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Ring Bros. Aston Martin, Gordon Murray S1 LM and the Cobra project gets a driveshaft.
Ring Bros. Aston Martin, Gordon Murray S1 LM and the Cobra project gets a driveshaft.
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About this episode
Phil Goldberg shares his hands-on experience with his Cobra rebuild, detailing the challenges of fitting a new drive shaft and transmission in a compact space. The discussion highlights the unique engineering behind the project, including the need for custom parts and the ongoing learning process. The episode also features insights into the Ring Brothers' latest Aston Martin build and Gordon Murray's new S1 LM supercar, showcasing the blend of classic design and modern engineering. The hosts reflect on the automotive industry's shift towards high-performance electric vehicles and the enduring appeal of traditional muscle cars.
Topics:
cobra rebuild
drive shaft issues
ring brothers aston martin
gordon murray s1 lm
electric vehicles
muscle car performance
custom engineering
automotive design
Cars:
Buick Regal
Chevrolet Camaro
Chevrolet Corvette
Dodge Challenger
Dodge Charger
Ford Mustang
Ford Mustang GTD
Gordon Murray Automotive T.50
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Hello, welcome to CarCast.
I'm that promoter, Andrew here with Phil Goldberg.
Good morning, second wind.
I woke up in the garage.
I'll tell you what, when I undertook this rebuild of the Cobra,
I really didn't realize what it meant from start to finish
in constructing a vehicle.
And I'm not even constructing it from the ground up.
I'm reconstructing it.
So I mean, I've got a huge advantage.
But Jesus Christ, man.
I'm changing bolts out of this thing.
I've got OCD so bad.
I don't ever suggest anyone with it
as bad as I have to build cars like this.
Because I'm literally, I'm cleaning stuff
that doesn't need to be cleaned.
I'm changing bolts.
I'm doing really great.
I'm going to bring up an image.
You're going to explain what it is.
So those who are on YouTube can see this.
OK, we're looking at Goldberg's Garage Instagram.
And look at that adorable little thing.
I think that post didn't get that much traction.
I thought with the humor that I laid into that,
that it would really do well.
And the thing is kind of cute.
So this is the drive shaft you've been talking about
for the Cobra.
And it's basically the U-joints with maybe four inches
of drive shaft, five inches of drive shaft.
Like it's not as big as my hand, right?
And see, if you look closely and you know your metals,
then you obviously can see that.
And if you remember, comparatively,
that's not the original drive shaft that I got with the car.
So the one that I got with the car was metal, right?
And so its strength was able to allow
it to be constructed a little smaller
than this aluminum one, correct?
And so, you know, therein lies a problem
in that the hoop didn't fit anymore because it hit.
You know, U-joint hit on both sides of the hoop,
which defeated the purpose.
So we had to alter that.
And I'm waiting for that to get done.
But you know, you solve one problem and you go to,
you solve a problem and another one
rises its ugly head.
So you got the drive shaft in.
And yes, it's cute.
But yes, we have another issue.
Here's the thing about the drive shaft hoop.
The drive shaft hoop is normally there
and it's toward the front of the car
because if the drive shaft breaks,
like towards a transmission,
if it pitches down forward and then hits the ground,
it launches your vehicle into the air.
This wouldn't need a drive shaft hoop
because if it broke and we just fall out
and run away, like it wouldn't even touch the ground.
And plus you've got the frame underneath it,
this X of the frame.
I just don't want it coming up and ripping my ass apart.
Yeah, so I guess, I guess if it goes around
because you're looking for more reinforcement
of protecting yourself, then sure, I get it.
But the normal use of the drive shaft hoop.
It's a projectile preventer.
Yeah.
That's all it is.
Anyway, here it is.
We've been talking about the drive shaft for so long now
and listen, look, it looks great.
It looks beefy.
It looks like it's gonna get the job done,
given how much power this thing is, but you're right.
This car, it's just so tiny
and with the new transmission in it,
it's kind of hilarious.
It's hilarious.
I mean, and I had to pop the transmission up.
To get the angle correct for the yoke to go ahead
and it's just, everything is a struggle, right?
And you would think since it's so small, it'd be easy to,
but there's just no room.
Here's another point.
Another point is with the limited size,
I mean, unless you use carbon fiber
or titanium or something,
I don't think you're gonna get anything
able to actually hold the power in that car.
But that's under the circumstances
that you actually get traction, right?
You're never, never gonna get traction in that car.
So I don't have to get a drive shaft
to be able to contain 800 horsepower
because it's never gonna be put straight to the ground.
Right.
I mean, that's why the boys at Holden Brothers
got it done for me.
One of their neighbors is a drive shaft guru
and they gave him the horsepower range
and he's like, it's not gonna hold.
And I'm like, and they came back to me telling me
and I'm like, guys, don't worry about it.
It's not gonna, it's not gonna come into play.
And you're not putting slicks on it.
You know, like if you're putting slicks
on that thing ain't gonna hook.
It's not gonna hook, you know,
unless you had a track that was unbelievably prepared
and yes, it possibly could.
But then the drive shaft would pop up again.
I mean, the rear end would pop up backwards again
and they would slam the drive shaft on the frame
like it already did.
But it's all good.
All right, so now the new retired Goldberg
because you're in the garage doing stuff busier than before.
The retired Goldberg means
Nothing.
Means back at getting some of the videos up
when you were training and focusing
and getting Pratt for WWE for six months.
Took a break from getting some stuff posted up
on the Goldberg's Garage YouTube channel.
I saw a video up there now of the slay
which we were teasing five, six months ago
but now got around to doing it.
So now that you've got it, I guess you could just,
it doesn't need any real rhyme or reason.
Just like-
Rowan shit up against the wall.
Just put videos up.
You've got content.
Anything that you think is interesting or fun,
put it up there.
You even saw it on the comments
that we just posted that Instagram post.
People were going, great, can't wait for the videos.
And it was like, I know.
Thank you for being patient.
They're on their way.
Start getting-
I mean, obviously if you put yourself in my shoes,
you have to understand the hierarchy
of responsibilities in the last six months.
And so as much as I love sharing content with everyone,
I have put it way on the back burner
and let's just say that it's piled up exponentially.
And I got, I mean, my devices are about to explode
with all the videos.
And I mean, my God, the amount of time
that we've hit the camera coming in here
and working on the Cobra every weekend.
And me now every day, since I'm retired,
man, it's just, it's been awesome.
Just having a week of three or four days
being able to go out when I have time
and just get stuff done, weather stripping,
just the trivial little laborious shit
that you've got to do on every vehicle.
I got to go back and tighten every frickin' bolt, right?
I got to do the safety wire on every wheel.
I've got to do things that take a lot of time
and get absolutely no credit for.
So stuff that grunts do, stuff that the first guy
or the last guy that was employed in the shop,
throw him this one, that's the shit I'm doing.
But it's fun.
And I just, I mounted the positive
and negative junction boxes, the power junctions yesterday.
And in a Cobra, I've got everything mounted
on the firewall, right?
And everything mounted on the rear of the dash.
And what I'm finding again is that, man,
this car is small and there is not a lot of room
for a lot of stuff, especially when it's heat sensitive, right?
And so what are my options?
I don't have a lot, you know?
But it's a fun process.
I'm learning a lot throughout it again.
And thanks for Clint from CGC
and thanks Manny for coming out when he can
and helping me out.
And actually Newborn contacted me yesterday
and he's going to come out and probably help us
finish this thing up just for some giggles, you know?
So that's like a guy coming in and making a two foot putt.
Yeah.
Yeah.
Fucker.
We were at trying to find a couple,
couple quick photos for you.
There was a pretty, pretty good Cobra display.
I was going to say in Monterey.
In Monterey.
And I'm sure you-
Different kind of Cobra.
I mean, yeah, these are all the big money cars.
I want to say Peter Klute had one there.
This might, I don't know if this was Klute's car,
but all of these with history and killer, killer cars,
right?
But look, you know, each one slightly different.
That was kind of the beauty of these things.
And that's why we're, this was Bruce Meyer's car.
So this one we've seen in his garage.
This is the first production 289 Cobra ever.
That's so badass.
I've seen photos of that car.
Yeah.
And again, through this process,
I'll tell you another thing that I've learned
is that, I don't know, with any other car,
you always, everybody has opinions
as to keeping them original and, you know,
having liberties with them.
There was no car better built to take liberties with
than a Cobra Kid car.
There's only so many things you can do,
but the combinations are endless.
And that's the coolness of the ability
to replicate such an iconic cool car
and throw your own spiel on it, you know?
I don't know, I'm having a conversation with Clint
because Clint's gonna put one in.
Clint's gonna buy one
and he's talking about putting an LS in it
and I'm trying to talk him out of it
because it's such a hideous motor
and there's only as so many things
you can show off in that car.
And opening the hood is the main one,
but I get his side of it.
It's extremely dependable, cheap, easy,
a lot of horsepower.
But you know what?
There are enough things in the aftermarket
where you can make an LS look more and more like.
I know, modernizes the cockpit
or it modernizes the engine compartment, I believe.
Yeah.
You know, I don't...
You can put like an old-school intake and a carburetor
or, you know, you can, onto an LS.
So there's something, but let's to your point
at Monterey, we went over and talked to the Ring Brothers
and they brought out this Aston Martin that they were building
and it was absolutely phenomenal
the work that these guys do
and they're just the nicest guys
and we should have them on the show
to walk through all the things that they did on that car
but they had a client come to them
and said, let's build a car
and he said, and they said, what do you want to do?
And Mike and Jim were just like, just not a Mustang,
not a Camaro, not a, you know, like,
not stuff we've done before.
And the guy goes, how about an Aston Martin?
And they're like, oh, okay, that's interesting.
So they went down this path.
Now, this car of course evolved into, you know,
Gary Regal getting pen to paper
and sort of redesigning everything from scratch.
The only thing left from an Aston Martin
are like the window switches, the VIN number
and a couple of other, like that's it.
But it has a Ford Coyote engine in it
and I'm sure there's some backstory as to why
they called Aston Martin.
Aston Martin didn't want to like play ball
on this type of project.
I'm sure after the amount of press
and how well that car came out,
maybe Aston Martin was kicking themselves, going, no.
But they designed this thing with this incredible hood
and the hood scoop kind of set back
and they wanted that to be functional.
So it's got a Coyote engine
with a hair up supercharger sitting on top
but that would not work with the hood.
So they had to go to hair up and go, listen,
if you wanna help us out here,
we need to redesign everything on the supercharger.
We need to go back from square one.
So the entire case, all they had
was the twin screws going in the supercharger.
The whole case is redesigned.
The air to water intercoolers that are in there
are all redesigned.
Everything just worked with this.
It came out fantastic, it's amazing.
I don't know if it's meant to be
like something to be reproduced.
Like, hey, we're gonna do five of these things
if people want them and if that client is okay with it
or is there gonna be slight variations on it?
But it's a complete carbon fiber body.
It's on a roadster shop chassis.
It's got a Coyote engine, everything else is hand done.
And it's coachwork now.
It's just built from scratch.
Oh yeah, yeah.
You can charge what you want
because there's enough people out.
There's always that one guy out there
that's gonna buy it.
And this is proof positive that that's always the case
because the brothers went to a place
where you would never think that they would be
and they made a sale.
And so it's extremely smart business.
And the truth be told, you know, I challenge anybody.
I'm sure there's many people out there
that nobody knows about
that are as talented as the Ring Brothers, right?
But that we know about,
I ain't seen nobody compare with them
and they could build a fricking,
what did Wanda have, a Pinto and make it mad ass.
They have never been to car week.
They've never been to the quail.
And they got talked into it
and they were so nervous going into it,
they're like having a booth at the quail with this car
is five times as much money as going to SEMA.
And SEMA is not cheap.
And they're like, we have to sell a car or two
at this price, which I know the price,
it's not for me to say, but it's not cheap.
And I'm gonna guess.
He who sells $250,000 blazers, it's not cheap.
I'm gonna guess that they walked out of there
with about five orders of new builds coming out of there.
Because I truly believe that they could,
the amount of orders that they could garner from that
would be limited by the amount of times
they'd wanna pick up the phone.
Yeah, and those guys,
they do so much of the work themselves.
They have a great team,
but it's not like,
you know, look, I like Canapa,
but I don't know how much Canapa's working on cars himself,
right?
So Canapa can get, you know, the Porsche 599,
sorry, the 959 that he builds,
he can take five orders and commission those cars
because he's got a big team to do it.
He doesn't have to build them all.
So if you go to the Ring Brothers
and you get five cars or six cars or seven cars ordered,
those guys go, well, we know what we're doing
for the next five years.
Please, yeah, absolutely.
And that's the beauty of it,
because they enjoy it, they've got a business model,
they're obviously nailing it,
and they're having fun, you know what I mean?
I hope they are.
And they put a few stuff on the planet.
How can they not, every time you see them,
they're smiling, even when they're bitching,
they're smiling.
They had another like,
Aston Martin the original,
like split down the middle and turn into a bar
and they were like serving cocktails
out of the roof of this thing.
And it was a great display.
I remember when something like that was sacrilegious.
Yeah, like I don't know how much of it was real or not,
but it looked, they wanted to show like just a profile
of like this is where the car started
and where it ended up.
And if you follow them on social media,
you can see the car now and start digging
into all the things that they've done
that was different.
I'll bring it up real quick on.
Like the slay, and I was talking about,
the main focus of that video was that it was a mule car.
Yeah, they probably had a mule car
and they cut it in half and couldn't sell it.
So repurposed it.
Right, so this is a good picture.
You can see the original car where they started,
where they ended up quite different.
Awesome.
The original interior versus theirs.
You know, you can see what's going on with the eyebrow
above the gauges and stuff and how they bring that in.
That's some cool features.
Again, we should have them walk us through it.
The front end with the hood scoop
and where the eyes and the kicks up in the front
on the hood, their version.
I think the best way I could describe the Ring Brothers
is they're a modern version of an old school,
what's his name?
Joe Martin.
If Joe Martin was to kind of,
turn his shit into jewelry,
it would look like,
that's my impression or that's my comparison.
I gotta, you gotta look at these wheels up close at some point.
They're made by HRE.
Go figure.
And this design on the wheel
is actually mimics the original wheel.
And it has like a cast wheel with these pockets in it
and they did sort of a floating version of it.
Look at that.
A very cool
modern version that HRE got to be a part of.
These guys, man, are just, they're fabulous.
Here's the hood scoop we were talking about,
how it has to feed the engine to be functional.
Oh, so here in the back,
you see this car in the back,
we're just looking at this photo.
That's the sliced one and a half.
And this guy back here is the bartender.
Ha, hood's backwards.
Yeah, anyway, they did a great job.
Here you can just see it just a glimpse.
And I know we're on the podcast
and I wanna show too many photos.
You can see it on the YouTube channel.
But this is the supercharger on top
and you see it feeds.
They went with a GM throttle body
because they claim it's a little bit easier to tune.
So they used a GM throttle body on a Ford Coyote engine
feeding this hair up supercharger
and this big scoop mates up to the hood and is functional.
That's awesome.
But just, you just look at it and just the fit
and the finish and the quality
and just how everything is that there's,
you can't see in this photo,
but the like the chrome trim around the seats.
Here you go, like up in here, just.
Beautiful.
I mean, I don't know what it costs to do that interior.
That interior is too.
Automotive.
That's, I mean, these guys are, they're unparalleled.
Awesome.
Okay.
There's another thing I wanna show you from Monterey.
Let's take a quick break.
We'll be right back.
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Okay, so going into it,
I knew that Gordon Murray had launched
Gordon Murray specialty vehicles.
This, we talked about this before a little bit,
but Gordon Murray Automotive,
they have the T50, the T33,
the T50 Niki Lauda edition, I believe.
But it fits the parameters of that company.
A certain type of supercar, a certain look,
certain performance benchmarks.
But what we're seeing now is more and more
of the high-end car companies offering
a sort of a coach-built arm.
Like Bugatti announced their division,
well, they will do two like specially designed
one-off cars per year.
They'll build two of these per year.
So you can go to them with like a Bugatti Chiron,
for example, if you wanna start with that and go,
you know what, the Chiron needs,
it needs to be a three-seater,
like a McLaren and I wanna redesign the body
and then if they like that project
and you have enough money and you're in line,
Bugatti will go, great,
let's see how we can spend $5 million
and make you one of those things.
But I like the idea of Gordon Murray going creatively,
we can do something else.
So a client came to them and said,
I love what you're doing with the T50,
three-seater, fan, incredible power,
but what if we went really kind of in
on a modern-day McLaren F1 and styled it after that?
And they said, hmm, okay, I'm listening.
What's money here?
And what they came up with was what they call
the Gordon Murray S1 LM, S being specialty, specialty one.
So here is, here is the car they built.
This is based off of the T50 and-
Exactly like the F1.
It looks a lot like the F1.
I wanna say it's 690 horsepower.
So unlike the T50, there's no fan in the back
that we can see, right?
But very F1 in the back, right?
Like that's definitely McLaren F1.
Fuck me, fards, sorry, excuse me.
Man, that car is beautiful.
Is it?
All it is is a modern F1.
That's it.
And just all the development and testing and R&D
they put into the T50, they put into this.
But why didn't he do this first?
The client came to him and I kind of feel like
he was getting asked a lot too, going-
But he's Gordon Murray.
Don't you think he would have been asked
every day of his life?
I mean, I can't believe that originally-
I mean, originally didn't you think
this is what the T50 would look like?
I mean, obviously he went with different technology
and wanted to separate himself
and show that it was a new day.
But the reality is this is what I wanted.
This is what everyone wanted to see.
I agree.
And I mean, the front end, this is a modern day F1.
It is gorgeous.
Absolutely gorgeous.
The only part I don't like about it
is the, I don't know.
I don't know.
There's something squatty about it.
It looks like it's been squished together.
It doesn't look like it needs to,
it looks like it should be longer.
It looks too much like a 360.
I don't know why I'm saying that, but.
I mean, the engine is rear mid, right?
When I saw it in person,
it seemed a little bigger than the T50.
So maybe the front end is extended.
But smaller than the F1?
You know, the F1 is kind of small.
It's wide.
I don't know how it compares to the F1.
That's a good question.
Because the T50, yes,
it does appear to me to look like a smaller vehicle.
You know, like a three-quarter size thing.
But the F1, you know,
because it exudes a different stance,
I guess it looks bigger.
But I mean, this car is gourd.
That shot right there is absolutely dropped.
It's nuts.
Yeah, it's gourd, it is.
So you ask, why did Gordon Murray do this now?
Why for this customer?
Here's the answer.
Because the customer went to him and said,
let's design a modern-day F1.
And that customer said,
I would like to buy five of them.
Bah!
He's like, make five of them.
So I don't know what that means.
Is that five million a piece?
Is that eight million a piece?
Is this a 25 million dollar project
or a 50 million dollar project?
And what does he do with the five of them?
Is he so rich he's gonna keep them all
or gift them to his friends?
Or does he go to Gordon Murray and go,
I'm gonna keep the first one,
make each other want a different color
and I'll sell them at auction and people can enjoy them.
And we'll know which one is which
because maybe we'll just do like five different colors.
Like who knows?
I mean, it could, obviously with somebody
with this amount of money,
it could be any for any reason humanly possible,
but maybe it was a great investment
to be able to knock the price down
on the one that he's keeping.
If he bought five of them,
then he could take four of them
and make so much money on them
that he'd get the fifth one for free.
Yeah, or maybe one of them goes back
to the GMA museum.
Never know.
You know, how can you pass up that opportunity
if you're Gordon Murray automotive?
Not just Gordon Murray, but the company to go.
We gotta make more than one of these.
We'll figure out how to do this financially
and the company is keeping one.
So yeah, and that raises a lot of questions.
And it's...
Look at that.
I think it's unbelievable.
I think you answered one of the questions
as to why he didn't come out with this one
as opposed to the T50.
And I think you answered it by saying
it was asked to be built by a customer.
Yeah.
So it wouldn't be like Gordon Murray
trying to trump.
I don't know.
I mean, it's...
Well, the T50, Gordon Murray really wanted a fan car.
He wanted that to develop that fan component
that he worked on a long time ago.
And then this version of the car is eliminating the fan,
but taking the four liter engine
and punching it out to 4.3 liters
and making it 690 horsepower.
And this car, you can say,
yeah, we're gonna add arrow, we're gonna add a wing,
but it doesn't need to do what the T50 does.
The T50 is all about performance benchmarks
and meeting his, not just performance goals,
but engineering goals.
And this one obviously doesn't fit in that same model.
This is just the coolest looking...
The sexiest car I've ever seen.
Like, it's pretty cool.
Now, these look like some renderings for whatever.
But anyway, cool piece.
Glad they built it.
I love that this type of innovation is happening.
But yeah, I know you're such a fan of the F1
and it's tough to go,
nothing can ever match that.
Nothing's ever gonna get there,
but they nailed it.
Yeah, he killed it.
I mean, they couldn't...
Yeah, I think...
Wow, that's, I'm kind of, not speechless,
but that was absolutely gorgeous.
And like I said, that's what I expected him to produce
once he got back into the fray, you know?
But again, I know why he didn't,
I think I know why he didn't, but yeah.
Okay, so I mean, plenty more of the next few weeks
to talk about with Monterey Carbic.
Alistair was up there as well.
We were jumping in and out of a number of things.
So on future episodes,
probably the ones with Alistair as well,
there's gonna be some interviews that are gonna pop in
that he was recording, that I was recording.
I think we've got an interview with the head of Bugatti
and a couple of other things as well.
So there's gonna be some cool, interesting stuff.
I think I'm gonna get an opportunity
to drive the Mustang GTD.
Oh, nice.
It won't be on a track, but it's kind of out
in the middle of the desert where
we can stretch its legs a little bit.
Also had a great conversation with
one of the new owners of Willow Springs
and talking about the things that they're doing there.
I think they've already dumped,
if I had to guess, $15, $16 million into repaving stuff.
Streets of Willow has runoff.
Before it was just like the edge of the asphalt
and then when water would come down,
it would create like a rut.
So every time you're off the track,
it would tear the tire off your wheel
and now it's got like a proper runoff.
Yeah, so I believe that is done.
The carting track, the go-kart track is done.
I think the, whatever the one,
the horse trail thing might be done.
They've got some more elaborate plans for Big Willow.
Maybe even add some pieces to it to reconfigure it
so they can do a slower version and a fast version.
They should invest in a hospital nearby.
So here's the other thing is, yes,
prices to rent the track will go up,
but the reason why is because
before you would rent the track and they go,
here's the fee and then you've got to provide
all your own safety and ambulance and all,
no longer the case.
That is all mandatory.
It's part of the package.
That's the fee.
So if you go there and you complain,
oh, I used to rent the track for a few thousand dollars.
Now it's three times as much
because now it's a proper track with an ambulance
and safety and things like that that you get.
No questions asked.
It's not negotiable.
It's included.
They're gonna be building out some facilities.
So it's gonna be, I think a track day
and sort of a big presentation October 11th.
I'm not sure if they're selling tickets to it yet.
I just heard about it and the guy I talked to, by the way,
is he's on the private equity side.
He's the guys who paid for it.
Not just the guys who are like doing the PR
and stuff for it.
You get somebody on that's doing the PR.
Yeah.
You know what?
Ian Kahn, Kahn's the agency doing the PR for it.
The guys from Singer are involved
in helping with sort of the management of it.
And then is it cross capital?
I forgot the-
That's a hell of a lot better
than what it could have been, you know, right?
So I'm-
The good news is, yes,
they're all in on making this thing a great destination.
Palm Springs is three and a half hours away.
This is two hours away from where I am.
It's probably an hour and 45 minutes,
an hour and 30 minutes from, you know, like,
you know, the Pasadena side of town.
So it makes it much more accessible,
not to mention, you know, for track days,
for racing events, for filming, they're going,
oh, the other thing you told me is,
is they're building on site
a fully like production studio room.
So if you're, I don't know,
if you're a car and driver and admins.com
and you want to go there and actually have people
in an air conditioned room working on stuff
and like they have a production room
that they're building out or setting up as well.
2025.
Yeah, right.
I mean, of course, like, how do you not?
And you can pop in, you can do interviews,
like they're thinking about this.
Already made for itself.
Yeah, you know, logically they're thinking about it.
So that's cool.
That's exciting to hear.
The other thing I think I wanted to touch on
because this has come up so many times
is Dodge Charger.
We had the EV, they're saying
that the six cylinder engines are going in it.
You get the two versions of the six cylinder engine.
The 550, the 420 horsepower engine
and the 550 horsepower engine,
the 550 hurricane engine, 0 to 16, 3.9 seconds.
They claim a 12 to quarter mile.
I think it's slightly slower than the EV
but obviously a completely different car.
The pricing on it is, is what they disclosed.
By the way, order books are open.
They opened about a week ago.
It's going to be
51,990
for the 420 horsepower Charger RT.
56,990
for the Charger Scat Pack with the 550 horsepower version.
The two door adds about $2,000 to that.
Now what does this mean compared to the EV?
It means you can get a 550 horsepower Charger Scat Pack
for about $20,000 less money than the EV.
Sorry, I don't know why that cracks me up.
But
You don't need to add anymore.
Let's just.
And as we sort of
That's our secret though.
As we speculated before,
trying to fit the V8 engine in there
would probably require a significant amount of,
well, significantly more amount of testing,
maybe crash testing, R&D and whatever.
But it would be worth it
because it's the only way they're going to sell that car.
Right.
So Dodge did come forward and they said simply this,
we checked and it fits.
That's it.
They've said that for over a year.
Yeah, but now they're sure it fits.
And I think they meant was
we're going to bridge the gap
probably price wise between the $56,000
six cylinder or the $52,000 six cylinder
and then
you know, the $20,000 extra.
Here's the funny thing.
And this again is perception.
Okay.
I got in from out of town last week
and on the way back from the airport
I saw
a Daytona, a six pack car.
Yeah.
It's amazing how much better it looks
when you know it's got a gas engine in it.
Yeah.
No, I swear to God.
It's the funniest thing in the fricking world.
Right.
Because I'm anti-EV a thousand percent.
So when I see that car
and I know a thousand percent that it's got an EV
and it's hideous,
but now it's growing on me.
It's possible for it to be a palatable car.
It's funny how it that works.
That's all I'm saying because it happened to me.
You know, and I see my and I saw myself and I'm like,
are you actually looking at that car
and you have a completely different opinion
of the car now.
You know, I'll tell you,
I I'm I know everybody's anticipating the V8.
We want the sound.
We want the Hemi, but and the six cylinder engine
is like physically it's ugly.
But at 550 horsepower starting point
and if it's fairly lightweight compared to what the V8,
once somebody like Mario at Gearhead
starts to breathe on that thing a little bit.
He's already doing it.
You know, I would imagine
and it doesn't have to just be a drag race vehicle.
If he can if he can balance the weight of that thing
and turn up the WIC to, you know, 650, 700,
that's a it's an interesting track car.
When guys like me that really place a lot of stock
in history and lineage of the Hemi start dying off,
that that it's going to take over, right?
Because it's it's reality.
Yeah, right.
It's reality.
I mean, even though visibly,
it's a hideous package comparatively,
it could be dressed up like an L as can.
I would imagine.
But you look at numbers.
It's a numbers game.
Yeah.
Yeah, so you're a hundred percent right
because the Corvette ZR1
and the ZR1 X were announced,
the pricing's out and the Z06,
which is phenomenal, flat-plane crank,
naturally aspirated sounds amazing.
That went from high markups
to being discounted at the dealers.
People are going, I get it.
It's a cool car.
And right now it's probably the deal of a lifetime
like that's probably that the guys like us die off.
Those things are going to be gone.
You know, and it just everyone's going,
I just rather pay more money and get the ZR1
and get the big dog.
Is that going to happen to the charger?
And we're going to look at a 50 to $56,000,
400 to 550 horsepower inline six and go,
I know, but when the Hemi's out,
no one's going to buy the EV,
no one's going to buy the six cylinder people.
Although if you do the you do the math on it's like,
how many regular chargers and challengers
were sold versus the Hemi?
We talk about the Hemi, but the numbers, there's a lot.
Love that, that four door charger
with the normal engine in it,
whatever it was, the six cylinder,
they sold a lot of those.
Absolutely.
Yeah.
Yeah.
You can recharge them and for $20,000 less
have the same visibly visual car.
You can do all the same modifications
to it visually wheeled tire package
and you can get something
that's arguably more fuel efficient
and cheaper to ensure.
And it could look exactly like the other.
Yeah, and it'll look just like the others.
That is one of the things, right?
So, yes, when they do the Hemi versions of it,
I'm sure they're going to do things like,
oh, it's a little wider,
it's a little more aggressive.
We changed the hood, we changed it.
Okay, but the aftermarket,
which we love is going to go, I can do that.
And they're going to offer up versions of the hood
and everything else.
But that's the beauty of these cars
is something that's fairly attainable
in a world of $40,000 plus $42,000,
the average price of a car for low to mid 50s,
get something that can perform.
The numbers, the performance numbers are no slouch.
What's the weight difference
between the six pack and the EV?
That's what I wanted.
Oh, yeah, we'll have to look that up at some point.
We'll have to find out.
But the, yeah, let's see.
I don't know if they released the weight.
I'm curious, that's the biggest thing I'm curious about.
I don't know if they gave us the weight on it yet.
So that's the, on the gas engine car?
Yeah, well, this is a question for Alistair,
because when they get the cars in
and when they do their testing on it
and talk about just the balance of the car
and weigh the cars, they'll put together
sort of a leaderboard when they're,
the data, because he can access the data on the fly
that I don't normally access,
like in the middle of the podcast.
We're like, let me, let me look.
But yeah, that's a good question.
And then what's the weight difference
between the hurricane engine and the Hemi?
I'm just curious about that too.
I don't really know.
Anyway, yeah, listen, all good questions in due time.
We will get to all of those things,
but it's interesting that they're fixing the glitch.
Right?
They're fixing the glitch.
All right, well, listen, I think,
I think it's enough time for today
that there's still more to get into.
But we're gonna have to do it.
We're gonna do it next week.
All right, we missing anything?
You got more stuff?
Listen to my personal story about the sleigh.
That's all that it is.
I don't know.
Colberg's Garage, check out the video,
the sleigh video's up there.
You can hear that.
I don't even tell everybody that the engine's running.
How about that?
I go the whole video and not even make,
I can see one of the comments,
does the engine run?
I'm like, Jesus Christ,
I can't believe I didn't even put that in there.
Yeah.
It runs.
It's a red-eye motor.
You gotta do like a YouTube short or Instagram
and go, yes, it runs.
Here's 30 seconds, it fires up, it runs.
Here we go.
Yes.
You're right.
You should know by now it's blasphemy.
If you don't fire up something with an engine in it,
in a video.
Oh, I know him.
We did early car cast videos
and there wasn't like a driving segment.
We just didn't have the time and the resources at the time.
And wow, the amount of comments going,
you don't drive it.
You don't drive it.
I'm like, I know we don't have a crew.
We don't have the car.
We don't have the chase vehicle.
This isn't Jay Leno's garage.
We had like one guy sitting in the car.
We had like one guy standing there with an iPhone.
With an iPhone, yeah.
And we started doing that years ago.
But yes, all right.
All right guys, thanks so much for listening
and we'll see you next week.
Until then, keep the air and the spare
and the bag and the wheel.
I'm going to work on the Cobra.
Have fun.
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