)

Production-wise, McLaren is on the uptrend, but that will eventually be capped at 5,000 cars per year. In 2015, 1,654 cars were built, with a goal of hitting 3,000 during 2017.

Wayne was also at pains to declare that there will never be a McLaren SUV — absolutely not!

McLaren Automotive is fully independent and self-funding, profitable for the past three years. Everything is produced in-house by the 250 employees, and the company spends one-third of the turnover, or £120 million a year, on R+D. There are now 80 dealers in 30 markets worldwide.

"The Ultimate Sports Car Experience"

Suddenly, it was time to jump into the cars, and I had been allocated a 570S Coupé.

If one discounts Grand Tourers such the Aston Martin DB11 or the Bentley Continental GT and focuses only on high-end sports cars, the market is quite small. Price points would start out with the Audi R8 V10, move on to the Porsche 911 Turbo and then get progressively more expensive to the Lamborghini Hurácan and Ferrari 488 GTB. Of course there are also other contenders, such as the new Honda NSX or even BMW's spaceship, the i8.

The 570S sits somewhere in the middle, a far cry from the P1's lofty price tag, but not exactly "The Everyman's" McLaren.

With the bewildering range of finance options and packages available these days, I suspect no one really knows how much they pay for a car. McLaren released a statement this week claiming that the cost to use the 540C is a mere £31.13 per day (around $50), the price of a daily return train ticket from London Gatwick airport to Victoria station in the heart of the capital.

Of course, there's just one tiny flaw in that proposition: you don't have to find a £35,000 deposit each time you let the train take the strain. We'll chalk it up to "artistic license," which is allowed in the wacky world of automotive PR.

The 570S aims to create "the ultimate sports car experience," to quote McLaren. The lightweight carbon fibre chassis mated to an all aluminum 3.8 L V8 motor with twin turbochargers puts down its power through a 7-speed transmission. Stopping force is immense thanks to the carbon ceramic brakes, fitted as standard on the 570S.

A quick rundown of the controls were given to us before setting off. There is an Active Dynamics Panel that records all aspects of the car's performance, especially handy if being used as a track day car. Cameras front and rear aid in achieving maximum performance. The panel also controls the adaptive suspension with three modes: normal, sport and track. 

Once seated behind the wheel, the display is clear enough, though some information is lost when steering. The whole impression is one of quality and solidity; this is a serious piece of kit.

570S Test Drive: Just a Taste

Then it was time to get going. The engine fired to life with a pleasing bark as we headed out of the Goodwood venue.

My colleague Colin took the first shift. It was evident that he rides a big BMW motorcycle on a daily basis; he was ready from the get-go for the power and responsiveness of the 570S and certainly made his way along the lanes of Sussex at a decent clip.

However, it became apparent that a good number of the 570 horses behind our heads wouldn't get any exercise that October morning.

The roads were wet, and the traffic was heavy as it always is in the crowded southeast of England. There were cars everywhere! Didn't they all know we were test driving a McLaren and needed a clear bit of road?!

Nevertheless, flashes of the incredible performance on tap could be felt, even allowing for the caution that the driving conditions demanded. My co-driver and I certainly didn't want to make page five of next day's UK newspapers, pictured standing next to an upturned McLaren in a ditch (nor did we want to explain to Wayne how we had messed up his car while out on the run).

When I have driven cars with a paddle shift before, such as the 911 Turbo trip to Teloché, it takes awhile to get comfortable with the environment before using such a system. The McLaren was so easy to drive in the restricted conditions, so I stuck with allowing the car to make the choice of gear, though I am confident that all would flow smoothly once familiar with the 570S. The brakes also took a little getting used to, as I recall they did in the Porsche as well, which more time would have sorted out.

McLaren Automotive Chief Executive Officer Mike Flewitt explained the position of the Sports Series range:

"The Sports Series is aimed at a new audience for McLaren. It is the first time we’ve competed in the sports car as opposed to the supercar market. As with all McLaren models, we have prioritized performance, driving engagement and exhilaration. It is a totally driver-focused car, with excellent ergonomics and visibility, and a class-leading driving position. This is also the most day-to-day usable, practical and attainable McLaren we’ve ever made. It is a dramatic and beautiful sports car."

In some ways it was impossible to get more than a flavor that morning for the abilities of the McLaren 570S, but after an hour at the wheel, I was beginning to gain some understanding of its potential. This is a serious sports car; driving it only enhanced my genuine respect for the car and the team of people who produce it.

When I win the lottery, I might be down to the showrooms in a flash!

In other news, there were rumors that Apple might buy McLaren... how would you feel about that?

Imagine you’re the one who takes a motorsport that finds its roots in Japan and helps make it become as American as apple pie. Then launches a sub-brand within the Ford/Mustang universe, one that’s so popular, it gets people describing you as a new-school Carroll Shelby. You take on any form of motorsport that can possibly be taken on, some dangerous, some not even on paved ground — they’re equal parts thrilling and scary — and yet you call it “fun having,” for crying out loud. You are not afraid; you face these challenges head on, succeed and ask for more. You are Vaughn Gittin Jr.

We sat down with the professional Fun Haver himself to learn about his road to success. Listen up. 

How did you get into drifting?

Vaughn Gittin Jr.: I fell into drifting by accident as I was looking for parts to build my 240SX. Although I was very much part of the import scene, it was more so just me loving cars. Once I found drifting, I quickly began to love everything about it — the people, the lifestyle and, most of all, it was doing cool stuff with cars. The sport was very much like me to the core, so that’s why I spent every dollar I earned to keep doing it as a hobby — and later on as a career.

What steered you away from imports and into a Ford Mustang?

VGJ: In 2005, Ford debuted the S197 Mustang, which I thought looked super cool and would be an amazing opportunity to bring an American muscle car into an import-dominated sport that was drifting. My team at the time wound up buying one at $5K over sticker and built it into a competitive car that I absolutely fell in love with. We had significant success with it during its debut year, winning D1GP’s USA versus Japan event, which was a shot heard ’round the drifting world. That’s really what started my relationship with the Ford Mustang.

Sounds like you and Ford were meant to be then?

VGJ: Actually, it wasn’t an immediate relationship with Ford, and I tried everything I could, basically jumping up and down screaming, “Look at me! Look at me!” It wasn’t until 2007 that we finally formed something — mainly parts support — but it didn’t matter; I pushed on as hard as I could to prove my worth. In 2010, I was able to finally secure a contract, providing support to their operations, which included helping them during the 2010 Mustang reveal by driving the car out with [Ford] President Mark Fields as my passenger. From then, I started to live the drifter’s dream. I even took my Mustang all over Japan to drive at all these iconic tracks, and Ford made it happen. 

Did you think that drifting as a hobby would eventually amount to what’s happening now? How crazy is this, and knowing Ford has your back?

VGJ: All of these accomplishments for me didn’t just happen. Each one is a result of hard work, so I can’t really say I’m surprised. Looking back, it’s insane; if you were to go back to the start of drifting and say, “In 2005, some dude from Maryland is gonna come beat nearly every D1 champion in a Ford Mustang,” you’d say, “Yeah right, are you crazy?” For this sport, passion and commitment are vital, and with them you can achieve the impossible. Doing what people say can’t be done and pulling it off is a very rewarding thing. I’ve heard a lot of “you can’t” throughout my life, but all I acknowledge is “I can.” To have Ford support drifting all these years later is amazing. I’ve worked my ass off to show and create the value to a company like Ford that’s willing to take risks and do cool new things.

Tell us more about your relationship with Ford Performance: Is it exciting being part of their team?

VGJ: Ford’s always focused on creating good product. I felt that passion from everybody that I’ve worked with in Dearborn, and I was passionate about doing my part to help. They’re absolutely killing it. Ford Performance is focused on putting out these really cool cars, supporting really great drivers and athletes, and is all about doing these things that many don’t think they can do. To have a company that puts its efforts where its mouth is and doing the things they say they’ll do makes me extremely proud to be working with them. I’m not surprised, though, because behind the scenes, everyone’s doing their part and working hard to achieve the goals. 

You’re having quite the year with the new Mustang competition car. How did you get it dialed in so quickly?

VGJ: Debuting this latest Mustang in 2015, we did a lot of testing and development to get the car into the competitive form it’s in today as a serious weapon. After making my first pass with it, I instantly became re-inspired — the car allows me to be more of who I am when I’m behind the wheel. I have the freedom to drive it how I want because of the way it works — it’s amazing. We’re still working every event to figure out what works best, and I’ve been able to unlock something within myself this year mentally to drive my best. From a team standpoint, the communication has been amazing as well, to set up an entirely new car, get it track ready, qualify and compete, win and be able to battle for a championship is unheard of in our sport. I’m very proud of my guys and appreciative of the support we’ve had from all our partners to be able to build the car, especially Ford Performance.  

One huge part of your success is the tires you use, and Nitto is a highly valued partner. What has it been like working with them?

VGJ: Since my first year onboard, Nitto has been fully supportive of coming onboard and helping me achieve my goals. There’s nothing more you can ask for from a partner. Through chasing these goals, we found some things to enhance the performance of the NT05s, and they prioritized the enhancements and delivered an incredible tire! Nitto is all about the enthusiast; I am an enthusiast, and for a company to focus on getting those enhancements to the market so quickly only proves how much they care and really shows how next level they are. We’ve been extremely competitive because of their tires, not only in Formula Drift but every type of motorsport or vehicle I get involved with. No matter the terrain, if I’m jumping or drifting, Nitto’s tires have handle it impressively.

You’ve quickly become an icon in the Ford community. Isn’t that nutty?

VGJ: Being compared to legendary automotive icons because of my involvement with my RTR brand, or simply being mentioned alongside them — guys like [Carroll] Shelby, for example, in the Mustang world who’ve been doing their thing for so many years longer than I have — while being able to inspire and influence the next generation and giving current Mustang owners something to be proud of, is humbling.

What’s it like having your own lifestyle brand with RTR? How did it come to be?

VGJ: When I first got into Mustangs, I quickly realized why I wasn’t a Mustang fan at first: It was because I didn’t want what my dad liked; I needed something that would resonate with me. With RTR, I wanted to help create a brand for the Mustang that my generation would appreciate, offering a more modern interpretation of what a Mustang should be, and the result is a more aggressive and contemporary take on the car. Through passion and hard work, RTR is now one of the most iconic brands in the Mustang community, a true lifestyle brand that all types of enthusiasts are gravitating toward. Being compared to Carroll Shelby is insanely flattering, and those are some serious shoes to fill. But I don’t want to be the next Shelby; I want to be the first me.

You’re traveling all over the world, showing your driving skills to motorsports fans wherever Ford goes. Do you think you’ll ever step away from drifting?

VGJ: I’ll always continue to be focused on my passion of drifting in some capacity and continue my quest of being the best professional fun-haver I can be. I’m excited to go back to King of the Hammers next year, maybe jump in a Rallycross car, do some time attack racing or go racing around Europe with my Mustang.  

How do you want to remembered after you’ve hung up your driving shoes?

VGJ: When all’s been said and done, I hope people not only remember me for my accolades on the track and my “go as hard as possible” attitude but more so for the mindset I’ve put forward that you can do anything you want as long as you work hard — trust me, it’s contagious. Stick to chasing your dreams and do whatever it takes to achieve them. Be inspired and have as much fun as possible during the process. That’s what I’ll continue to do for as long as I can!

Lastly, what would you like to say to your fans?

VGJ: There are always positives and negatives, especially when you’ve been in the spotlight as long as I've been. I have some of the coolest fans, and when I get to meet them it’s a mutual excitement. To continue receiving that unconditional support is a big part of my success. My supporters are my inspiration and the reason why I can live my dream and continue chasing it. I’m forever indebted, that’s for sure.

(Photos: Larry Chen)

As the 2016 SEMA Show kicked off, there were many mumblings around the show floor about the video that debuted at the Nitto Tire booth, in which the husband-and-wife duo Samuel and Stina Hübinette showcase their skills drifting a Lamborghini around an exotic dealer's parking lot. As a two-time Formula Drift champion and one of the main stunt drivers from the Fast and the Furious franchise, Samuel Hübinette is relatively a household name in the drifting and stunt driving community.

Stina, on the other hand, has been honing her skills as a professional stunt driver for several years now, but has remained largely inconspicuous — that is, until being introduced to the millions of #HuracánDrift video viewers. We took the opportunity to get to know the other half of Hübinette Stunts and her passion for cars.

Driving Line: Who was the crazy person who thought drifting a Lamborghini was a good idea?


Stina Hübinette: The #HuracánDrift concept was Samuel’s crazy idea. Being a stunt driver can have really busy weeks and weeks of downtime as well. When you don’t have a lot of work, you come up with crazy ideas.

He was thinking, “Nobody has drifted a supercar before, what if we do that?” He looked at it as a way to get some big exposure and grow our business as stunt drivers. I told him “If it makes sense for business, then let’s do it!” The Lamborghini is not necessarily a car we would normally buy, but it felt like a good concept to build some publicity and try to grow our careers, especially my career.

He met with Harry over at Nitto Tire and a few other key partners, who all thought, “Are you crazy? If you’re really doing this, I’m on board.” And that’s basically how everything came together kind of quickly.

DL: Have you always been interested in cars?

SH: I’ve always been interested in cars, racing and motorsports. I had two older brothers growing up in Sweden who were very into go-karts. I didn’t want to be just a passenger; I always wanted to drive cars when we were going to and from activities. I’d known Samuel for 25 years before coming over here when we started to date in 2004, right when drifting was taking off. Samuel was still doing some instructing at performance schools and dealer demo events at the track, and I got a lot of seat time as he was instructing. When he was an instructor at the track days, a lot of his work was with OEMs like BMW or Dodge. There would be tons of cars I could jump into and take a few laps. Over time, Samuel realized that I knew my way around a race track pretty well and was turning some fast times.

DL: How did the idea of getting you involved in stunt driving come together?

SH: When Samuel got into the stunt driving industry through the Fast and Furious movies, he connected with the LA Motorsports Stunt Driving Team, and they were talking about trying to bring a female driver. Samuel had been talking about having me drive alongside him at some events, but it seemed like more of a long-term vision than an immediate opportunity for me.

As Samuel was getting busier with stunt driving and drifting, SuperStreet approached us with a Dodge Neon SRT4 to run in Redline Time Attack and NASA. Samuel also had a partnership with Dodge at the time, so driving that car was supporting both of us at the same time. I started driving at track days and competitive events more and more, as I started to build up my reputation as a driver. I was turning fast times and earning podium finishes!

DL: Do you like the competitive motorsports side of driving?

SH: I’m a very competitive person! Competition was always a part of my mind; I wanted to win and podium every time! Overall, I’ve always been competitive with Samuel, from tennis to go-kart racing, I would always look forward to the one out of 10 trips where I would actually beat him. A lot of that also comes from growing up with brothers; I was a bit of a tomboy growing up and wanted to try to beat at least one of them at whatever activity we were doing.

DL: How did you get into stunt driving?


SH: The time attack racing we did with the Neon started to pay off, and we started to get noticed. Samuel was also pushing me with directors he was working with then when they needed a girl driver for a scene. My first gig I got was alongside Samuel, which helped because I was able to ask him questions. There are always questions any time it’s your first day on a job, so it made things a lot easier. From there, I started to get a few more driving gigs here and there with LA Motorsports. The first year was a little slow, but it definitely started picking up quickly after that.

A few years ago we bought a BMW E93 M3, put a hydraulic e-brake in it and started practicing stunts like J-turns and 360s at the Irwindale Speedway parking lot. That day was a lot of fun; we weren’t planning on filming anything really, but we ended up with cool demo video that would help grow my career. It felt kind of like a date again. It was just me and my husband having fun without the kids. We didn’t even have a film crew; we just shot some videos with our iPhone. The best part was a clip of me doing a figure eight and flying past the camera. It wasn’t even planned; I was just having fun with the car. That video went viral, and now I wish I would have put my name on it so people would’ve known it was me. But looking back, we never expected a simple video in a parking lot to get so big.

DL: What has been your favorite stunt driving experience?

SH: One of my favorite, and also hardest, was a Dodge commercial for The Hunger Games. That was a fun shoot because Samuel and I were the only drivers, and it was a very technical driving assignment. It was one of the first times I wasn’t hired to just cruise down PCH. Samuel and I would talk on the walkie-talkie before each camera shot and coordinate how we were going to drive. The more I’m able to drive on set with him, the more familiar we get with each other. I think with most commercial shoots, I usually get nervous before I show up to set, just like anyone else. But once I get there, and we start talking about driving, the nerves are gone.

DL: What’s next for you? More car commercials? Competitive motorsports? Maybe even some Pro-Am drifting?

SH: We’re very lucky and blessed to be able to do as much TV and stunt work as we have done. I don’t have any plans to get into drifting competitively, but it’s not something I would say no to. It would take a lot more seat time to get to that level, which I may not be able to do right now with the kids running around the house. I would love to be able to drive in Formula D or even in Pro-Am; I can only imagine what it would be like to drift the big bank at Irwindale!

Who knows what all of this driving will lead to! I love racing, and I want to be on the track too, but for now, the plan is to build up my reputation as the stunt driver and see where that takes us.

DL: Do you have any words of advice for other girls who may be looking to get involved with either stunt driving or motorsports?

SH: Anything is possible, first of all! If you have the drive to do something, go for it. If it’s go-karts or other motorsports, there’s always a chance that you can turn a passion into a career. I had some great help with Samuel, but even he grew his reputation starting with very little exposure and was able to get into the stunt world. I know it’s hard to be a girl in a man’s world; there will always be stereotypes and people saying that girls can’t drive. I just learned to ignore what they think and do my work to show them what I’m capable of. There’s always some who don’t think you can do it. It’s up to you to prove them wrong.

(Photos: Ignition MG, Justin Pagtalunan, Jonathan Wong, Larry Chen)

There's more Stina where that came from! Make sure to follow @StinaStunts on Instagram for her next stunt projects and see her in action as she walks around the drifting Lamborghini from the famous #HuracánDrift video!

Mustangs become king for a weekend in Bowling Green, Kentucky, during the NMRA All Ford World Finals. Of all the note-worthy Fords present, this one stood out from the pack for more than a couple reasons.

Jason Holbert’s story begins the same as many, but how it ends is quite spectacular.

1985 Fox-Body Mustang Project Derailed

This 1985 Fox-Body Mustang started life as a 4-cylinder. When Jason purchased it 13 years ago he had bigger plans for it. Those all came crashing down in a garage fire, where the already-underway ’85 was ravished, as well as two other Fox-Body's and all the tools to work on them. Slowly picking up the pieces, Jason eventually got the Windsor engine block and Borg Warner S400sx turbo to upgrade the Mustang with, but his plans to get it back inside continued to get derailed.

Friend "Overhauls" the Fox

Along came Jason’s childhood friend, Jean Aiton, who offered to take over the project and get ‘er done.

“I wanted to fix Jason’s Mustang and get it rolling,” says Jean. “He’s had so much go on in his life and this was something I could do for him.” Once Jean transported the car from Jason’s in North Carolina to his own home in Alabama, it was the last Jason would see or hear of it for the project’s duration; Jean kept everything top secret.

Another hiccup would come in the form of a shop who didn’t uphold their word, and the Mustang sat outside gathering dust and damage.

Once the Mustang was moved to Chris Terry Racing, it was all systems firing. The crew there worked diligently to fabricate and assemble every component of this special Fox-Body. While Jason had already chosen the engine and turbo, Jean had to creatively figure out his opinions on other things.

“He’d ask me questions supposedly about his own car,” remembers Jason, “but he was really just blatantly fishing for opinions in regards to my own build.”

Good at hiding his intentions or not, Jean continued executing on his promise to finish the car — going so far as to seek out parts sponsors to make the budget stretch further. When it came time to meet at the NMRA All Ford World Finals to transport it back to his friend, CTR Race Cars and Jean worked up to the last minute before loading it on the trailer. 

Surprise Ending for This Fox-Body Build

Already dyno’d at 712 rwhp on 13.5 lbs of boost, the car had something Jason wasn’t expecting.

“I knew the car was here at the event,” exclaims Jason, “and I kept asking Jean, ‘When am I going to see the car?’ when he brought me over to the vendor area and pulled the cover off of this show car!”

Not expecting to receive a car that had the body work, paint and interior completed, Jason could hardly believe what he was seeing.

“I would’ve been happy if the car was just running. This is completely over the top!”

This friendship runs deep, and it’s clear they’ve bonded far beyond simply a shared interest in cars. With plans to do further chassis stiffening and add necessary safety equipment to get the Mustang ready to run in NMRA’s True Street class, you can bet Jason will be handing over the keys to Jean for a pass or two.

Love the Blue Oval? So do we.

When you attend the SEMA Show, you expect to see a lot of cars and trucks, and a lot of photos of cars and trucks. While anything with an engine is clearly the star of the show, when you consider the fact that SEMA's in Las Vegas, it's safe to assume cars and trucks aren't the only subjects taking up your camera roll (although let's admit, you totally have 20 pictures of that one car because people kept walking in front of you whenever you tried to take a photo of it).

"What's the last picture you took on your phone?"

We asked this question to people at SEMA 2016, and with nervous laughter and a discerning eye, they showed us. Watch the video above to see SEMA through the unfiltered lenses of 18 unsuspecting people — some will be familiar faces!

Get four other perspectives of SEMA with our Editors' Picks.

(Video: BOWLS LA)

It's people like Dr. JJ Dubec that make you wonder if you're in the right profession. He works a day job as a licensed physician, but he's known as "Doczilla" in the automotive world. Since his Liberty Walk GTR build went viral on Instagram a few years ago, JJ has built a community of like-minded enthusiasts, now known as F7LTHY.

(Photo: @doczilla12)

Another build he has worked on was a Liberty Walk Ferrari 458. (Now the "F7LTHY" name really makes sense. Seriously. A Liberty Walk 458? Straight filth.) You may also recognize his Jeep Wrangler Unlimited, which he displayed recently at the SEMA Show.

Basically, JJ is an extremely multidimensional individual, so we jumped at the chance to get to know the doctor-turned-automotive-designer — at least, as much as we can know from five little questions.

Want to know more? Follow @doczilla12 on Instagram and find out for yourself! For now, Take 5:

JJ Dubec, M.D.  |  Vancouver  |  Liberty Walk GTR

(Photo: @doczilla12)

1. Best mod to your vehicle:

The best mod to my vehicle would have to be the Ethanol Flex Fuel conversion and upgraded fuel delivery system. The modification uses an ECUTEK module specially dyno tuned to the vehicle, along with 1100 cc fuel injectors and upgraded fuel pumps, which permits the use of any blend of ethanol from 0 to 100 percent as the primary fuel source.

(Photo: @doczilla12)

The gains in performance and horsepower are significant, and the fuel itself is an environmentally friendly alternative.

2. Favorite driving music:

Any available open stretches without distraction means I automatically crank up the tunes. I prefer it loud and at least 120 beats per minute. Electronic music usually wins the choice. Skrillex, DMNDZ or The Prodigy.

3. Ugliest car ever made:

The ugliest car ever made in my opinion may possibly go to the Citroen 2CV, or maybe the Fiat Multipla.

(Photo: Corvettec6r)

For hypercars, the ugliest one around currently would go to the Bugatti Veyron or Chiron. I just cannot seem to get over the toilet-bowl front grille of modern Bugattis. It possibly makes the Edsel roll in its grave.

(Photo: Scuderri Ferrari)

4. Most used app (besides Instagram):

My most used app besides Instagram would likely be my Facebook app. The most addictive one for me currently is the PhotoFunia app.

5. Your next automotive adventure:

My next automotive adventure is two-fold. I'll be building a very cool 2017 Acura NSX project for SEMA 2017.

(Photo: @doczilla12)

I will also be doing my first build together with Nakai-san of RAUH-Welt Begriff. The air-cooled 993 Porsche build with Nakai will be a project he and I will share, and we intend to make it very interesting! Keep an eye out for that one!

Make sure to follow JJ on Instagram, where he'll be posting regular updates!

You may remember another member of the F7LTHY crew from our first Take 5 story– Phillip LaVasseur (@f7lthy_s550).

An "affordable" McLaren is somewhat a contradiction of terms, a subject we recently visited during my 570S test drive. Like most things in life though, there are always exceptions to the rules. For instance, the latest model to be released from Woking's finest is groundbreaking in several aspects, but the cost is not one of them.

Fully Electric

This is McLaren's first electric vehicle. Previously, the word "electric" could only be applied to describe the performance of a McLaren, not its source of propulsion. 

Subtle and Simple

In another first, this is also the only car in McLaren's model range that can be driven flat out without attracting the attentions of the cops (although Mom and Pop might get a bit cranky if it flies down the hallway).

Like the legendary F1, this McLaren has a central driving position and will go from zero to maximum speed in just two seconds, all courtesy of the stop/start button.

Your Kids Will Love It

There is also an in-car entertainment system, programmed with the latest nursery rhymes.

Recently, a secret test session at Goodwood was conducted. The driver, known only as Leo, part of the 2030 McLaren GT Academy squad, pronounced the car ready for delivery. A short video of the event has been leaked.

The Ride On McLaren P1 is priced at approximately $450. Get yours, available for immediate delivery from select McLaren retailers.

Learn more about McLaren's first sports car, the 570S.

Time attack might be rooted in Japan, but it’s thriving in Australia. Returning to Sydney Motorsport Park for its ninth year, the World Time Attack Challenge has become the go-to place to watch the boundaries of road-going cars being pushed, with ever-closer battles for the podium finishes and plenty of giant-killing builds to keep it unpredictable. With cooler temperatures than last year’s event and the reigning champions out of the running, 2016 showed no signs of slowing down.

Held over two days, the WTAC hosts a huge variety of cars between timed sessions, and it’s becoming a high-profile line-up. Pagani used this year’s event to demo the lighter, track-tuned Huayra BC, giving the keys to "Drift King" Keiichi Tsuchiya with instructions to give its sonorous 750 BHP twin turbo V12 a workout.

There’s as much talent for drifting in Australia and New Zealand as there is for time attack. Friday evening’s International Drift Challenge is a growing and competitive part of the event. This year’s line-up included world-class drivers such as Chris Forsberg, “Mad Mike” Whiddett and Diago Saito in his Liberty Walk kitted Murcielago, as well a grid packed with local talent.

There’s no soft option at WTAC, with the Open Class now producing builds as wild as the Pros. This year’s podium was closely fought, with only a second separating the fastest three cars. In the end, it came down to a mistake in the final shootout, with early favorite Matt Longhurst and the Integrated Motorsports R34 GT-R narrowly missing out to Nathan Morcom in the Royal Purple x Spartan Evo 9.

With three-time winners Tilton Interiors out of this year’s event, the Pro class was thrown open to a new champion. Cooler weather helped all three podium finishers beat the 2015 record, with an overall win from WTAC regular MCA Suspension in the "Hammerhead" S13. An unlikely-sounding win in a class dominated by four-wheel drive, and no doubt helped by the front-end aero that gave it its name.

Between making its own legends, WTAC brought a few past masters out for laps of Sydney Motorsport Park. Looking and sounding as good as it did when it rolled out onto the starting grid at 24 Hours of Le Mans in 1988, the Calsonic-liveried Nissan R88C put in a solo session of hot laps on Friday lunchtime, howling and banging around the circuit to huge crowds.

A newcomer in 2015 with almost no track testing before the event, Porsche specialist PR Technology had everything to prove after a year of fine-tuning the "RP 968" for its second WTAC entry. With Endurance GT driver Barton Mawer at the wheel, it put in a 1:23.0380, almost four seconds faster than 2015 and enough to put it in second place overall.

Rob Pobestek, the owner of the RP 968, talks tactics with driver Barton Mawer. Developed following a change in regulations which allowed Porsches to enter for the first time, it’s one of the most distinctive cars on the grid. Aerodynamically perfected by an ex Toyota F1 engineer, the original 3.0-liter turbo engine features a spun head, separating the inlet and exhaust manifolds to control temperatures and improve efficiency.

Brisbane-based 101 Motorsport returned to take on the Pro-Am class with its giant-killing "Mighty Mouse" Honda CRX, winning the shootout at the end of the event and finishing only 0.2-seconds behind class winner PMQ Design in its mega dollar carbon fibre Evo. Consistently putting down some of the fastest cornering speeds on the grid, despite being front-wheel drive, the team recorded the fifth quickest time of the event, shaving more than two seconds off last year’s performance.

2016 had looked like it might be Japanese driver Under Suzuki’s opportunity to take his position on the top of the podium. Built in his spare time — he’s a dentist — the S15 has competed every year since the event started, but has never quite taken the lead. This year was no different, a 1:23.1310 best time putting him in third place overall despite beating the 2015 record. Close.

Persistence does pay off. MCA Suspension’s owner and chassis guru Murray Coote has spent most of the last decade perfecting the "Hammerhead" S13 at his workshop in Brisbane. With V8 Supercar Championship driver Tim Slade at the wheel, 1:22.1920 was quick enough to set a new WTAC record and make this the second-fastest car around Sydney Motorsport Park, behind Nico Hulkenberg’s A1GP car. And, unlike all the other competitors, that’s on road tires, not slicks.

(Author: Alex Grant; Photos: Alastair Ritchie)

Got your adrenaline pumping? Check out the gallery below for more thundering race cars from Down Under.

Just in time for the holidays, Porsche has given Los Angeles automotive enthusiasts the ultimate gift — the Porsche Experience Center (PEC). This has been a long time coming, as Driving Line first reported on the center almost two years ago.

Nestled right against the 405 freeway at Main St. in the city of Carson, the PEC is a 53 acre Disneyland of sorts as mentioned in the previous feature.

With a built in track which includes it’s own homage to the Nürburgring Carousel along with a wet skid pad and off road sections to showoff the Cayenne and Macan’s capabilities, the PEC has something for every type of vehicle Porsche offers.

Just look at all of the track options you can choose from:

• Dynamics Area: Test the speed, agility and lane-change performance on a large asphalt pad designed to simulate unique maneuvers you may encounter during your daily driving
• Handling Circuit: Designed not as a race track but as a challenging country road. Using the contours of the land we have created a flowing series of corners and undulations that all offer very different challenges for both car and driver.

• Kick Plate: A computer-controlled hydraulic plate set flush to the road surface is designed to induce loss of rear wheel traction, putting the car into a skid or spin.

• Ice Hill: A 7% slope, computer-controlled water jets and a low friction surface. A combination which provides a unique and challenging scenario to test even the most experienced of drivers.

• Low Friction Circle: Consists of highly polished concrete on a wet surface that in turn creates an ideal environment to provoke, correct and hold oversteer all at speeds which enable you to build an understanding of car dynamics.

• Low Friction Handling Course: Consists of a polished concrete surface with many curves to provide a situation where a vehicle can be placed in a oversteer condition.

• Off Road Course: Designed to show how the technical systems on how the Porsche Cayenne works in off-road conditions. Offering 40 degree declines and ascents, rough terrain and unfeasible side slopes name just a few obstacles.

• Acceleration Straight: provides a safe and controlled environment to fully explore how a Porsche accelerates using launch control with an added twist. Near the end of the nearly 3/4 mile straight, a replica of the Karussell (Carousel), the famous banked curve on the Nordschleife (North Loop) of the Nürburgring, is awaiting for your enthralling g-force experience.


This is not an open track, so you are to limited driving vehicles provided by Porsche, which is understandable for liability reasons, but it is still somewhat of a disappointment if you’re looking to drive your personal Porsche at the limit.

That’s not to say the cars they have on-tap aren’t suitable to push your skills to the limit. First you choose from 6 different Porsche Models: 911, Boxster, Cayman, Cayenne, Macan and Panamera to drive. Then choose a specific course or challenge to work on. For example, they have a "Master the Manual" course with a Carrera S and a Cayman GT4 that includes the Dynamic Area, Handling Circuit, Low-Friction Circle, Low-Friction Handling Circuit and Kick Plate courses.

Along with all the track fun, the PEC is also a complete venue, which includes an onsite restaurant, a gift store, breakfast café and vehicle museum. Restaurant 917, named after one of their most successful race cars, is on the second floor, which overlooks the track and specializes in farm to table food.

Their Porsche branded gift store is between the lobby and café, a nice stop before you enter onto the track. The business center and event venue — with board rooms and the capabilities to host corporate events is sure to be a draw for those looking to entertain potential clients with a taste for Porsche’s or speed.

The open lobby area is an incredible place to see the heritage of Porsche, with some of it’s earliest offerings to the latest. Everything from a Gruppe B Porsche 959 to full 917 Race cars behind class is accessible.

There is a constant rotation of cars that come through — similar to the homebase Porsche Museum in Stuttgart, Germany.

There was discussion about the PEC being a delivery spot for new Porsche owners, but at this time they do not have that capability. All vehicle deliveries will take place through their current dealer network.

Hopefully, we’ve all been a good boys and girls this year, because a visit to the Porsche Experience Center is definitely on our wish list!

If you're like us, you probably grew up tinkering with Legos. After building what the Lego set was “supposed” to be, we would often create some sort of contraption all our own. For the true Lego enthusiast, there’s a page called Lego Ideas. It’s a site where you can submit your own ideas for new Lego projects, as well as vote and add feedback to other Lego proposals. 

We recently caught wind of a new Lego proposal of a Jeep Wrangler Rubicon, and it got us all excited. While there’s plenty of cool stuff on the page, this Wrangler concept is by far our favorite. Sure, there are a few things that we would like to see tweaked (better fenders and Mud Grapplers for a start), but the foundation is there.

Even the inside of the Jeep has a tremendous amount of detail. We’re not sure we could assemble the kit in a day, but we would give it a try!

The Jeep Wrangler Rubicon Lego concept currently has over 4,000 people clicking that they support the proposal, but it needs at least 10,000 before it can go in front of the Lego Review Board. If the Board determines the design fit for a mass market, Lego will design a toy based on the proposal.

Show your support for the project and be sure to cruise the site for other worthy projects as well.

(All Photos Courtesy of Chiho Kim)

The promise of improved fuel efficiency, million-mile durability and endless power potential make the modern diesel engine a very popular choice for swap projects. Over the years, we’ve seen oil burners transform fullsize trucks into 30 mpg fuel sippers, 1,000 hp tire melters, and uber-reliable daily drivers. Along the way, we’ve come across some truly unique vehicles. While we’ve seen countless 5.9L and 6.7L Cummins mills swapped into Ford trucks — and we’re big fans of that trend — this isn’t the place for them.

Instead, our unique swaps series is designed to showcase five exclusive diesel conversions at a time. Worthwhile candidates range from compact, half-ton, and heavy-duty trucks to passenger, pony and muscle cars. From driveway-builds to full-on shop projects and budget builds to no-expense-spared works of art, these finished products are proof that the diesel swap hobby is alive and well.

NovaMax

John Fyffe’s ’63 Chevrolet Nova is a Duramax-powered, no-frills, 7-second-capable drag car — and a rolling work of art to boot.

Put together by the folks at Fleece Performance Engineering, the classic Chevy was built to go fast, first and foremost. The car makes use of a full rollcage that’s certified for 6.50-second quarter-mile passes and its suspension is modernized and optimized for racing thanks to front and rear coilover shocks from Chris Alston’s Chassisworks.

Twin-Turbo

The LB7 Duramax under the cowl hood of John’s Nova was put together by Fleece Performance Engineering.

It features a wild, water-to-air intake from Wagler Competition Products up top and breathes through a twin turbo arrangement that utilizes parallel 63mm BorgWarner S300-based chargers. Gears are shifted via a Chrysler 47RH with Sun Coast parts and a manual valve body. Thanks to the potent engine and turbo combination, well north of 1,200 hp makes it to the rear tires.

IH Power

Did you know that, like Cummins, International made a 5.9L inline-six? As a Ford loyalist, Matt Hadden had reservations about swapping a Cummins between the frame rails of his ’95 Ford F-350.

This engine, coined the DT360, allowed Matt to keep the Ford/International relationship alive yet make a reliable 700 hp at the same time. Sourced online with 100,000 miles on the odometer, Matt began the process of slowly finagling the commercial IH 5.9L into place.

Big Boost

The best part about the DT360 was that, like a 5.9L Cummins, very little had to be done in order for the engine to handle big power.

Speaking of power, the engine is graced with a Bosch P7100 (P-pump) thanks to an adapter hub from Scheid Diesel, a set of 5x18 injectors, and an S467.7 turbocharger from Barder Turbo Service. As for boost, let’s just say Matt can peg a 60 psi gauge almost instantly, along with breaking the rear tires loose at will.

‘49 Willys

After four straight years of hard work, Gerry Rommel’s ’49 Willys pickup turned out masterfully. He and his wife performed all body work, painting, and stuffed the engine bay with a 4BT Cummins (inline-four).

Modern conveniences include power front disc brakes, Rancho RS9000 adjustable shocks, and a Line-X spray-in bed liner.

4BT Edition

Fueled by a rotary style Bosch VE injection pump, the 1993 model 3.9L 4BT parked under the hood is non-intercooled, benefits from a Fluidyne radiator and is backed by a Turbo 400 automatic transmission.

An NP205 transfer case handles 4x4 selection duties, and the Dana 44 (front) and Dana 60 (rear) axles sport 3.55 gears. The front bumper was built by Smittybilt using 3-inch tubing.

Runs Like a Deere

This extraordinary project stemmed from the Engineering Design Shop program at Ross High School in Hamilton, Ohio. After obtaining the ’01 Ram 1500 with a blown transmission and in relatively rough overall condition, students got to work on the body, frame and powertrain.

The engine of choice? A 4.5L PowerTech diesel from John Deere, which would be mated to a 47RH Chrysler automatic (instead of the electronic 46RE the truck came with).

4.5L PowerTech

The 4045T inline-four John Deere PowerTech oil burner is turbocharged yet non-intercooled, makes between 110 and 125 horsepower, and actually came out of a straw chopper.

To get the 47RH linked up to the little Deere, a one-off adapter plate was made and a custom flex plate designed. Even while sporting a 5-inch BDS Suspension lift and 35-inch NittoTerra Grapplers, the clattering Ram half-ton can still knock down 24-mpg with ease.

Ranger 4BT

As the owner of Diesel Graveyard in Racine, Wisconsin, Mike Frost spends his life keeping diesel-powered truck owners supplied with the parts they need to stay on the road. And (of course) he comes across his fair share of deals on engines.

Hence, the Ford Ranger you see here being the recipient of a 4BT Cummins. The Cummins badges were a nice touch, and we’re fans of the 20-inch Harley Davidson wheels, too.

30-MPG

In Mike’s case, getting his hands on a P-pumped version of the 4BT meant he had something special. The inline P7100 Bosch injection pumps found on the 4BT are no different than the six cylinder versions you can find on its 5.9L, big brother engines — and they can move quite a bit of fuel.

In addition to helping the compact pickup get great fuel economy, the mechanical injection pump allowed him to crank up the baby Cummins’ power output using nothing more than a few common hand tools.

One of the things we enjoy the most about owning a truck is the versatility of the pickup’s bed. The truck platform allows us to reinvent the vehicle as we need it. As our 2008 Toyota Tacoma continues to evolve, we find ourselves using it more as a camping/expedition vehicle. As such, we wanted to modify the bed in a way that would allow for roomier camping digs, as we find that carrying lots of gear and sleeping in the bed of a truck are two pastimes we can't seem to escape.

To better accommodate our needs, we decided to equip our Tacoma with an easy-to-use and lightweight modification to the bed of our truck. Made by Bestop, a company that knows a thing or two about building a top, the Supertop for Trucks is a fabric bed cover supported by an easy-to-assemble metal subframe assembly. Designed as a bolt-on alternative to heavy fiberglass bed shells, it’s an ideal solution for those adventure seekers with a pickup. For those accustomed to working with a Jeep Wrangler soft top, the Supertop will be very familiar.

Beyond the basic element protection, the major draw of the Supertop is that unlike a conventional hard-shell cover, there’s no expensive glass to worry about breaking off-road. Bestop also designed the Supertop with removable windows. This not only allows you to drop the top for times when you may haul oversized cargo, but you can also replace the tinted soft windows if one was to get damaged. 

Our Tacoma’s 60-inch bed came with Toyota’s cargo track system. Bestop uses the built-in system to clamp the Supertop’s side rails down. This equates to a completely bolt-on install that doesn’t require drilling.

Similar to what you would find on a Jeep Wrangler soft top, Bestop uses YKK zippers for all of the windows. This zipper style is extremely durable and remains easy to use even when you get a bit of dirt on the top.

The tinted windows add a bit of privacy and are extremely easy to remove. You can even roll up the back window for times when your cargo may need to stick out past the bed.

So far, we’ve found the Supertop to be a welcome addition to our pickup. The heavy-duty sailcloth fabric looks and feels durable. We’ve found it easy to clean, and it keeps about 90 percent of the elements out of the bed (although it does let a little dust seep in occasionally).

We rarely fold it top down, but that’s not the reason we wanted this type of cover. Off-road, we don’t notice it’s there as our tire carrier disrupts most of our rearward visibility. The top sits just inside of the bed rails, which helps keep it slightly away from the tree line and projectiles slinging off of the rear tires. Overall, we are extremely pleased with how it looks and works.

While the provided instructions are easy to follow, we put together the short video at the top to help you through the install process. 

Read more about camping essentials.

Disclaimer: If you are not a millennial, you may need to refer to Urban Dictionary when reading.

Get those Twitter fingers ready. You don't want to be the last one to RT this.

ICYMI, Lexus just low key dropped one of the hottest automotive videos of 2016. Once again, they've proven they aren't about that basic life with their one-off 2017 Lexus LIT IS, which has been completely wrapped with programmable LEDs.

We've seen Lexus work with LEDs in the past, with their Heartbeat RC F, but TBH, this one is next level. The LIT IS has exactly 41,999 LEDs (because everyone knows that 42,000 means you're trying too hard) and produces 175,000 lumens to get you, bae and the whole squad to turn up. The LEDs will display crazy graphics and animations, pulse to the beat of your favorite song and even react to human gestures.

When your pop, lock and drop moves are on fleek, the LIT IS is there to keep it💯 with ya. #GOALS.

Forget the #MannequinChallenge. We got mad respek for this Lexus, 'cause it's about to go viral AF.

With Christmas just around the corner, you can bet that visions of vehicle and part upgrades are dancing in our heads. Our editors and writers have been extra good this year, so we thought it wouldn't hurt to give Santa their wish lists. If any generous soul is feeling extra "Saint Nick," take note.

Dear Santa,

All I want for Christmas is...

A Jeep with a few more doors.

What I want for Christmas is a 4-door Jeep Wrangler JKU with all of the trimmings. I love my 2-door JK, but when I bought it, I didn't realize that one day I would be living and working out of it for several days at a time. The extra room would really make my life easier, especially on nights when I have to sleep in the Jeep to shelter from 50+ mph winds.

I feel like you would understand the wind part, with your Christmas Eve commute and all.

– Lori Carey

A little mechanic's magic.

Since garage space is full, and I need another project like a hole in my head, I’m not asking for anything more this year. What I would love most is to wake up Christmas morning and find that a final few gremlins have been worked out in my 1955 Studebaker.

That mystery fuel delivery issue? Solved. Rubber trim that doesn’t keep the rain out? Fixed. Santa, if you can traverse the world all in one night in your sleigh, you've got to have some secret mechanical skills up your sleeve!

– Kristin Cline

A tent, up on the rooftop.

I have a mighty long list of upgrades that I want for my Jeep, such as a set of Method wheels teamed with Nitto Trail Grapplers, but considering how much I travel to events and camp out in random areas, a Smittybilt rooftop tent is on the top of my list. This way I can more comfortably save on hotel costs without worrying about all the creepy-crawlies lurking on the ground.

I’ve been good this year, right, Santa?

– Tara Hurlin

A race car.

I would love to be an owner of an RE Amemiya built RX-7.

I can imagine myself having very annoyed neighbors. (But I would try my best to be courteous, because that's what people on the "Nice List" do.)

– David Ishikawa

A steering wheel, good as new.

Among the usual world peace, harmony and the end of global warming, I want what any gearhead wants: a steering wheel. The steering wheel to me is one of the crown jewels of the car being what you, the driver, are in constant contact with. I am finishing a few changes to my '47 Chevy - the '49 column is restored and ready to go, but the steering wheel is completely cracked and falling apart.

With that said, I have the wheel of my dreams, it just needs a little magic to bring it back to life. I'll tell you what I told my wife two years ago: all I want for Christmas is my steering wheel restored. I'm not asking much, Santa, just a little plastic and chrome.

– Tim Sutton

A brand new truck.

My Christmas wish list is short this year. The jolly fat man doesn't even have to try and squeeze down my fireplace. He can kindly place my 2017 Ford F-150 SVT Raptor in my driveway. I'll take a Super Cab version, so I can start my ultimate desert dominating pickup build.

A Power Wheels version for my daughter would be nice too. She's been extra good this year.

– Ali Mansour

A time machine.

I have been very good this year, and all I want for Christmas is a DeLorean DMC-12. From the gullwing doors to the stainless steel body panels, it’s both weird and iconic at the same time. It does need to be modified, but not necessarily a time machine like in BTTF. Something simple; lowered with some old school wheels like Jon Sibal’s rendering will be just fine, thank you.

Though, if it was tricked out with a flux capacitor, I wouldn’t mind a McLaren F1 or Pantera version either.

– Justin Pagtalunan

Need more gift ideas? How about an electric toy car version of the McLaren P1 for the kiddos.

Pretend we are in an alternate universe where Matt Powers, Ryan Tuerck and Kristaps Bluss decided to join forces and become the next global headlining DJ group. This is what their music video would look like, and yes, it would still involve some insane drifting. Move over Chainsmokers; Powers, Tuerck and Bluss are in Latvia and they are Tripped Out!

Other than the sick beats by Stella Mwangi (the real music artist behind the video), this video also stars:

Twin Turbo V8 Nissan 350Z driven by Matt Powers

800 hp Supercharged V8 BMW E93 M3 driven by Ryan Tuerck

950 hp Supercharged V8 BMW E92 M3 driven by Kristaps Bluss

(Video by: Donut Media)

We had such a great time exploring trails in Panamint Valley over the Thanksgiving holiday last year  that it was hard to wait an entire year for Cal4Wheel’s Panamint Valley Days event. We were looking forward to running some trails that we didn’t want to do solo. The annual event takes place in early November with base camp set up on BLM property off Nadeau Road, and it helps raise funds to keep our public lands open to off roaders.

The event offered an enticing array of trails, everything from mild and scenic to body-damage-guaranteed. The number of rigs permitted on each run is limited based on the difficulty of the trail. We had our heart set on doing Goler Wash/Mengel Pass, because we missed it when friends ran it a few years ago, and it’s one of the best known trails in the area.

Getting to Panamint Valley

Panamint Valley abuts the western boundary of Death Valley National Park, separated by the Panamint Range, rugged mountains that include the 11,049-foot Telescope Peak. There is only one direct way over the Panamint Mountains: via Goler Canyon to Mengel Pass at 4,328 feet, and then down into Butte Valley.

Goler Canyon Trail Review

The trail starts on the Panamint Valley floor at the ghost town of Ballarat and heads south on the graded Wingate Road, following the contours of the Panamint Mountains  for 15 miles before heading up the alluvial fan into Goler Canyon. Along the way, we passed the entrance to several popular trails and the Briggs Mine, which was once the top gold producer in California.

The Jeeps kicked up a lot of dust and we were well spread out when we reached the mouth of the canyon, so we waited for everyone to regroup before proceeding. Google Maps and both of my GPS units show the trail as Coyote Canyon. Coyote Canyon is a different trail starting on the north side of Manly Peak and looping around to join Goler Wash on the south side of Manly Peak.  This section through Goler Canyon has always been known as Goler Wash. If you’re heading out here for the first time, make sure to start on the correct trail.

We turned east into Goler Canyon and began ascending through narrow canyon walls. There are mines and cabins scattered throughout the canyon if you have time to explore, and you can spot a tramline going up to the Lestro Mountain Mine. We had a full day of trail ahead of us and had to limit our stops, so we forged ahead toward Mengel Pass.

Wheelin' Mengel Pass towards Mengal's Cabin

There are several flowing springs in the canyon, and sections of the trail were steep and wet with running water. This could be tricky when temperatures are low enough to cause ice, or after a storm when the mud gets deep and slippery. We spotted a herd of wild burros posing for us on the side of the trail.

Four miles into the canyon, the trail enters Death Valley National Park. The beginning of the trail through the canyon to Mengel Pass is a slow and easy climb up the mountain.

After a while the trail becomes rougher, with a few steep sections…

Some dry waterfall ledges to climb…

and some boulders to negotiate.

From Ballarat it is 26-miles to the summit of Mengel Pass, and the last ten miles are all uphill.

At the summit, we waited for the others to catch up while enjoying the view of Butte Valley down below.

Mengel Pass is named for Carl Mengel, a prospector who lived in the area from 1912 until his death in 1944. In accordance with his request, his ashes are buried in the stone cairn at the top of the pass.

Butte Valley Off-Roading Overview

The descent into Butte Valley was steep and rocky.

The scenery was amazing; among the best that Death Valley has to offer.

We finally reached the floor of Butte Valley, named after the Striped Butte rock formation on the valley floor.

Stopping by the Geologist’s Cabin at Anvil Springs, we continued on quickly as people were staying at the cabin and our dozen rigs had already invaded their peace. The view from here includes an great perspective of Striped Butte.

Not far from the Geologist’s Cabin, we stopped by Mengel’s Cabin at Greater View Spring for lunch. From there we took some time to explore Russell’s Camp a short distance away. Both cabins sit below the 7,200-foot Manly Peak in the Panamint Mountains.

After lunch we started retracing our steps back to Mengel Pass. The rocky sections being more challenging climbing out of the valley through Mengel Pass than they were going downhill.

Exploring Barker Ranch

After cresting the summit of Mengel Pass, we took a side trail to the infamous Barker Ranch. This is where Charles Manson and his crew hid out until they were arrested in 1969. The house burned down a few years ago, but the foundation and several other structures remain.

After a full day of wheeling and exploring, we descended Goler Canyon and headed back to base camp for dinner.

Our route covered 61 miles of trail and took us a little over 5 hours to complete, which included some time for exploring. Trail conditions are constantly changing with the weather out in the desert. A trail that can be negotiated in 2WD one day might require an experienced 4WD driver in a modified rig after a storm, and Goler Wash is one of those trails that can change from one extreme to another. It’s always a good idea to check on the trail conditions when you plan to run it, rather than rely on old reports. The best place to get current information is on the Death Valley Road Conditions Facebook page.

Ready to wheel in Death Valley? Catch more off-road trail reviews from the area.

As someone whose favorite color is grey (it used to be charcoal), I can tell you right now that on any other day, I wouldn't be caught dead driving a pink car. But when my boss asked me if I wanted to attend an exclusive Volkswagen event, I found myself wholeheartedly responding, "Uh, yeah!" to the words "lunch" and "LA" before I knew the words "Pink" and "Beetle" would follow.

You don't need to tell me the 2017 VW #PinkBeetle is a limited edition; I don't care that it's the first car ever to be named after a social media hashtag. I get to travel to LA for free lunch — probably organic, farm-to-table and a little bit bougie — and test drive a brand spankin' new car. You got me, even if pink isn't really my color. I rarely get to do fun "outside" stuff like this on a work day. I'm there, 10 minutes faster than what Google Maps predicted.

I arrived with butterflies in my stomach, ready to devour free appetizers. Only when the restaurant hostess directed me to VW's table did reality sink in: "Oh, crap, I have to talk to strangers" ...strangers who actually got invited to this thing because of their social media/blogging "influencer" status. I, on the other hand, "influence" a mere 500 followers on Instagram. Could they sniff out my inferior Klout score? Would I stick out like a sore thumb?

It turns out, these women not only had awesome style; they were also genuinely nice, and I had no problem enjoying myself and participating in conversation.

Style, you say? Yes. Besides their plus-ones, I think I was the only guest in attendance who was not a fashion/lifestyle blogger. "I'm with a car magazine," however, seemed to suffice in making a good first impression. Darryll, the VW PR guy hosting the event, explained to our group that the #PinkBeetle has helped the company reach audiences outside the automotive world and in the realm of lifestyle and fashion.

"If you think about it," Darryll said, "Volkswagen has been a part of many people's experience with cars. When people find out I work for Volkswagen, a lot of them tell me, 'Oh, my first car was a Jetta!' or 'I used to drive a Beetle!'" Case in point:

With that said, it seems like a no-brainer for VW to start owning their status as a monumental part of many car owners' lives. The #PinkBeetle definitely goes with a certain lifestyle. The bloggers seemed completely in their element, making sure their environment was staged perfectly, snapping pics and Boomerangs right and left. They looked fabulous.

I will admit — I felt pretty cool cruising around the Arts District in that cutesy little whip. I had never driven a convertible before; with the top down, heated seats on, I enjoyed a perfectly cozy ride with the wind blowing through my hair.

The #PinkBeetle is styled to the tee. The interior's magenta accents and plaid seats are subtle while still making a statement.

Leave the real statement-making to the Fresh Fuschia metallic paint and HID headlights/LED daytime running lights (which never fail to look like googly eyes, cute lashes and all). The #PinkBeetle will stick out like a sore thumb passing that boring white truck and basic mini SUV, but this bug was meant to be noticed.

So would I want to own one of these? While the style is personally not my first choice, the 4-cylinder engine is also turbocharged. Performance-wise, the #PinkBeetle drove so smoothly; it felt like butter. On a good day, I might consider trading in my daily driver (an '09 Ford Focus) for the smoother ride, even if it ispink. 

Special thanks to Volkswagen for hosting this fun event!

Browse the gallery below for more shots of both the #PinkBeetle convertible and coupe.

Buy American! Support American Made! When buying a new car, many Americans consider it their patriotic duty to buy a vehicle that helps our country. But ‘buying American’ these days isn’t as simple as it used to be, especially when it comes to cars. These days, the only way to know for sure if your “American” car is more American than its foreign counterpart is to do your homework. Here are six key factors:

1. Factories Aren’t Everything

Photo courtesy of Volvo.

Companies such as Nissan, BMW & Mercedes are all foreign companies currently building cars in the U.S. But for many of them, their design, development and headquarters are still overseas. So while buying one of their vehicles is supporting domestic jobs, the higher portion of the vehicle’s cost may be landing on foreign soil.

2. Timing is Everything

Ford, for example, received a lot criticism for announcing this year that they will shift all of their small car manufacturing out of the U.S. and into Mexico within the next five years. So that fun, adorable Focus that feels so loyal and patriotic today, could feel a little more Mexican tomorrow. Knowing when your car was made will help to tell you where your car was made – a trend that seems to be changing every day.

3. Consult With Some Brainiacs

Photo courtesy of Kogod School of Business, American University.

American University’s Kogod School of Business puts out an annual Made In America Auto Index. In this study, they consider seven different criteria in order to assess a vehicle’s American-ness – including labor, R&D and profit margin, among others. Their research can help you understand why they consider the Honda Accord more American than the Ford Taurus. 

4. Vehicle Type Follows Trends

Many manufacturers, such as Ford and Fiat Chrysler, have committed to moving small car manufacturing out of the States over the next few years. However, SUV production seems to be very much a domestic undertaking. Traditionally, American SUVs score well in the index while also, obviously, selling well in the U.S. – such as the Cadillac Escalade, Chevy Suburban and Ford Explorer.

But just because it’s a big car made by the Big Three, don’t assume it beats out foreign competitors for American made. For example, according to the Kogod Index the Ford Escape scores 10 points under the Toyota Highlander’s 76% U.S. made score.

5. Numbers Matter Too

Photo courtesy of Cars.com.

Cars.com takes a different approach to assessing a vehicle’s homeland contribution. Their American Made Index takes a model-by-model approach, also including sales numbers/volume into the equation. For their 2016 study, the Top 5 vehicles were from none other than Honda and Toyota. So to be patriotic, do you need to buy thrifty sedan like the Camry or an Accord? Luckily the Chevy Traverse and Buick Enclave also made the list, but so did the Honda Odyssey. Rounding out the 8 were Honda Pilot, GMC Acadia and the Toyota Sienna. So it should be easy to buy an American car – stick to the big manufacturers, with plants in the U.S., right? Not so fast.

6. Small Companies Are Also In The Game

Photo courtesy of Volvo.

Swedish car company Volvo is now financed by the Chinese and their new S90 sedan will reportedly only be made at their its soon-to-be built South Carolinian plant. Another Chinese backed company, Faraday Future, is also building a plant in Nevada, not far from the enormous Tesla battery factory. So your Chinese/Swedish sedan could be more American than, again, your Ford Focus.

The reality is that we live in a world with a global economy. American automakers are manufacturing overseas while many foreign manufactures, from Kia to BMW to Nissan to Mercedes, are manufacturing on American soil. So when you buy a new ride in 2017, take your time, do your research and keep an open mind—because an American car sure isn’t as clear-cut as it used to be.

If you’re on Instagram, chances are you’ve seen this amazing artwork... done entirely on Post-it notes.

Galpin Auto Sports designer Doug Breuninger found his inspiration after attending a local art show in Los Angeles and seeing other types of original art, all done on Post-it notes.

You may remember Doug from our Ferrari Re-Imagined video, where he drew up this badass off-road 488 GTB concept, fitted with Nitto Ridge Grapplers:

Fascinated with the idea of learning how to do gouache paintings since design school, he decided to try his hand at drawing cars on Post-it notes. They were the only thing he had sitting around, so he started practicing with this medium.

“It was instant love and pure enjoyment,” Doug says. “I love the entire process, the challenge of painting at such a small scale and, most of all, how it looks when it’s done!”

More than 150 Post-it notes later, and he’s motivated more now than ever to improve his skills, continuously challenging himself to work with scale and detail in his quest to “level up as an artist.”

To see more of Doug's original artwork or purchase prints, visit notablerides.com.

Browse through the photo gallery to see each piece that's featured in the video at the top.