Just for the sake of transparency, I was originally the host on Tuseday as per usual, but Ted Thomas had other ideas.
And rather than play a round of hot potato to get me back to the hosting role, I let Baron run it for the night how he liked so any minor gripes felt fall at my feet.
But yeah, In most cases we run them bone stock on Tuesdays and then on the Saturdays I slowly relax the rules to coincide with the weekend.
Now that's sorted, Time for me to yet again do a months worth of catch up on my reviews.
So let's start with the Blue Boxer Bruiser, The Subaru WRC Rally Car '03.
With well over 300hp from its 2.0 litre Turbo Flat 4, it's pretty potent, but because WRC cars are restricted on max power via restrictors, they tune these engines for absolute torque and response so you'll find WRC cars like the Impreza are quite more torquey than cars with similar power.
Of course to get the absolute most out of it, short shifting just after hitting peak power instead of at the redline is vital which are fellow auto runners can't do and the differences were clear as day.
Handling was as expected, very grippy due to the aero package, grippy tyres, reworked chassis and 4WD system, but even as the grip was taken away from me via the AGS rule, the car still held on in the turns.
Like mentioned before it's main falling down point is on sound, but to be fair, the WRC Impreza Prototype sounded worse so i'm not too worried about it.
All in all, as early 2000 WRC cars go, you can't go wrong with '03 Impreza WRC.
Verdict: Sleeper 👍
From competitive 4WD to work horse 4WD in the form of the Dodge Ram Hemi Quad Cab.
Now on the face of things, this looks like it'll be an easy Beater, but if you're the sort of person who reads the headlines of a story and doesn't read the whole thing for context and facts then, (A) you'll look like an idiot for being told stuff that you would've known had you actually read the whole thing, and (B) you'll miss out on the capabilities of the Dodge Ram.
Despite weighing well over 2 tons, running on CS tyres and a chassis that shouldn't be anywhere near a track, its deceptively good at cornering.
Yes there's understeer, but nowhere near the sort you're expecting from such a vehicle.
Acceleration is ok, but not pulse raising courtesy of its 5.7 litre Hemi V8 making around 350hp and long ratioed 5 speed gearbox and brick like aerodynamics.
Racing such a vehicle was quite fun and when we weren't trying to Dodge each other or trying to avoid Ramming the wall, the racing was actually quite close at times.
So if you took the Ram at face value, it's a beater, but to those who spent time driving it, its like a Sumo wrestler doing the Moonwalk, it shouldn't be possible, but its still defying physics right there in front of you.
Verdict: Sleeper 👍
From one heavy American to a slightly less heavy one, introducing the 2011 Cadillac CTS-V Coupe.
A coupe version of the original 4 door CTS-V and packing the same 6.2 litre supercharged V8 which also saw duty in the last generation ZL1 and making around 570-580hp.
Still a heavyweight at 1.9 tons, The Caddy is does well to hide its weight with the odd sign here and there showing otherwise.
Packing a 6 speed gearbox and sending the power to the back, the caddy showed once again that you shouldn't judge a book by its cover when it comes to driving it.
Handles great for the most part and with a swift turn of the wheel and a leadfoot, can go sideways very well and the cars power and torque help keep it there.
It can be a real split personality car depending on said leadfoot, from smoking everyone out at Mid Field or surprising the living daylights out of Jack and Nismo at Monza, It can be serious or playful and it lets you decide which you want.
Once again, another heavyweight sleeper from the US of A. 👍
And now back to Japan for something more exclusive, Welcome to the Nissan R390 GT1 Road Car.
Built as a homologation model for the late 90's GT1 class, the R390 and even the Toyota GT One Road Car were clear examples of manufactures slightly taking the mick with the rules for GT1 Racing.
The two main rules were that the cars had to have a road car built and had to have room for a standard size suitcase.
Both the R390 and GT-One were cheeky in the fact that they built only one road car to satisfy the first rule and not sell the car to the public, But Toyota then showed how cheeky they were willing to be.
Toyota managed to convince the ACO officials that the fuel tank when empty before scrutiny was theoretically big enough to hold the suitcase in.
By exploting the rules to different degrees, Nissan, Toyota and Mercedes essentially brought prototypes into the GT1 class.
But back to the R390, contrary to what I just said about there being only one R390 Road Car, the Red R390 from GT2 was the original R390 and the only R390 road car to have the "short tail" version which later got converted to race spec for the 1997 Le Mans 24.
The "long tail" R390 we have is heavily underrated on power, its twin turbo V8 makes a Lotus Esprit equivalent 350hp but other games like Forza have the car at 550hp.
Gearing from its 6 speed sequential box is short and the peak power drops well before redline so it's another short shift hero.
Of course it being a low powered GT1 racer in road trim, handling was decent and was quite forgiving to drive.
It was overall a good car, not outstanding by any means, but history shows that some tuning can turn it into a very capable car for the seasonal events.
Verdict: Neutral
Like seriously?!? I almost bought another one just cause I couldn't find it in my stockyard. GRRRRRR 🤬🤬🤬🤬
For that, I apologize. 
