Straight pipes on anything street driven is just obnoxious - maybe if there's enough turbos between the cylinder head and my ear to quiet things down you might be able to get away with it but otherwise, no.

Because Buick/Cadillac dealers would pitch a fit if they didn't have trucks to sell.

I always thought of GMC's the same way (and it's probably still true for heavy trucks) but at some point GMC's light trucks acquired an air of being more upscale (whether real or mostly imagined) than their Chevy counterpoints, probably because GMC is usually paired up with Buick/Cadillac dealers. It may just be that…

American cars have been using metric fasteners for a loooooooong time now. I've got a Ford, Chevy, GMC and Buick ranging from 1996 to present in our extended family fleet and the only time I touch a SAE wrench or socket is when I can't put my hands on the 13mm so I grab a 1/2" instead.

Pffftttt... radiator insulators - who spends money on that? I just use a piece of cardboard.

The problem is is that converting engine power to electricity and then into motion with an electric motor is less efficient than just using the engine to directly power the vehicle in some cases which is why GM backtracked on all the big claims of the Volt's gas engine not driving the wheels.

They still need power. No matter how much torque it makes, if it only makes 100HP the acceleration is still going to be painfully slow at anything faster than stop & go traffic speeds.

Bring a lunch to work - double whammy of saving the gas you would've used going somewhere for lunch plus the $8-$15 you would've spent on lunch.

As much as I loved the straight-6 in my mom's 960, Volvo has always been 4 cylinders to me. This seems right.

I can't say I can account for all the extra weight but an iron block 5.4L is significantly heavier than a 4.6L and even more over a 3.8L. The Cobra R's IRS is heavier than a GT's 8.8" live axle which in turn is heavier than the 7.5" in a V6. And the V6's T5 transmission is lighter than the T45 or 3650 which are all…

Normal GTs were in the 3200-3400 lbs range with the New Edge body style being slightly lighter than the earlier bodies. The SN95 was only 100 lbs or so more than the later Foxes it replaced - the Fox had bulked up over the years too as it was refined and its feature list grew. I don't think there's really that much…

It's a German Mustang. The SN95 lives!

Frightening, isn't it? And this apparently happens all the time! There's usually at least one of these completely worn through rotors on that forum a day and if you figure that's just the tiny fraction of people who are mechanics and that are on Reddit and know about that subreddit and think to take a picture of them…

Those nubs make up the vents on that vented rotor - the rotor face on that side has been completely ground away. Most vented rotors have solid vanes but this one has cutouts in the vanes.

Those are a dime-a-dozen over there on justrolledintotheshop - the best ones are like works of art:

I learned a lot about car control in the arcade in Atari Hard/Race Drivin' machines.

What were you expecting? What more do you want from it? This is what sports cars in the late 80's looked like inside. And where do you think the Big 3 got their ideas for those 90's Mercury & Pontiac interiors? From copying the Germans.

It's like a hires version of a 16bit videogame title screen.

Coming up with a list of the worst inline-sixes would be more interesting. Are there even any bad ones?

What's remarkable to me is that the 2015 Mustang, while it won't look like a Fox-body, will be much more similar to a 1989 Fox-body than anyone in 1989 would've ever believed.