The Porsche 911 has been voted 2012 World Performance Car of the Year by an international jury of 64 automotive journalists.

The Porsche sportscar triumphed over a total of 19 cars, narrowed down to a shortlist of three that included the McLaren MP4-12C and the Lamborghini Aventador.

The award was presented at the New York International Auto Show and Porsche president and CEO Matthias Muller said it was yet another mark of the new 991 911’s success – and also the most prestigious the car has won so far.

“The new 911 received its first award only a short time after it was launched in December 2011.

“Since then there have been many more. But this international important prize is certainly the high-water mark to date.”

The announcement of the award is particularly fitting too, following the death of Porsche 911 designer Ferdinand Porsche.

The World Performance Car of the Year title is the perfect tribute for the man who created the world’s most famous and long-lived sportscar.

The Volkswagen Up! is the overall World Car of the Year winner, the Range Rover Evoque is the World Car Design of the Year and the Mercedes S 250 CDI BlueEfficiency is the World Green Car of the Year.

With the automotive world mourning the loss of Ferdinand Alexander ‘Butzi’ Porsche who passed away over the Easter weekend aged 76, we thought we’d nominate our ten favourite 911s from the last 49 years.

I admit a personal bias in that I have had the great pleasure of driving every car on the list. Notables that failed to make this cut, but could easily be justified for inclusion by others, include, but are not limited to, the 1974 RS 3.0, the 993 GT2, 996 GT2 and Turbo S, 997 GTS, Speedster and Sport Classic. As it stands, the list is made up of three 901 series cars, two G-Models, one 964, two 993s and two 997s. Not a single 996 makes the cuts, nor have I included anything from the recently released 991 range. I remain impressed by the 991 Carrera and Carrera S but suspect that the great 991s are yet to come. Perhaps there’ll be a Butzi special edition.

In an attempt to lessen the arguments, the list is not presented in order of importance but is a simple chronology of great 911s. Discuss.

1. 1963 911 2.0

Chevrolet beat Porsche’s 911 to market by three years with its rear-engined, flat-six powered Corvair, and when GM added a turbocharger in 1962, it was 13 years ahead of the 911 Turbo (and only the second turbocharged production car after the Oldsmobile Jetfire Turbo). Like the early 911s, the Corvair suffered wild lift-off oversteer and became the poster child of Ralph Nader’s book Unsafe at Any Speed. The Corvair was dead by 1969 under a cloud of lawsuits. But while Porsche could have easily killed off the 911 for similar reason, instead, its engineers, including Butzi Porsche, tamed the 911 and started it on a path that has delivered some of the greatest cars ever built. With just 97kW from its 1991cc flat-six, the 1963 2.0 is hardly the most desirable 911 on paper. But as Butzi’s baby and as the first in a lineage that has spawned some of the most desirable cars it would be churlish not to include the delicate little 2.0.

2. 1970 911 S

Michael Delaney (played by Steve McQueen) might not have much to say at the beginning of Le Mans (there’s no dialogue for 30 minutes), but his 911 S plays a starring role. The car in the film was McQueen’s own, shipped from California to France for the filming, but was sold only a few years later because McQueen already owned another 911 S. It sold again in 2011 for $1.375 million, making it the most expensive 911 ever sold at auction. Aside from very rare cars like the 911 R and ST, the 911 S was the first model to show the performance potential of this new sports car. The 2.2-litre engine (later 2.4) produced up to 142kW in some markets, a huge 48 per cent increase over the 2.0. When Porsche launched the new 991 to the international press in Santa Barbara in November last year, a Viper green 911 S sat on display outside the hotel. It’s owner? Jerry Seinfeld.

3. 1972 911 2.7 RS Carrera

Not the first RS (that’d be the 550 RS), nor Porsche’s first use of the Carrera name (it appeared on the 356), but the first 911 to use either suffix. And while we’re dispelling myths, the car’s name is often wrongly shortened to 73 RS. But the majority of the 1508 2.7 RS Carreras were built in 1972, not 1973. All of which is quickly forgotten when you fire up that raspy 156kW, 2.7-litre flat-six. Today’s Turbo models will hit 100km/h in half the 6.0-seconds required by the 2.7 RS, but even now, this first 911 RS feels fast. The immediacy of the throttle response helps, as do the tiny dimensions, genuine lightweight and rorty soundtrack. But like most 911s, the 2.7 isn’t really about numbers. It’s about feel and every control surface, even the clutch pedal, tingles with feedback. The steering is heavy but manageable and drenched in information about road surface, steering angle and front end grip. The legendary status bestowed upon the 2.7 RS is well deserved.

4. 1975 930 Turbo

Unveiled at the 1973 Paris motor show as the first oil crisis was biting, many Porsche executives didn’t see a bright future for a more expensive, high-performance 911. Little did they know the Turbo would become a staple of the 911 range and one of the most profitable cars in the company’s history. The original 3.0-litre 930 offered big-time turbo-lag, something made more obvious by the very long gearing of the four-speed manual. But when the boost arrived, there was no doubting the claimed 191kW output.

The silver 1973 show car was actually closer in look to the 2.8 RSR and the engine was nothing more than a wooden mock-up. The car was later purchased by Australian Porsche importer Alan Hamilton, who had the factory convert it to RSR-spec.

5. 1987 G-model Carrera Clubsport

Many Porsche fans claim that the marque never made a G-Model RS, forgetting the ultra-limited edition RS SC of 1984 – even Porsche’s own press release for the 1990 964 RS (below) suggested there had not been an RS model since the 3.0 RS from 1974. Most of the 20 RS SC 911s built were used in rallying and very few made it onto the road. Instead, Porsche built the Clubsport as a kind of make-good. Launched in September 1987, just 340 Carrera Clubsports were built (only 53 of which were right-hand drive). Known as option code M637, the Clubsport featured a blueprinted 3.2-litre engine with 160kW and at 1179kg was 50kg lighter than a standard Carrera. On the launch of the 991 in the US, journalists were invited to drive previous generation 911s brought over from the museum in Stuttgart. The line-up included a 964 C4, 993 C2, 997.1 C2S and, according to the PR boss, “one very special G-model”. It was the 1986 prototype for the Clubsport! I spent a fantastic hour in the striped velour driver’s seat, running the engine through to 6000rpm, flicking through the five-speed gearbox and leaning on the very high grip levels. One of the coolest cars I’ve driven.

6. 1990 964 RS

The 964 is the forgotten 911. Built as a cheap refresh of the G-model before the 993 would close out the air-cooled chapter, the 964 is the shortest-lived of all 911 generations, built across just 4.5 years from 1988-1992. It was also on the market during a time of turbulent financial times and particular hardship at Porsche. But even among falling sales and financial distress, Porsche found the money to start the Carrera Cup and build a road car based off these race cars. With 190kW, the 964 RS produced just 10hp more than the Carrera 2, however, at 1230kg the RS was more than 10 per cent lighter than the C2. In a formula that is still used in today’s GT and RS models, the weight saving came courtesy of the removal of much of the luxury equipment and the use of lighter side glass and an alloy bonnet. On-paper performance wasn’t dramatically altered; the RS would accelerate to 100km/h in 5.4 seconds (0.3 seconds ahead of the C2) and top speed remained 255km/h. But the 40mm lower and stiffer suspension, along with the fitment of Turbo brakes, transformed the character and handling of the car. Then, as now, the RS felt as close to a race car as was legally possible. Very much an underrated classic Porsche.

7. 1995 993 RS SC

After the understated and pebble-smooth 964 RS, there’s no missing the jutting and strutting 993 RS SC. Very much a racer for the road, the 993 dominated many national sports car championships with minimal mods from the showroom floor – something to consider if you’re looking to buy. The 3746cc engine made 221kW and at 1270kg, the RS SC was a neat 100kg under a Carrera 2 and 230kg under the all-wheel drive Turbo. As the centrally-mounted tacho closed in on 6000rpm (peak power arrived at 6500) the big boxer developed a hard-edge metallic snarl that became addictive.

8. 1998 993 Turbo S

Where’s the GT2, that widow maker with its wild wheel arches? Good question and I wouldn’t argue if you replaced something on this list with the air-cooled GT2. But not the 993 Turbo S. It is the last and the most of the air-cooled 911s. The twin turbo 3.6-litre flat-six in 993 Turbo S produced 336kW, matching the output of the 959 supercar from a decade earlier (though the 959 did it with a 2847cc twin turbo). Like the 959, the 993 Turbo ran a sophisticated introduced all-wheel drive system that matched go with grip, producing 100km/h in 4.2 seconds (about 0.2 slower than the 49kg lighter 959). Porsche claimed a 298km/h top speed but several magazines independently tested the 993 Turbo S to beyond 300km/h, making it the first 911 model and only the second Porsche road car after the 959 to hit 300km/h.

9. 2009 997 Turbo & Turbo S

An odd choice? Not when Walter Rohrl tells you on the international launch of the 997.2 Turbo that it reminds him of the 959 supercar; a factory-modified version of which he has owned since new. Like the 959, which debuted water-cooling (for the cylinder heads, though the crankcase remained air-cooled), torque vectoring and tyre pressure monitoring for Porsche, the 997.2 Turbo (and Turbo S) is a technical tour de force. Yet like the 959, it remains a comfortable GT car and a genuine daily driver. On the launch in Portugal, journalists drove from the hotel to the Estoril Grand Prix circuit via fast and twisty back roads. By the time we arrived the temperature was already 35 degrees. We then pounded around the track for four hours by which time temps had reached 40 degrees. Then as a final torture test, we repeatedly performance tested the Turbos from 00-200km/h; hitting 100km/h in 2.9 seconds on the way. Not a single car overheated, dropped into limp home mode or suffered from brake fade. All journos drove back to the hotel in supreme, air-conditioned comfort. Then the cars did it all again for the next 11 days. Big respect.

10. 2011 997 GT3 RS 4.0

Arguably the greatest naturally aspirated 911 ever built and the last Porsche to run a Hans Merger-designed flat-six, the RS 4.0 is, for many, the pinnacle of 911 development. For me, it is simple the greatest car I’ve driven in a back catalogue that includes the Porsche Carrera GT, Lexus LFA, every Ferrari, Lamborghini and Aston launched in the last decade and countless other great cars. The RS 4.0 takes the already sublime 3.8 RS and builds on it with more down force, lighter weight and the rose-jointed suspension from the GT2 RS. Oh, and an extra 200cc. That might not sound like much, but it transforms the already fast and powerful 3.8 into a genuine weapon, one with monster torque throughout the rev range and a searing top end rush beyond 8000rpm. On a quiet autobahn I smoothly and rapidly accelerated from 40-310km/h, without taking the six-speed manual gearbox out of top gear. It’s a legendary engine and legendary 911.

This is the oldest unrestored Mini in existence, and the 1959 Austin Mini Se7en is being auctioned by Bonhams next week. Despite its rather dilapidated condition, it’s expected to fetch around $25,000.

Designed by Sir Alec Issignois and revolutionising the packaging of small cars with its transverse engine, this particular car was the eighth Mini of its type to roll off the Longbridge production line in May 1959 — preceding the car’s August launch by three months.

The rundown Mini is in De Luxe Saloon specification and comes complete with all the original features — including the innovative car’s glass washer bottle. Seat belts, door mirrors, a heater and a radio were all options back in 1959, even on De Luxe trim.

The MKI Mini’s 848cc engine has just 30,041 miles on the clock and even has records of servicing work — there’s a brake service label stuck to the car’s doorjamb showing routine maintenance at 19,742 miles.

The car’s motor hasn’t turned for ‘many years’, according to the auction description, so there’s real potential that the Mini’s engine would be in need of a complete rebuild.

Which is by the by, as the condition of the shell — there’s evidence of corrosion in the front floors, A-pillars, sills, doors, rear seat well, boot floor and rear valance — means you’ll probably need extremely deep pockets if you’re thinking of restoration.

Or, you could leave one of the most iconic and revolutionary cars ever in its current condition and just ogle it as an automotive ornament — maintaining its claim to fame as the oldest unrestored original Mini in existence.

The Volkswagen Up! has been declared winner of the 2012 World Car of the Year award. The announcement was made at the 2012 New York International Auto Show.

The award is voted for by an international panel of 64 motoring journalists from 25 countries. From a full-list of 34 entrants, the Up! was proclaimed the winner ahead of a final shortlist that also included the latest Porsche 911 and BMW 3 Series.

It is the third time that Volkswagen has won the award.

At the same time, the Porsche 911 has been named the 2012 World Performance Car of the Year, the Range Rover Evoque crowned 2012 World Car Design of the Year, and the Mercedes S250 CDI BlueEfficiency the 2012 World Green Car of the Year.

Ferdinand Alexander Porsche, who passed last week, was Ferry Porsche’s eldest son and created the car his father liked the most – the Porsche 911.

Nicknamed ‘Butzi’ by the Porsche family, but also known as ‘F.A. Porsche’, Ferdinand joined the Porsche company in 1958, in the body design department.

He had long shown an interest in design and, after several years of successful work across all departments of Porsche, took over management of the design studio in 1962.

His first protect was a major one: creating a successor to the famous Porsche 356, the car on which the company’s fortunes and reputation had been built. Ferry Porsche dictated this should be bigger than the 356, boast a four-seat interior, be more powerful and refined, have better comfort and handling and use a six-cylinder engine for upmarket appeal.

Butzi Porsche met this brief with the beautiful Type 7 concept car. At the time, Ferry Porsche reported many within the company loved it – however, the head of the body design department, Herr Komenda, was reportedly less keen. In converting the design into an engineering prototype, he created three models, Versions 1, 2 and 3.

Each was, to the immense frustration of Ferry Porsche, progressively larger and further removed from Ferdinand Porsche’s original Type 7 design. The head of Porsche thus took drastic steps, and employed an outside company Porsche had recently purchased, Reutter, to convert his son’s design into an engineering model.

Komenda soon fell into line, Ferry Porsche later revealed: the resultant Type 901 was almost completely faithful to the car Ferdinand Porsche originally designed. It launched at the Frankfurt Motor Show in 1963 and, once renamed 911, has gone on to be the world’s most famous and iconic sportscar.

The car Ferdinand Porsche was most proud of, though, was the Type 904 Carrera GTS racing car. A sleek, composite machine, he liked it because the design timeframe was so short, nobody else had chance to interfere with the look: it was, he said, his purest model.

Ferdinand Porsche worked on several more projects, such as the Type 804 Formula 1 car, but eventually left the family firm in 1972 – to set up the Porsche Design Studio. This is the famous product design offshoot of Porsche, which started off designing excusive watches and now retails a huge variety of upmarket goods and leisureware under the Porsche Design brand.

Ferdinand Porsche had a clear principle in his work: “Design must be functional and functionality has to be translated visually into aesthetics, without gags that have to be explained first.

“A coherently designed product requires no adornment; it should be enhanced by its form alone.”

“Good design should be honest.”

He remained close to the company in the following years and finally retired in 2005, due to ill health. He was also named honorary chairman of the supervisory board, a title his father originally held.

Matthias Müller, President and Chief Executive Officer of Porsche AG, said in tribute: “We mourn the death of our partner, Ferdinand Alexander Porsche.

“As the creator of the Porsche 911, he established a design culture in our company that has shaped our sports cars to this very day. His philosophy of good design is a legacy to us that we will honour for all time.”

Ferdinand Porsche was born on 11 December 1935 in Stuttgart. He died on 5 April 2012, aged 76. He will be buried in the family grave at Schüttgut in Zell am See, attended by his immediate family. An official funeral service will be held in Stuttgart at a later date.

Ferrari has revealed a limited edition 458 Italia to mark 20 years of importing cars into China.

The special 458 Italia, strictly limited to just 20 cars, is finished in a bespoke brand new colour called Marco Polo Red, which it say has been specially developed for the ’20th Anniversary Special Edition’ model.

This is set off by a whole host of one-off Chinese-themed features — including gold wheels, gold and black stripes on the roof, gold aero inlets and, the crowing feature, a golden dragon on the bonnet.

Inside, the headrests have been embroidered in gold, there’s a 20th Anniversary Special Edition plaque on the dash, plus a detail we really love — the starter button is inscribed with the Chinese characters for ‘start’.

The 20 cars are only for the Chinese market, which should ensure real collectability. The car will make its debut at the inauguration of Ferrari’s first-ever permanent brand exhibition outside Maranello, at the Italia Centre of Shanghai World Expo Park.

The 900 square metre Ferrari Exhibition will last for three years and will be packed with collections from the Maranello Museum. Ferrari says these will be divided into five categories — Ferrari in China, green tech, product, design and racing.

Ferrari’s 20-year history in China began with an order for a 348 TS in Beijing. Since then, the market has grown to become one of Ferrari’s most important — indeed, many analysts expect China to eventually overtake the US and become Ferrari’s biggest new car market of all.

The real Jeremy Clarkson has joined Twitter — or so it would appear.

After many imitation profiles on the social media site, the controversial and outspoken presenter of Top Gear has finally caved in, revising his famously opposed stance to tweeting.

Clarkson’s first couple of tweets were certainly in keeping with the BBC2 show presenter’s usual pithy style, reading, “I’m a bit tired”, followed by an insightful update of “I’m still tired”.

The account signature is @jcrclarksonesq and was registered on Twitter on 17 March, already having accrued 97,386 followers.

During his time as lead presenter on Top Gear, Clarkson — along with help from co-presenters Richard Hammond and James May — has embroiled himself in more than a few contentious debates stemming from his comments.

Known for making derisory remarks — including insulting truck drivers, Mexicans and striking public sector workers in the past — Clarkson’s Twitter feed is yet to display any antagonistic material.

However, from the comments already made, and the account’s profile picture — a bespectacled Clarkson in a pair of comedy glasses — it certainly looks to be the real Jeremy Clarkson.

There’s plenty of motoring content as well as crossover antics from the screen, with Clarkson tweeting, “James May and I have decided we are not going to follow Richard Hammond”, and a picture of the pair singing in a karaoke bar with the line, “James and I have new careers”.

There’s also the obligatory (for Clarkson) stab at Piers Morgan posted on his Twitter feed: “Why is everyone talking about Piers Morgan. All he does is present a small show on a small channel in a small country”.

The two have been involved in a long-running feud after Morgan, then editor of The Daily Mirror newspaper, published compromising pictures of Clarkson. The Top Gear star later punched the journalist at the British Press Awards.

The account is yet to be fully verified, but the evidence strongly points towards this being the official Twitter profile of social media luddite Mr Clarkson himself.

Jaguar has confirmed it will return to the two-seater sports car sector with a production version of last year’s C-X16 concept car that will be called the Jaguar F-Type (not F Type!).

It is expected to cost from around $150,000 when it goes on sale with a release date of mid-2013.

The new all-aluminium two-seater sports car was unveiled at this week’s New York Motor Show and will launch as a convertible model, rather than the traditional coupe.

A hard-top version will follow but Jaguar is to capitalise on the car’s expected June launch date by launching in soft-top guise first. Both will be “strict” two-seaters.

Why is the new Jaguar sports car called F-Type?

The Jaguar F-Type name has been chosen after in-depth discussions that saw Jaguar consider more than 30 different names. It quizzed over 1,000 people to test the market appeal of the F-Type name: it was a clear favourite.

F-Type resonated “with both traditional and progressive customers,” explained Jaguar Brand Director Adrian Hallmark. “It worked for both”.

F-Type was also selected because the car is in the spirit of previous C-type, D-type and E-type models, explained Hallmark. “Alpha-Type names are always used on our most extreme sport cars.”

Is this the new Jaguar E-Type?

The association with Jaguar’s most famous car is inevitable, but Jaguar is not worried by it. In calling the new car F-Type, says Hallmark, the brand is both referencing the 1960s sports car but also showing it is an evolution of that model, rather than a direct modern replacement.

What will the technical setup of the Jaguar F-Type be?

Full technical and range details for the rear-drive sports car, codenamed X152, will be revealed later in 2012, says Jaguar, including details of the engine range. There are plans to use the hybrid setup and ‘push to pass’ power boost of the C-X16 concept car, but the technology is not ready yet, so will follow later in the car’s life.

The engine range will include units from Jaguar’s all-new engine family, so could feasibly include 2.0-litre turbo petrol – and maybe even a high-performance 2.0-litre turbodiesel. Both manual and automatic transmissions are expected to be offered.

Jaguar says there will be four powertrains, including one that “at least” matches the performance figures of the C-X16: acceleration to 100km/h in less than five seconds and a top speed of over 300km/h.

What will the Jaguar F-Type look like?

The styling of the F-Type is under wraps for now but will closely mirror the C-X16 concept. Jaguar designer Ian Callum said that designers had learned not to overpromise with concepts, so the design of the F-Type will be clearly related to it.

“A true sports car needs to be pure in both its purpose and its form; to have the opportunity to produce such a car for Jaguar has been a privilege both for myself and for my team.

The C-type, D-type and E-type Jaguars were all sports cars that held true to this principal in this era, and the F-Type will hold true to that same principal in its time, a time that is soon to arrive.”

Changes over the C-X16 concept, he adds, will be limited to detail areas. “I said at the time the concept car has no aero, and the low height of the tail is something to think about too. The side opening rear door is also not practical enough.

“But I don’t think you will be disappointed…”

Which rivals will the Jaguar F-Type go up against?

Jaguar says the F-Type will cover a broad marketplace. The ‘duality’ of it means it will be both a focused open-top sports car and a track-focused model that’s even more extreme in nature than the current Jaguar XKR-S.

The entry-level car will be priced beneath the XK but it will have a very big spread. Hallmark said it will sit above the Porsche Boxster and Cayman, but below the 911. Rivals include the 911, the Mercedes SL and lower-priced alternatives from other brands: “they are all a very nice bunch of competitors,” said Hallmark.

“Sometimes it’s surprising how product can create its own space,” added Callum, suggesting the new Jaguar will have a very strong character indeed. The F-Type, he says, will achieve a creditable market share because of its difference in character and price point.

What will the character of the Jaguar F-Type be?

“Its performance and character will start where the XKR-S finishes,” says Hallmark, across areas including precision, agility and responsiveness. It does not necessarily have to match the XKR-S 405kW power output to be a more focused car than the XKR-S, he added.

The F-Type will thus be a very sporting car, taking the extreme nature of the XKR-S a step on.

“If we were not confident the F-Type fitted into the (sporting) heritage of Jaguar, we would not be doing it,” added Global Operations Director Phil Popham.

How important is the F-Type to Jaguar?

The F-Type will play a key role in the modernisation of Jaguar’s image into that of a charismatic, modern high performance brand. Although sports car sales are not huge – the peak of the global market is 140,000 and last year’s sports car sales were around 65,000 – the power they have on brand image is very significant.

This is why the Jaguar F-Type is such a key car for the fast-developing brand, and also why it will boast such a strong performance-led character.

“It will be a very focused car,” stresses Hallmark.

Where will the Jaguar F-Type be built?

Assembly of the advanced lightweight aluminium F-Type will take place at Jaguar’s Castle Bromwich factory.

Ian Hoban, Jaguar Vehicle Line Director, said: “The engineering development of the F-Type has focused on delivering a heightened level of dynamic driving reward.” The team is “looking forward to soon being able to demonstrate what we have achieved”.

What next for the Jaguar F-Type?

Jaguar says that if this final development stage is successful, the car could even arrive to market slightly sooner than it is suggesting.

Jaguar will reveal full details of the F-Type, including a first look at the production car’s styling, later in 2012. Expect an announcement at the Paris Motor Show. For now,

Hallmark is bullish: “You will understand our positioning of this car when you see the full picture. This is not trial and error- we have taken it very seriously.

“We know it has a position.”

It’s the end of an extremely long road for a 93-year-old Florida woman’s beloved 1964 Mercury Comet Caliente. The now vintage car has racked up an astonishing 926 982km since it was purchased for just $3289 nearly 50 years ago.

The scary part is that the speedometer would still be turning if it wasn’t for the fact that the vintage vehicle’s roadworthiness has now outlasted its owner’s.

“I am legally blind, so I can no longer drive my lovely chariot,” Rachel Veitch told FoxNews.com.

Veitch has macular degeneration in both eyes and, after running a red light last month, decided to voluntarily call it a day on her driving.

She remains positive despite her permanently parked predicament.

“A lot of people are worse off than I am,” she says. “I don’t have cancer, I don’t have Lou Gehrig’s disease. I am lucky.”

Veitch puts the Mercury’s mammoth mileage down to “near-obsessive” car maintenance. “I’ve never been a destructive person and I’ve just taken care of everything, except my husbands,” explains Veitch, whose car has outlasted three of her marriages.

While Veitch is happy sell her baby to car aficionados such as talk show host Jay Leno, who interviewed her on the Tonight Show in August 2010, her four children, nine grandchildren and 11 great-grandchildren, won’’t be getting near it.

“It wouldn’t matter if they did want it; they’re not going to get it. They couldn’t take care of it like I did,” says Veitch.

American racing driver Sean Kennedy has broken the world acceleration record for the standing mile, reaching 414.7km/h (257.7mph) over the distance in a highly modified Ford GT supercar.

A 12.2km/h increase over the previous 402.5km/h record doesn’t sound like much — but at these speeds it takes a massive amount of extra power to make any gains at all. The new record was achieved during the bi-annual Texas Mile Event last month.

American tuning outfit Hennessey built the record-breaking Ford GT for team owner Mark Heidaker. By replacing the standard supercharger with a pair of massive turbos, the tuner has enhanced the GT’s 5.4-litre V8 from a mere 405kW as standard to a “conservatively estimated” 1,471kW (2,000hp).

To achieve this requires 34psi of boost and 117 octane racing fuel — not to mention some exceptionally strong engine and transmission components to withstand the resulting forces.

Kennedy broke the 200mph (320km/h) barrier from stationary by the half-mile mark — meaning it took the remaining half-mile to add that further 97.7km/h — giving you some idea how challenging additional performance becomes at these velocities.

That said, the team will be looking to go faster at the next Texas Mile in October, and Kennedy is confident the Ford offers even more:

“I was impressed with how hard it pulled in fourth and fifth gears on that run. I think I can do better in the lower gears next time and we can run an even better speed.

“We’re coming back in October for sure. We want to go 260!”

Despite being twice as powerful as a 736kW (1,001hp) Bugatti Veyron, the fettled Ford cost just over a quarter of the Veyron’s $2.7 million price tag.