The days when Ferrari and Lamborghini were the sole, unquestionable, untouchable owners of the “supercar” moniker are gone. The Carrera GT’s clutch may have permanently besmirched Porsche’s “everyday supercar” rep, but the roadster's at least as dramatic as Maranello’s magic mounts. The SLR may be a dour machine driven by a brain-dead debutante, but the scissor-doored McMerc still has supercar written all over it. And those pesky Americans keep doing things to the Corvette that increase its credibility in the field of extreme machines. So is the “entry level” Ferrari F430 becoming a little, uh, pedestrian? 

I suspect that a large number of readers are dismayed by America’s love for the full-size pickup truck. It may be an inconvenient truth about cars, but there are still plenty of working people who love the gas-guzzling genre with a passion undimmed by concerns about global warming and America’s [entirely theoretical] energy independence. Drilling down one of Houston’s warehouse districts, the Ford F150 XL MidBox got more thumbs-up than a popular gladiator bleeding on the Coliseum floor. Admit it: other than all that PC stuff, what’s not to like about a workhorse with steel wheels and rubber floors?

Chinese automaker Geely introduced a new technology today they call BMBS. The system uses tire pressure sensors to tell the brakes when and how much pressure to apply to stop the car safely when a tire blows out. So why introduce it at an auto show where they're one of the smallest fish in the pond? To prove wrong the naysayers who "don't believe that China can innovate" according to Geely chairman Li Shufu. I tried to find out just how innovative the system is. When I asked Dr Frank Zhao, Geely's VP and chief tech officer, how BMBS compares to the active suspension from other companies, he said it didn't because it's unique. When I asked about its merits over active suspension, he didn't want to discuss it and tried his best to dismiss any questions I asked. I did manage to find out he's right about one thing: it's in no way comparable to active suspension. It turns out it has no yaw sensors and can't control a skid unless a tire's circumference is changing. You have to admit that's unique!

Chang Feng Motors one is one of a few Chinese automakers who crossed the Pacific to attend the North American International Auto Show. They did so to unveil their Liebao CS7 cute ute and Kylin mini-minivan today. Chang Feng want to start importing these babies into the U.S. in two to three years time– provided they can form a partnership with an existing distributor or U.S. factory. Chang Feng is already in a joint venture partnership with Mitsubishi, and manufactures a variety of vehicles based on various Mitsu SUVs. So you have to wonder why they don't just latch onto Mitsu here too. After all, anyone who can "manufacture off-road vehicles with world-class technology" using "the top engine of Mitsubishi, six-jar motive force" producing "consummate off-road performance, allocate completely, adorn luxuriously inside, it is comfortable and honourable to enjoy" shouldn't have any problems mastering American culture, right? (Quotes taken from Chang Feng web site.)

After failing to sell his gas-guzzling BMW and Mercedes-based "coach building" shtick, former Aston designer Henry Fisker wants good Karma. So he's doing his bit by introducing a hybrid that will keep the cosmos and ecosystem in balance. His Karma "Q-Drive" plug-in hybrid will operate as a gas-electric hybrid ("Sport Drive") or travel 50 miles on lithium-ion batteries ("Stealth Drive"). According to Fisker MD Alan Niedzwiecki, the LiIon battery pack ain't no vaporware. He claims it's been tested for two years on a bench and one year in a car. And Fisker's Q-Drive hybrid system has been tested for four years. (Not surprisingly, Niedzwieck says the Fisker Karma doesn't shares any engineering with the Tesla Roadster.) Fisker plans to sell the Karma (somehow that doesn't sound right) for around $80K come 2009. Whether or not the new car fulfills all the promises, if this beast was any sexier they'd have to call it the Karma Sutra.

The forthcoming Caddy CTS-V should make a few German uber-tuners sit up and take notice. ("Ja, those crazy Americans!") According to GM powertrain engineers and product guys, the CTS-V will holster a detuned version of the Corvette ZR1's engine. While cast pistons will ensure the new Caddy won't out-horse the new Chevy (Heaven forbid), the V will use the same mondo-supercharger motorvating the ZR1. Both cars will also boast a "competitive driving mode" whereby drivers can tell the electronic nannies to chill. (Good luck with that.) While the CTS-V gets the latest Magnaride suspension system, it won't handle like the ZR1 (duh!). But with launch control activated, Mr. Magnaride will enable weight transfer to the rear, just like an old-school muscle car. To keep the driver behind the wheel during all these gymnastics, the V gets Recaro seats– which aren't heated and cooled like the regular chairs. One more thing: CTS-V production will only be limited by market demand, of which there should be more than a little.

The autoblogosphere's going apeshit over the Corvette ZR1's price and performance. So here's some technical goss unearthed by TTAC's Sajeev Mehta in conversation with the powertrain guys… The Magnaride suspension wasn't available on the 2007 Z06 because Chevy's uber tuners didn't deem the system track worthy. Ferrari got it last year– AFTER Magnaride upgraded to new shock pistons and fluid, and a much smarter computer. Since Ferrari has it, the ZR1 gets it (the road course-killing Z06 is SOL). The ZR1 also has the larger of the two blowers available from Eaton Corp: a 2.3 monster that's bigger than many engines. Which means the ZR1 is SERIOUSLY undertuned from the factory. And just so you'll know how much trouble you're about to get into, the Uber-Vette's head-up display will show boost pressure on the rocket's windshield. Hopefully, it also comes with OnStar to call the paramedics, fire department and sanitation department if worst comes to drive the thing.

Jonathan Schipper is an artist with a web page. The liner notes to his work take the form of an essay entitled "The Shortcomings of the Living World's Experiences vs. The Infinite Potentialities of The Universe: A DEATH CATHARSIS PARADIGM." Right, well, the above ALL CAPS TITLE refers to one of Schipper's most recent works. Mr. Schipper explains why he crashed two 1:18th scale muscle cars, but the mechanics behind the madness is much more interesting. It takes about a month to unconvincingly compress two cars together without bending the hood, damaging the bumpers or molesting the paint. And, thankfully, crashing two $30 diecast vehicles for the sake of bad art is better than throwing away $150k on the real things. Oh wait. "These are models for a full sized piece yet to be constructed." Oh dear.

I recently ran into Moose, the famous employee of fabricating-badass Troy Trepanier and his "Rides" show on TLC. After tossing me in their award winning, Ethanol burning, Blowfish Salt Flat race car, Moose clued me into a new toy in Troy's shop: an EPA-blessed, plug n' play E85 conversion kit from Flex Fuel US. The bad news? Its only kosher for Crown Vic enthusiasts (for now). The good news: Troy's shop frequently cranks-up engine timing for extra power (20+ horsies) and marginal fuel economy losses (one to two mpg less) with the corn-fed fuel's 100+ octane rating. Sounds great, provided the government subsidies never run dry.

Though local labor unions approve of an Indian owners for the venerable Jaguar brand, stateside dealers want none of it. "My concern is perception, and perception is reality," said Ken Gorin, chairman of the Jaguar Business Operations Council, to The Wall Street Journal (as reported by The India Times). "I don’t believe the US public is ready for ownership out of India for a luxury-car brand such as Jaguar… I believe it would severely throw a tremendous cast of doubt over the viability of the brand.” Though working for former Ford CEO money whiz Jac Nasser and the cash leveraged Equity One make for optimal conversation at high tea, the marble-lined showroom stockers should remember this: money talks and bullshit walks. If Jaguar sells the right cars at the right price, it won't matter from whence the leaping cats come, or which nation builds them. If Ford can sell Mexican Fusions, and GM can sell Australian Pontiacs, and Porsche can sell Finnish Boxsters, and BMW can sell German MINIs, why can't you sell Indian Jags? For shame. 

I like to believe that the general population’s insensitivity to the joys of automotive design, engineering and performance is a simple matter of missed opportunity. If the average driver had suckled on Hot Wheels' sweet metallic tang from toddler-hood, if a mechanically-minded mentor had gently and gradually revealed the wondrous secrets of the automotive arts during their teenage years, if they’d been shown how to harness horsepower with skill and respect as adult drivers, they’d share my passion for cars with genuine soul. Meanwhile, Toyota sells millions of Corollas and no one complains. Why would they?

Just in time for Thanksgiving, Ford invited its forgotten domestic offerings for a feast of promises and not much else.  Car and Driver reports that Ford's Mark Fields won't send Mercury home hungry, but "we have higher aspirations for Lincoln." So Mercury still sucks and Lincoln will suck less. Even better, freshly-minted marketing maven Jim Farley reached higher by saying Lincoln must "take advantage of new overseas markets in countries such as China, India, Russia, and in the Middle East." With what? An old Volvo chassis and no V8 engine? But wait, there's less! Ford invited their red-headed stepchild for dinner, proclaiming the long-dead SVT brand is still part of the family. Note to Dearborn: the proof is in the pudding and we're still hungry. Happy Thanksgiving!

As their respective logos suggest, driving a Ferrari requires courage and finesse; piloting a Lamborghini means taking the bull by the horns and hanging on for dear life. In fact, driving a Lambo is something of a pistonhead rite of passage. It says you’re able to control– or at least survive– a monster. Anyway, that’s the old rep, before Audi started playing with the bull’s balls. I mean, finding a way to harness automotive testosterone for more “civilized” progress. Though enraptured, Farago wasn’t entirely convinced by the Gallardo’s Audiefied manners. Nuts to that.

Talk about keepin' it real. The badge-engineered Morris Oxford built India's automotive economy from scratch, but a new era of econoboxes chipped away at the Ambassador's (a.k.a. Amby) market share and umm, charm. Like Detroit, Hindustan Motors must see the writing on the wall; the latest Amby sports a freshened interior and increased NVH control that take it from tail bone bashing to merely harsh. To accompany the new-ish electronically controlled powertrains and fully synchro'd transmissions (1974 called, they want their stuff back), the company's devised a new name to tempt aspiring if nostalgic-minded motorists: Avigo. Looking like a Mini (no caps) on the cheap, the jury's out on the Avigo's success in the fully-globalized land of Bollywood dancers and Bhangra beats. Tunak, Tunak!

Heard of Carbon Motors? Relax. You're not alone in your ignorance. The Atlanta-based automotive concern believes the law enforcement community deserves more than clumsy Crown Vics and cramped Dodge Chargers. To wit: a suicide-door'd, diesel-powered macho sedan with none of the manufacturing constraints plaguing the Big 2.8's masculine metal. Carbon's recent collaboration with Lotus Engineering sounds promising on paper, but the CGI-intensive website is distinctly DeLorean-esque in its lack of a business plan.  No matter, the digitally rendered, Walrus-nosed prototype makes Carbon's pie-in-the-sky venture a hypothetical breath of fresh air. And not much else.