Exotic Rides: Lamborghini Reventon Somewhere in the world, somebody thinks Lamborghini’s Murcielago is a decent enough exotic, but the trickle of production and existing customization options fall short of what that same somebody considers an acceptable level of exclusivity: The Lamborghini Reventon is right up this guy’s alley. Introduced at the 2007 Frankfurt Auto Show, the Reventon was easily one of the star attractions, and gained instant dream-car status. That’s no small feat at an event that featured a $2 million Bugatti Veyron Pur Sang and Michael Schumaker hawking the Ferrari F430 Scuderia. If you have any familiarity with the cars of Sant’Agata Bolognese, you know they’re typically named after bulls. The Murcielago-based Reventon may be a Lamborghini like no other (the windshield is said to be the only shared exterior component), but it does uphold the tradition. The bovine named Reventon infamously offed bullfighter Félix Guzmán in Mexico in 1943. Now you know. Flash ahead to the present, though it seems like the future when you observe the car, and prepare to be amazed. Looking, for all the world, like a de-winged stealth fighter plane, the Lamborghini Reventon has a unique matte-gray finish to cover its jagged lines. It’s said the angularity and non-shiny surface makes stealth planes invisible to radar. We’re not sure if the Reventon could accomplish the same, but we suspect at least a couple of the 20 souls who handed over about $1.4 million will give it a shot. It's time for a closer look at the Lamborghini Reventon based on its luxury and practicality, relative to other exotics. Each category stands to net 50 points. Perfection is reflected in a 100-point score. Let’s find out whether the Reventon is a sacred cow, or just a buncha bull… The luxury rideAt the heart of any Italian sports car, limited production or otherwise, is its engine. Even when they’re charging more than a cool million for their car, it’s not feasible to develop an entirely new powerplant for a run of less than two dozen vehicles. So the Lamborghini Reventon carries a modified Murcielago V12, in the familiar mid-ship spot, which is hardly a consolation prize, even in standard tune. If you can believe it, we didn’t have the opportunity to put this car on the track and gather performance data. Even the factory is not offering full disclosure on the figures, but we do understand the Reventon is packed with a whole nine more horsepower, for a new total of 641. All-wheel drive is here to gallantly attempt to cope with the power, which equates to acceleration from 0 to 60 mph in 3.4 seconds, with a top speed of 224 mph. No gated (or as some say, dated) manual transmission is offered in the car; it was ditched in favor of a six-speed automatic.Beginning with the Diablo, Lambos began to show signs of efforts made to reverse the historically-punishing Italian cabin comfort and odd ergonomics. Things began to improve: The turn signal lever was no longer located under the passenger seat, for example. Today, the Murcielago is far from the compromising experience of past cars. And the Lamborghini Reventon builds upon that with a unique interior that adds flash and takes another step toward the high-tech end. Just about everywhere you look is either carbon fiber or Alcantara. If you like, you can even view the vitals as an LCD layout in 3-D, or go with an old-school analog display.  The verdictAnd you thought the plain-Jane Murcielago was a toy. The Lamborghini Reventon takes everything up a notch, including price and exclusivity.Luxury score: 47 The practical rideTo tweak our last thought: And you thought the Murcielago was impractical. OK, let’s be fair. There’s hardly an exotic left in production that’s as cantankerous as its predecessors from the ‘80s and back. In those pre-cell-phone days, if you didn’t arrive at your destination, concerned parties would summon an eccentric mechanic to follow your oil trail and the smell of fried clutch to wherever your car retired. Today’s cars stand an excellent chance of returning you home after your ride, without all the drama. So for the Lamborghini Reventon’s drivability and reliability, we presume it’s much the same. Clearly, this ain’t no Honda, but things have improved under parent-company Audi’s regime.On the other hand, even in terms of exotics, you’ll want to heavily consider how and when you drive your Reventon. Not because of breakdowns, but because of the fact that you will be driving one of the most exclusive exotics -- 20 times rarer than a Ferrari Enzo. If it gets crinkled, expect six-figure repair bills and a long wait to get your car back. In other words, don’t let Eddie Griffin drive. Yes, anybody who pays $1.4 million for a car can afford to have it fixed, but it’ll be a big inconvenience. Tell us, who’s the last patient millionaire you've met? Gas mileage numbers are really just academic for this car, but we reckon the Lamborghini Reventon could cover about eight city miles for every gallon in the tank. On the open road, at double digit speeds, that probably catapults all the way to 11. The verdictJust because it can be driven regularly doesn’t mean it’s the smartest thing to do. Careful exercise on the track and occasional drives to show off and stir envy are really what this car is all about, not commuting or errands. If you want a Lamborghini to drive everyday without fear of being a damage magnet, buy a Gallardo.Practicality score: 28 and the total is...We can’t even pretend to be in the market for the Murcielago on which the Lamborghini Reventon is based, but this bull is indulgent fun for a privileged few. Are a unique body and nine extra horsepower worth the more than $1 million premium over its predecessor? You can’t quantify it in such terms. The 20 guys who sprang for this car knew what they were getting, and knew why they were getting them. It's all about an image, and the Lamborghini Reventon's got all the right looks, in all the right places.75/100Resources:http://www.caranddriver.com/autoshows/13992/lamborghini-reventn-one-mean-bull-page3.html http://www.roadandtrack.com/article.asp?section_id=15&article_id=5986 http://www.lamborghini.com/ Exotic Rides: Caparo T1 As a matter of well-documented fact by global, land speed record authenticators, one-off, non-commercial production vehicles are juggernauts when it comes to rewriting the pages of automotive history. After all, the BBC’s famed television program Top Gear’s leader board is riddled with hypercars from Koenigsegg, Pagani and Ariel. Now, couple the exactness of hand craftsmanship and specialized tuning necessary to produce such a supercar with the brainpower behind the McLaren F1 in design director Ben Scott-Geddes and engineering director Graham Halstead, and the result is Caparo Vehicle Technologies’ -- formerly marqueed as Freestream -- T1 supercar. The Caparo T1’s inner workings could rival a NASA space shuttle and is so completely Formula-1 inspired that Car magazine says, “We are staring at what could be the greatest performance car of all time,” but does any of this account for the estimated almost $300,000 sticker price? We’ve reviewed this mechanical wonder on the basis of luxury and practicality, 50 points to be reaped in each, to make the Caparo T1 an immaculate find. LuxuryOne of the most unconventional branding efforts to hail from the UK comes with a unique set of benefits: There’s enough liberty and creative license to develop a truly anomalous blueprint in the hopes that it will be well received by the “extreme” consumer. With the intent of marrying vanguard Formula 1 technology with slightly dialed down performance to retain street legality, rest assured the Caparo T1's meticulous fine tuning is beyond refute. Since its production, initially slated for mid-2007, the Caparo T1, bred by supercar connoisseurs, has struggled to shed the dozen-a-penny prototype-esque stigma that has plagued others’ fiscal reports. From the numbers recorded by the chart-topping BBC television show Top Gear, the T1 decimated the run time of the championed Koenigsegg CCX, besting it by a staggering seven seconds at 1:10.6. The record-setting hot lap was later retracted by officials for the T1’s inability to successfully take a speed bump (a standard that keeps their list limited to realistic "street" cars), but remained most impressive nonetheless, giving the 2-year-old manufacturer the clout needed to be taken seriously.A supercar is always defined by, but not limited to, horsepower generated and its translation to speed. That noted, Caparo has assembled the most revolutionary block to date. The T1 is set into motion by a naturally aspirated, bespoke, 3.5-liter, 32-valve, 8-cylinder crank, utilizing dry, sump lubrication. Previously powertrained by a supercharged 2.4-liter engine in the early concept stages, the completely aluminum-cast motor coaxes a maximum 575 ponies out of a virtually unheard of 10,500 rpm and 310 lb-ft of torque at 9,000 rpm. The T1 gloats over securing the all-time highest power-to-weight ratio of a colossal 1,045 bhp per ton. A short-band redlined tachometer summits at a screaming top end of an estimated 200 mph, and hurls the featherweight’s 1,102 lbs from 0-60 mph in under a scalding 2.5 seconds and to 100 mph in sub five seconds depending on the tire setup. This all gets harvested by a six-speed, sequential gearbox comprised of magnesium and carbon.  The mid-engine, RWD coupe incorporates a customizable Pectel ECU mated to a throttle by wire configuration, making the T1 the highest in sophistication as well as speed. There are a slew of available gear ratios that capitalize on the pneumatic shift actuator, along with a limited slip differential and duplicate length, hollow-shell tripod driveshafts; the Caparo engulfs the pilot in the Formula 1 driving experience. It also boasts the ability to laterally accelerate up to a neck-snapping 3 Gs and a braking deceleration of the same capacity. Five-way adjustable race dampers soften the vibration of this extremely low rider, while the near 14-inch steel brakes, six-piston calipers in the front and four in the rear, yield the T1 with ease. Beyond all of the admirable specs, the Caparo T1’s marketing savvy also branches from the reputation of its creators as it is being promoted as a sister car to the acclaimed McLaren F1. It also claims to be the only vehicle with such an expanse of downforce. So if it were driven into a tunnel and banked against the wall at 150 mph it could actually motor upside down -- makes you want to go out and test that theory, doesn't it? The T1 devotee is viewed as an enthusiast who shuns the others in this hypercar class as merely Formula-inspired and instead opts to be Formula driven. For $300,000, the consumer appeal is a byproduct of showmanship through flash. And certainly, the T1 accommodates. The exceedingly minimalistic interior is cramped and cockpit entry is reminiscent of climbing into a bathtub. We’ve heard of “less is more” but this is ridiculous. The cabin is set in a popular, two-seat configuration, but in the interest of skimming excess weight, Caparo has scrapped every conceivable amenity. The passenger’s pod rests slightly diagonal and to the rear of the captain’s chair, allowing them to be in closer proximity in order to reduce the overall width. Made optional are the fittings for a head-and-neck-protecting Hans device, six-point harnesses and a safety cell to include a highly durable, steel roll hoop and fire-extinguishing system. The HUD is modern and multi-functional, but still limited; it features race data logging and speed sensors for traction, as well as a launch control. Aesthetically, Caparo doesn’t make the most of the handcrafted hours applied to every T1 and goes over with mediocre reviews. The lightweight, carbon-fiber and aluminum, honeycomb monocoque adorned with a front composite impact structure and a rear, tubular space frame bears striking resemblance to that of an open-wheel prototype car. The aerodynamic, low, body-drag design was pieced together in paneled sections to improve wind splitting, and was outfitted with numerous louvers and canards for optimum ventilation. There is a flexible, twin element front wing, single element rear wing, fowler flaps, and a ground-effect diffuser. In an attempt for diversity, the T1’s wings can be alternated to comply with either the road or track. Entertainment is non-existent and was discarded in favor of performance. This is definitely not the car to roll out of the garage for road trips. The verdictThe Caparo T1 is space-age in many aspects, from engine format to power to weight ratio, but it puts such a great emphasis on speed that it neglects to deliver even a sliver of comfort or luxury on the whole.Luxury score: 39/50  PracticalityThe $300,000 T1 is certainly not for the light of wallet, but in monetary comparison to the likes of the McLaren F1, it is a definite bargain. Being well south of, and in some cases an entire third less, than its competitors aids as much as it can in moving units over the Bugatti Veyron and others, as the T1 offers a somewhat affordable option. Kilogram for kilogram, the Caparo T1 goes unmatched and can truly serve all challengers in terms of speed, even as a base model. Although backed by two of the more respected names in motorsports, the Caparo T1 name does forfeit a lot in recognition, but branding is only half the game and Caparo has missed the mark on some of the important stuff. No matter how well known a name is, if it doesn't shine as a complete package, that name can only take it so far.After acquiring a Caparo creation, some deficiencies should become evident immediately: First of all, you'll have no roof. Keeping within its Formula theme, the T1 doesn’t offer a formal lid; instead it opts for a bubbled cockpit. Because of the unique, dome styling, every decibel of engine noise reverberates back to the operator, and without exaggeration these are literally deafening. A brief overview of safety research would give the T1 the Carfax report from hell. A string of faulty engineering incidents resulting in spontaneous fires, oil-seal issues, suspension concerns, and even serious injury have all caused great uncertainty with the T1. The EPA has not yet been rated so we can’t be sure how quickly you’ll be refueling the 70-liter tank, but if non-supercar V8s are even the slightest hint then it’s safe to assume you should prepare to stop frequently. City streets are usually laden with potholes, and due to its go-kart-like ground clearance, the T1 is not equipped for any sort of commute and has a complete absence of cargo room to boot. The verdictUnder a lot of scrutiny for its safety conundrums, the T1 is far less than ideal for road going, ironically despite being street legal. It may seem that the T1 isn't practical at all, but a score of zero is just too harsh, so we've given the Caparo a few points for offering amazing practicality on the track -- where this car belongs.Practicality score: 20/50 and the total is…As is to be expected from such a new model, the Caparo T1 still has a few major bugs to be worked out of its system before it can really make its mark on the hypercar world. What respect it achieves in record-setting speed it secedes in all other endeavors. Overall, the Caparo T1 is not a complete car and will most likely be overlooked by the supercar mainstream when cars like the SLR and Veyron are out there as more luxurious, comfortable alternatives.67/100Resources:http://www.caparo-t1.com/ Exotic Rides: Audi RS6 Avant No longer is the definition of supercar limited to intimate two-seaters. Today, high-performance motoring includes taking the family through every hair-raising turn. Signifying Audi's entry into this high-performance segment is the return of the RS letters (which stand for "Renn Sport"). Since the inaugural Audi RS2 Avant's arrival in 1994, the same auto company that christened all-wheel drive luxury cars continued to personify itself by breaking supercar design barriers throughout the years. Applying the RS sparingly during the past 14 years, Audi's latest Frankfurt Motor Show debut of the RS6 Avant demonstrates their newest masterpiece -- a perfect display of Audi's quirky but refreshing approach to high-class, high-performance vehicles. Embodying speed credentials within the confines of a family wagon, is the Audi RS6 Avant a rude tease on speed-seeking motorists or is this a supercar for families wanting to live in the fast lane… the very fast lane? Find out if this speed-demon wagon can be both luxurious and practical. The luxury rideUtilizing the handsome S6 Avant as a starting base, the 2008 Audi RS6 Avant's appearance alone puts to rest the vanilla image that station wagons once possessed. In spite of this fact, many of the RS6 Avant's outer dimensions vary considerably due to widening the front track by approximately 0.7 inches and the rear by 2.4 inches, respectively. This increased stance not only intensifies the vehicle's demeanor but also stabilizes the RS6, as driver temptations will dictate some rather aggressive corner entries. Loosely resembling streamlined creations of the '30s, the Audi RS6 Avant front end plays host to a blacked-out version of Audi's authoritative grille. Oncoming traffic will also witness a pair of LED daytime-running light strips, which offer a low-consuming alternative to bi-Xenon and halogen lamps, and offer a near-BMW, angel-eyed look.While the previous RS6 incarnation topped out at 480 horsepower in 2004, the return of the RS6 now marches with one of the most assertive powerplants ever dropped into a wagon. Audi's version of the Lamborghini Gallardo V10 engine (producing a highly potent 435 horsepower in the Audi S6) is now being force-fed with air by two turbochargers. Combined high-pressure fuel delivery from their motorsport-derived FSI® direct injection, the RS6's 5.0-liter V10 fires an obscene 580 horsepower through its crankshaft. Also taking into account 479 lb-ft of torque available at a near idle 1,500 rpm, Audi prepped a six-speed Tiptronic transmission with the daunting job of not only surviving but coolly managing the engine's outrageous power. Using the Tiptronic gearbox, the driver can operate with the ultra-adaptive Dynamic Shift Program software or override it with a short jolt of the RS6's enhanced shifter. The end result of 580 horsepower is reliably set to the road via the standard Quattro all-wheel drive system. Thanks to the tremendous torque at the low-end, the RS6 needs only 4.6 seconds between stopwatch button clicks to log a 0-to-62-mph sprint. Surprisingly, this acceleration time equals a surely embarrassed Audi R8 supercar pace. At 155 mph, however, the Audi RS6 Avant hits an electronically set brick wall as engineers erred on the side of caution concerning the wagon's top speed.  Superior handling is secured at all speeds thanks to Audi's Quattro system. Regulating the Audi RS6 Avant's pitch and roll, Dynamic Ride Control hydraulically balances all four shock absorbers. Paired with an optional Sports Suspension Plus package, the RS6's ride can be driver adjustable as well. Slowing down the Audi RS6 can be achieved with confidence with front 8-piston disc brakes. Also available on the RS6 is an extreme-duty ceramic brake system, which features 16.5-inch front discs and 14-inch rear rotors for race-car-style stops. Without any unusual door opening movements or a low-riding seating position typical for many vehicles of equal horsepower output, the Audi RS6's four passenger doors open to a roomy and easy-to-acquaint cabin. The driver is addressed with performance-oriented RS6 interior controls, which include aluminum-style pedals, gauges for oil temperature, as well as turbo-boost pressure and the Tiptronic shifter. Decorative touches of carbon fiber around the interior also accompany the special RS6-crested front seats, which are also covered with fine Alcantara leather. When everything isn't about fast living, Audi's Multi-Media Interface (MMI) will, among many things, offer stereo system control to pulsate the cabin's surround sound speakers. The verdictWith the soul of a beast, the 2008 Audi RS6's very foundation makes the elements of performance, luxury and overall engineering ultimately desirable. A near equally performing RS6 sedan version is expected later in 2008, along with a possible announcement for North American sales -- keep your fingers, toes and legs crossed for that one.Luxury score: 48/50 The practical ridePushing the high-powered V10 engine, it's only natural to think about fuel economy with the RS6 Avant. Contrary to supercar logic, fuel economy estimates for the RS6 reveal highway and city travel combine for a very enduring 20.3 miles per gallon. Bid kudos to performance-enhancing features, direct-injection and twin-turbocharging as the dominating reasons for purchasing the Avant as your daily drive. While the dreaded import-vehicle gas-guzzler tax is still going to catch this Audi (contingent to whenever the RS6 enters into the United States market), the payment will be about $4,000 less than a current Mercedes-Benz E63 AMG or BMW M5.Prominently featured in the Audi RS6 is something a lot of 580 horsepower street screamers rarely accommodate: usable cargo and passenger space. Including the driver, three adult passengers can comfortably ride for a safe family trip. The Audi RS6 Avant rear cargo space of 20 cubic feet is expandable to 58.6 cubic feet by easily folding down the rear passenger seating. Once we've picked our jaws up off the ground, we're hit with the realization that the Audi RS6 Avant is unlikely to grace the west side of the Atlantic Ocean. The European version just hit the market with a starting price of £75,000 in the U.K. (currently equivalent to approx. $154,000 U.S. dollars). However, recent reports have indicated that the upcoming RS6 sedan, if indeed sold in the United States, would show up in the more favorable price territory of around $90,000. The verdictUnlike a slew of exotic sports cars, which spend far too much time in hibernation, the Audi RS6 Avant is an all-season, top performance treat. The added utility and surprisingly high fuel mileage make the RS6 Avant a persuadable investment for higher-income families looking to add a little growl to their daily drive.Practical score: 46/50 and the total is...Who would have thought that power, luxury and functionality could be encased in such an attractive package? And who would have thought that a station wagon would even be considered an attractive package? Well, for a company that's always striving to be a cut above the rest, Audi has done it once again with their highly anticipated Audi RS6 Avant. Let's hope it makes the trans-Atlantic jump in the very near future.94/100Resources:http://www.audi.co.uk/ Exotic Rides: Pagani Zonda R Some of Italy’s most revered exotic car manufacturers began with a single man who wanted to do things differently. Such was the case when Enzo Ferrari broke away from Alfa Romeo. It was allegedly the case when Ferruccio Lamborghini had a beef with his Ferrari’s reliability and Enzo’s frosty customer-service philosophy. And that was also how Horacio Pagani got up to speed. Pagani’s accomplishments, to date, outweigh many of his peers’ entire bodies of work, so here are a few highlights: At age 20, his Formula-3 design hit the track for Renault’s Argentinean racing program. From there, he went to work for Lamborghini and quickly advanced through the ranks, having direct involvement with models like the Countach and Diablo. Beginning in the late 1980s, Pagani set out to build his own supercar, resulting in the Zonda C12, which debuted in 1999. Named for the Andean Mountain wind, the Zonda serves as a tribute to Pagani’s hero and inspiration, the legendary race driver Juan Manuel Fangio. In fact, the Zonda was originally planned to be known as the Fangio F1, though Pagani reconsidered after El Maestro’s passing in 1995. The latest treat from the manufacturer is the racetrack-only Zonda R model. And it’s time for a closer look (which, unfortunately is a literal term -- somehow the factory isn’t turning rabid journalists loose in them with abandon). We’ll evaluate the Pagani based on its luxury and practicality relative to other ultra-rare, high-dollar supercars, and learn whether it stands as a fitting tribute. The luxury rideAny car designed without considering street-legal parameters is probably going to rock -- and rock this does. The $1.2-million, super-limited-run Pagani Zonda R is an extension of the Zonda F, which set stupefying numbers while pulling 1.5 Gs of lateral force around the Nurburgring in September 2007. To be exact, it lapped in 7:27:82 -- that’s good, incidentally. The good times keep rolling with the R, thanks to AMG. That’s because motivation is amply provided through the tuned, Mercedes-Benz, 6.0-liter V12, the same engine found in the racing CLK GTR. At your command is 750 horsepower and 523 lb-ft of torque mounted behind you, but ahead of the rear wheels through a six-speed sequential transmission. Pagani isn’t casually throwing out many more details that would allude to performance numbers, but considering what we already know, further explanation is not really necessary.Whether in coupe or convertible form, the Zonda models all look as good as they perform, which we suspect is an unwritten Italian law of exotics that’s rarely broken. Though similarities come through, Pagani insists there’s only 10% carryover above and beneath the carbon-fiber monocoque from the F. Regardless, the R is one of the best-looking models yet. It’s all business from any angle and reminds us a bit of the McLaren F1 from the side profile -- which is a flattering comparison, but certain parties won’t like hearing it. The F1 was BMW-powered, after all. Inside the tight cabin, it’s all business once again. If it doesn’t help you go faster, handle better or keep you safe, it’s probably not there. Anyone wishing for a luxury interior and appointments would be better served by another Zonda, in which they’ll find materials and a level of detail to rival premium luxury cars. The verdictThe Pagani Zonda R inevitably draws comparisons to supercars like the track-only Ferrari FXX based on heritage, intended mission and price, but it really is unique and makes no apologies for it. What’s more, no apologies are necessary.Luxury score: 42/50 The practical rideWe always stress our luxury and practicality scores are relative to the test-car’s peers, but not even that qualifier helps much with the Zonda R. After all, you can’t legally drive it on the street -- and you really wouldn’t want to. We’re not talking about fines -- forget that. Anybody spending seven figures isn’t going to care about getting busted for a lack of plates. Instead, think of how harsh the already firm ride will feel on public roads. Plus, if a minivan of moms mistakes you for a burger-chain mascot and rams your car, it’s going to be a while to replace those custom panels.That said, the R stands to work well on its single-minded mission. We already know the AMG/Mercedes V8 is inherently a tough engine, and Pagani backs up that reputation by claiming the mill is good for over 3,100 miles of track duty before work is required. That’s saying something, considering some cars’ tear-apart regimen is measured in laps. The verdictFor a car designed with such limited usefulness, you can’t expect high marks on this scale, even against other top-shelf exotics. So, forget running errands in this. Yet for all this capability, it’s touted as being deceptively easy to drive (though presumably, sanity should be your copilot). On top of that, the engine is rock-solid, giving the R moderate numbers on this count.Practicality score: 26/50 and the total is...While Pagani isn’t naming names, they’ve admitted an R is anticipated to live its life in a customer’s living room, complete with a custom audio system to pump out the sounds of an R on the track. Despite the blessing of Pagani, we must say that royally sucks. This rare performer deserves a better existence than acting as furniture. The remaining 24 examples will hopefully serve their masters as intended at a track near you. And that’s probably as close as you’ll come to one. Sorry, but they sold out instantly. If it’s any consolation, Horacio Pagani has never been one for complacency or sitting still; expect more outstanding rides from this impressive firm in the near future.68/100Resources:http://www.paganiautomobili.it/ http://www.caranddriver.com/autoshows/12610/pagani-zonda-r.html Exotic Rides: 2008 Lamborghini Gallardo Superleggera What makes a Gallardo Superleggera, a Gallardo Superleggera? Is it the ultra-sleek body paneling? The commitment to craft, in the absence of the butterfly doors commonly found on its roster mates like the Murcielago, Countach and Diablo in order to shave the excess weight of the bulky hinges? The $246,000 price tag? Or, perhaps, all of the above, plus a 0-60 mph time of 3.5 seconds, and the esteem that accompanies cruising the strip in an Italian supercar? The Gallardo Superleggera is the performance variant of Lamborghini’s entry level hyper coupe. Sketched in expectation of the new Ferrari Scuderia, the stampeding-bull-badged manufacturer has made notable advances for the upcoming production model, but will that be enough when it is rated on both luxury and practicality? Fifty points in each suit will crown the 2008 Lamborghini Gallardo Superleggera a faultless beast. The luxury rideFor as long as we can remember, the Automobili Lamborghini corporation, nestled in the northern Italian countryside of Bologna, has always represented the highest echelon of hyper cars, breeding track-worthy performance vehicles with outrageously appealing aesthetic design. Substantiated by last year’s sales figures and another annual sales record, there has been a growth of 30.4% in cars manufactured and a 37% increase in units moved in North America, led by the critically acclaimed, entry-level Gallardo. Making its market debut in 2003, the Gallardo, which derives its name from a pedigree of prize fighting bulls, has seen variants in the Spyder, SE and Nera. But Lambo hopes to have its most prominent success of the bunch with the '08 Superleggera. With the quickest acceleration time in its class, trouncing native competitor Ferrari’s Scuderia in its sights, Lamborghini has indeed done their homework.The engineers at Lamborghini know that weight is the sworn rival of speed and shaved as many pounds off as possible when compared to the standard Gallardo coupe -- after all it is the Superleggera, which was first used on the 350GT and loosely translates to “super light” in Italian. It utilizes the same aluminum space frame construction, except several body panels, the front hood, rear engine cover, side skirts, rear air diffuser housed below the twin exhaust outlets, underbody tray, and even the door-mirror housing were substituted for carbon-fiber clones. All of this effort manifests itself in a hair under the 3,000-pound curb weight, a 150-pound slimming from the base model. The rear wing can be repositioned and is subtly reshaped as the engine cover boasts a fresh plastic porthole. And while these numbers may seem impressive to you, if you actually calculate the difference between a standard Gallardo and the Superleggera, there is a 0.02 power-to-weight ratio difference between the two, in favor of the lighter model. So, can you really justify spending over $100,000 more for a car with very few differences to its predecessor? If you can, you'll want to keep reading to find out the minute differences between this Superleggera model and the standard Gallardo.  Currently governed by the chiefs at Audi and praised for earlier triumphs in the famed Murcielago, Diablo and base-trim Gallardo, Lambo’s engineers understand the validation of a supercar through speed better than anyone. The Superleggera is motioned by an all-aluminum, naturally aspirated, 5.0-liter, 40-valve (four valves per cylinder), DOHC, mid-longitudinal, V10 propeller. The mill is the most updated version of the reworked 10-cylinder block, and now achieves a maximum 530 horsepower @ 8,000 rpm and 391 lb-ft of torque. This power is made possible through improved volumetric efficiency, reduced intake load losses, exhaust back pressures, and a well-configured electronic control. The standard six-speed stick or robotized “e-gear” sequential transmission (offered at no additional cost) do the cog swapping as the Superleggera races from 0-60 in a minimal 3.8 ticks, with a top speed of 196 mph. Above cruising speeds, this AWD cannonball still maintains its Velcro-like grip on the blacktop. Venture beyond 6,200 rpm and the car seems to catch its second wind as the pilot reaches the redline shortly thereafter. Two light taps of the left paddle shifter and you’ll be returned to optimum motoring speed with an extended pull in fourth gear. The handling seems to have a noticeable drag when the car is lulled in neutral and lower revs, and the Lambo gradually loses its rigidity considerably when the speedometer reads triple digits, but steering remains responsive to input without becoming jittery. The multi-spoke, Scorpius forged alloy wheels, draped in 19-inch Pirelli P-Zero Corsa tires, give the reduced bounce suspension an assist as do the ventilated, Brembo disc brakes, when you finally meet a red light. The newest Gallardo model is relatively all business, as it has been depleted of any storage compartments and the audio system is now optional. The sport-fitted cockpit cradles the operator in fixed, one piece, bolstered, carbon-fiber sport seats that exhibit prodigious lateral firmness in deep-pocket cornering. Carbon fiber blankets the center tunnel and door panels and all that was formerly cowhide has been converted to Alcantra. Matching color stitching was incorporated to give a uniformed effect, just as the seats, dashboard and the airy headlining over each occupants brow flows with the color and design of the vehicle. The HUD wields a novel set of gauges, and the only drawback is the at-times small, illegible, balloon-letter like text. With so many reasons to purchase your very own Gallardo Superleggera, the selling point on which to place an asterisk next to may very well be the vainest of them all: the crowd reaction -- as extras and major differences from the Gallardo are slim to none. It’s no secret that just the mention of the Lamborghini namesake comes complete with an excitement all its own, and piloting this Italian muscle car, even at crawling speeds, is an adventure. The verdictThe Lamborghini Gallardo Superleggera focuses on making advancements on an already superb machine and while the result really puts the clamp on Ferrari, we also can't quite grasp how Lambo can justify hiking the price on the Superleggera when there's actually less on and in the car than previous Gallardo editions. This is not a car built for luxury or long cruises. And while it is an absolute pleasure to drive, the 2008 Lamborghini Gallardo Superleggera falls a bit short.Luxury score: 25/50  The practical rideWhile thumbing through the price guide brochures for an Italian wonder car, you might find yourself wrestling with the MSRP of the 2008 Lamborghini Gallardo Superleggera and the notion of plunking down that many clams for such a vehicle. On the one hand, the number output is strikingly comparable to the Ferrari Scuderia F430, which it is primarily aimed to compete with, and arguably has a cleaner aesthetic for slightly more dough. On the other hand, the premium is $45k more than the base Gallardo and has been cited as offering less, such as the signature “scissor doors” that account for a good percentage of its popularity. Whether you are torn between the two arguments or not, keep in mind that the Superleggera does boast the quickest acceleration in its class and is the lightest in the bracket as well.Upon signing for your new acquisition, and possibly on your romps through one of Italy’s many vineyards, you might pick up on a few things other than the uncontrollable gawking of passersby. This prize bull has an EPA fuel expenditure rating of roughly 12 mpg through metro areas and 18 on open roads -- average for a 10-cylinder and not much worse than some V8s. The Gallardo Superleggera handled a 100-mile road trip through various dry Arizona terrains and carved through pre-rush hour I10 traffic later that afternoon to cement its commuting versatility. The parallel-parking challenged will delight in the addition of a rear camera to the upcoming year’s model, saving you the trouble of early onset high blood pressure caused when backing into that rather tight parking spot. The cabin is a bit snug with minimal left leg and headroom and trunk space is non-existent, which is often obsolete in supercars anyway. The verdictPerformance is the one thing supercars have never struggled with, however, relaying the design and performance into practicality is another story. And again, while the 2008 Lamborghini Gallardo Superleggera is a dream on four wheels, the car as a whole doesn't justify the financial investment in the long run. Essentially you are paying $100,000 more for the name, "super light." And your wallet surely will be "super light" when you drive away in your less-equipped, yet faster, Gallardo.Practicality score: 20/50 and the total is…The Lamborghini Gallardo Superleggera received failing marks in this little vehicular exam. But, don't dismiss this article just yet. If you truly think about what the new Gallardo is you will understand why this car received such a low grade. For so much more... you're getting so much less. True, the power and speed time have risen, but is it really worth the extra cash? Just as Porsche raises its prices for higher GT models that are less equipped without the consumer outrage, Lamborghini has released the Superleggera in the hopes that branding and the name alone can carry this model to the top of its game.45/100Resources:http://en.wikipedia.org/ http://www.lamborghini.com/ http://www.caranddriver.com/ Exotic Rides: Porsche 911 GT3 RS For years, Porsche has continued to raise the mark in the supercar arena. And it all began in 1964, when Porsche released a little-known (at the time) model: the 911. Little did Porsche know that the 911 would serve as their longtime vanguard to the company's motorsport program -- even to this day. For over 40 years, the Porsche 911 has matched forces with numerous sports car armies, from their German brothers to Asian powerhouses. Yet, regardless of the competition, Porsche has always delivered in both performance and design. Not only that, but the Stuttgart racing giant earned a taste of champagne at the Le Mans 24-hour endurance and 12-hour Sebring races. History also records the Porsche 911's victorious ventures through rally trails, including a win at the grueling 1984 Paris-Dakar rally. Beyond merely marketing Porsche's name and badge, the German sports car maker's commitment to motorsports routinely emerges in their street-legal models. And in the case of the Porsche 911 GT3 RS, they've taken "street-legal" to an entirely new level and pushed the limits of power, performance and damn good looks. But has Porsche succeeded in producing a vehicle that's both impressive on the road and practical as a day-to-day driver? And with its racing abilities, is it luxurious? We take a look beyond the GT3 RS's dashing good looks and find out. Luxury rideThe Porsche 911 GT3 RS isn't merely inspired by their company's racing product; it is their racing product. In order to gain permission to run a race version of the 911 GT3 RS at the Le Mans 24-hour and other sports car racing series, Porsche is required to build a minimum number of street-legal models of the same car first. Technically known as homologation, the Porsche 911 GT3 RS is a rare opportunity to be saddled into a fearless racing machine.The Porsche silhouette is one known the world over and, thankfully, over the many years and many model changes and upgrades, Porsche has maintained the elusive, sleek look that's so easily recognizable. Besides being marked with either orange or black side livery (depending on the body color), the Porsche 911 GT3 RS is defined with a specially built carbon-fiber wing, which shares the same manual adjustments available on the competition racer. More detailed observations also reveal an overall elongation of the 911 GT3 body by 0.6 inches and the addition of 1.73 inches to the total width compared to other 911 models. The RS modifications increase aerodynamic downforce through corners while maintaining a 0.30 drag coefficient down the straights. The mid-mounted engine on the Porsche 911 GT3 RS -- a 3.6-liter, flat-six powerplant -- is a direct carry over from its 911 GT3 cousin. Set to become Porsche's racing darling, the unmodified engine's 415-horsepower output is alarming a mild disappointment compared to other supercars on the market that are pushing the 500-plus horsepower mark. However, being Porsche's most powerful naturally aspirated engine ever in production dropped into a mid-engined 911 vehicle, the engine still manages to be enough to scare higher-horsepower competitors.  The 911 GT3 RS engine is equipped with Porsche's VarioCam system, a high-tech system that strategically times the valve movements for peak efficiency during combustion cycles. Power reaches the rear-wheels fast enough to propel the car from 0 to 60 mph in a mere four seconds. And on a long enough straight, you'll encounter the 193 mph top speed. Because the Porsche 911 GT3 RS is well-suited for road and track with the aid of two electronic driving modes, a well-placed set of hands along with keen eyes are definite assets when the traction control is turned off. A healthy dose of understeer into a high-speed corner will challenge even gifted professional drivers. Despite the Porsche 911 GT3 RS's racing prowess, the vehicle still comes nicely equipped with creature comforts you would expect on any other supercar of its caliber. There are a number of technical and aesthetic options that can be added at extra cost, but the base GT3 RS offers more than enough in our opinion. The interior can be dressed in either black or gray, with a hefty dose of Alcantara leather covering the seats, door panels and steering wheel. The GT3 RS features firm, supporting sport seats that are fully adjustable, but only the backrest is power-controlled. This Porsche exhibits near-perfect interior ergonomics -- a driver could probably operate every control blindfolded (though we don't recommend it). You may feel like you've heard this all before… and you'd be right. The Porsche GT3 RS is, essentially, a lighter, more efficient, track-loving GT3. This Porsche isn't for your average, everyday driver. This car was engineered to handle speed and precision driving -- not just your daily commute to work. The branding itself is dripping with track innuendo as the RS stands for Rennsport - Motorsport. The visible interior roll-cage may be the first clue to its racing genes, along with the straight-ahead marker at the very top of the steering wheel to maintain the ideal racing line while driving. Accompanying aerodynamic improvements on the RS, Porsche shaved 44 lbs from the conventional 911 GT3's total weight, even with the larger body structure. Not as spectacular in appearance as the carbon-fiber add-ons is a single-mass flywheel adapted for the close-ratio, six-speed manual gearbox -- weighing 17.6 lbs less than the standard GT3 flywheel. All this weight reduction brings the Porsche 911 GT3 RS's power-to-weight ratio to 301.8 horsepower per ton. An impressive number for an impressive car. The verdictUnable to make it to the Le Mans 24-hour race this year? The Porsche 911 GT3 RS will still give a few select drivers a thrill greater than any in-car camera shot could ever provide. However, without a set production limit, this guaranteed-to-be-rare sports car may easily race by even the serious customer.Luxury score: 40/50  Practical rideFor a successful swinging single or a stylish pair of empty nesters, the two-seater Porsche 911 GT3 RS has the ability to loyally serve as your sole commuter -- if you're up for the driving challenge and don't mind a little racing paraphernalia hanging about. The GT3 RS has enough cargo space for a serious weekend getaway with just under 11 cubic feet, total. However, that grand total is split into two areas; 3.71 cubic feet in the front trunk and the remaining 7.24 cubic feet located behind the front seats, making the GT3 RS a little less practical than one would desire.It's important to remember that fuel economy in racing can mean the difference between a win or a loss at the most prestigious races in the world. To curb embarrassments, the Porsche 911 GT3 RS gas management definitely wasn't neglected, resulting in benefits on and off the track. The GT3 RS achieves 17 mpg in the city and 24 on the highway. There are only a handful of 400-plus horsepower racers that can lay claim to those fuel statistics. The verdictFor a mere $124,900, the Porsche 911 GT3 RS could be yours… and for $20,000 less you can have virtually the same car with a bit less flash. For some, the price difference is a bit steep and the RS model may seem useless, while for others the RS is a means to truly experience Porsche's racing heritage. For those in the market for a Porsche GT3 RS, the weight reduction, race gadgets and flashy paint work are much more than that -- they're the next level in performance and drivability and definitely worth the added investment.Practical score: 39/50 and, the total is...For a company that's driven by race results as much as they are retail sales results, the Porsche 911 GT3 RS is already proven itself both on and off the track. Recently, a Porsche 911 GT3 RSR (the RS's racing counterpart) claimed the GT2 class victory in the 2007 Le Mans 24 hour race.As a street car, the Porsche 911 GT3 RS test every limit, resulting in a vehicle that rests on the redline of street allure and race-capable prowess. The GT3 RS is an undoubtedly pure, unforgettable Porsche bravado. And with all the emerging supercars threatening to overtake it, the Porsche 911 GT3 RS is already a full lap ahead. 80/100Reference:http://www.porsche.com/ http://autos.aol.com/ http://www.caranddriver.com/ http://www.evo.co.uk/ http://www.rsportscars.com/ www.excellence-mag.com
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