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Warren Mosler knows many things. But Mosler has come to accept his blind spot, managed to make it a strength of character. Despite this setback, a crucial point was taken from Mosler's success: weight is … How could the MT900 not sell? Our car experts choose every product we feature. The MT900S is truly a result of Warren Mosler’s singular vision about how a car should be … This latest MT900S has also benefitted from the numerous lessons learned from its competition-only cousin, the MT900R, class winner at the Daytona 24-hour endurance race. The previous owner may have swapped out the trans for performance reasons, so it isn’t necessarily a bad thing, but something to be aware of. 2009 Mosler MT900S for Sale. The aluminum honeycomb, beyond being really stiff, offers surprising amounts of noise abatement. Fore and aft of this high-tech piece of origami are subframes constructed of 1.75-inch-by-1.0-inch chrome-moly steel. He looks at the Raptor's split window, which he says cleverly reduces frontal area and approaches the ideal angle of incidence with minimal solar gain, and sees a thing of beauty. In fact, Mosler is building a full-race version of the new car, the MT900R, to compete in the 24 Hours of Daytona, to yet again affirm his carbuilding acumen. Mosler -- the E.F. Hutton of vanity carbuilders -- glumly predicts the economy is about to go into the toilet (check out his Web site, www.warrenmosler.com). The decklid behind the louvers is slightly concave (for a measure of downforce at speed, says Trenne, but he's not sure how much, how fast). This humility—and, likely, his economist's need to make a business case for his perennially money-losing enterprise, Mosler Automotive—made him receptive when Rod Trenne came calling. After seven major styling overhauls in virtual reality, Trenne e-mailed the body's math data to UCAR Composites in Irvine, California, where the numbers were fed into a toolmaking machine. To compete for the remaining buyers, Mosler will have to fare well in racing. They have now been allowed to return, but with handicaps if I recall correctly. The power-steering boost is set on "parallel parking" mode, so it was hard to judge the car's turn-in or steering feel through this watery and numb linkage to the front wheels. The MT900 takes a hit and just swallows it, staying planted and settled, with little heaving around in corners. Out came the buck, or "plug," on which to lay up the carbon-fiber body. I believe the pictures are of the MT900 S, http://en.wikipedia.org/wiki/Mosler_MT900R#MT900R, http://www.caranddriver.com/reviews/2006-mosler-mt900s-road-test, (You must log in or sign up to reply here. Well, we don't know, Warren. Let's run the numbers: 2590 pounds, 350 horsepower, 0 to 60 in 3.5 seconds, 70 mph to a standstill in 149 feet, 12 seconds flat in the quarter-mile, 1.02 g on the skidpad, and on the hand-lettered, gilt-edged sticker is the $163,840 bottom line, should the car ever come to market. As time went on, Robert became more and more interested in cars and convinced his father to teach him how to drive when he was just 13 years old. If this is, in fact, an authentic MT900S, it wouldn’t be a bad car to get your hands on. With a twist of the key, the car comes to life with a smoky- and honey-voiced rumble. Blast the gas exiting the corner, and the car slides sweetly and progressively into oversteer, the traction control staying well offstage until needed (it never was).
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