2010 Corvette Grand Sport to start at $55,720?

If the introduction of the ZR1 into the Corvette lineup has made the base model look a bit dull, the Grand Sport package more than fills the aesthetic gap between the models. The Grand Sport package includes Stingray-like gills aft of the front wheels, unique rims and Z06 brakes. Unique suspension tuning reportedly nets a 0-60 time that goes from 4.2 seconds on the base coupe to 4.0 seconds in its updated configuration.
Corvette Blogger is reporting what it says is official Grand Sport package pricing, and the bottom line isn't as tough to swallow as some may have envisioned. The Bowtie fanboy site lists Grand Sport pricing at $55,720 for the coupe and $59,530 for the convertible. That's a not-inconsequential $6,205 bump for the coupe and $5,360 for the droptop. The Grand Sport package essentially obviates the need for the $1,695 Z51 package, however, so you're basically looking at $3,500-$4,500 for the retuned suspension, widebody stance, Z06 brakes, improved 0-60 mph times, and aeshetic and exclusivity benefits, which doesn't strike us as a bad deal.
[Source: Corvette Blogger]

Dino Roso design study takes another stab at reviving Ferrari's classic 246 GT

Good or bad, everybody's got an opinion on the styling of contemporary Ferrari offerings - a fact that could go a long way toward explaining why everybody and their cousin wants to have a go at designing the Italian stallions themselves. The latest to join the fold is Paolo Roso, an apparently aspiring automotive designer. His project? The Dino Roso, a project that aims to reinterpret the classic 1967 Dino 246 GT in a radically different form.
While we have to admit we're not big fans of the front end (and we have to wonder how the driver is supposed to see around those enormous pillars - rollover protection isn't an issue in fantasy) - there are certain attractive elements to the design. If you care to see for yourself, it's on display through October in 1:10 scale model form at the "Sognando l'automobile" (Dreaming the Automobile) exhibit at the Museo dell'Automobile Bonfanti-Vimar in northern Italy. Or if your passport is out of date, you could always just click on the thumbnails below to view in our high-res gallery.

Vizualtech renders time-attack Nissan 200SX

Vizualtech Nissan 200SX time attack

The folks over at Vizualtech, the 3D rendering firm that brought you the Audi R8-inspired catamaran and a Le Mans-ready Dodge Challenger are at it again. This time, the team has put together a stunning widebody Nissan 240SX for time attack duty.
Evidently designed for an unnamed Swedish client, the turbocharged, 600-horsepower 200SX was inspired by a GT 500-class Japan GT Touring Car (although apparently they've taken a few theoretical liberties, as the GT 500 class is capped at 500 horses). That aside, we think this is a killer-looking job, one that we'd happily check out at the track.

Lamborghini Murcielago successor not coming until 2012

Lamborghini supercars tend to have a relatively long lifespan. The Countach stayed in production for sixteen years from its introduction in 1974 until the Diablo replaced it in 1990, which in turn anchored Sant'Agata's line-up for eleven years until the Murcielago was introduced in 2001. Now eight years in production, the steel-bodied Raging Bull has grown pretty long in the tooth, even if it can still hold its own against its contemporary competition.
In order to keep it fresh, the Murci has spawned a seemingly endless succession of variants, from the original through the LP640, 40th Anniversary and Versace editions, fixed roof and roadsters versions, the Reventón, LP650-4 Roadster and LP670-4 SuperVeloce. Lambo's done a good job of keeping its biggest, baddest fighting bovine with the times, but they know it's about time this aging bull be put to pasture. However if the latest reports are any indication, it may yet be a couple of years more before the Murci meets its replacement.
When it does come along, though, Auto Motor und Sport says we can expect the new flagship Lambo to ditch the Murci's outmoded steel chassis in favor of an aluminum one - likely based on the Audi R8's. Draped in aluminum and carbon fiber, the chassis will, in all likelihood, carry a revised version of the Bizzarrini-designed V12 that was the company's first engine and which has, with considerable modification, carried on in the company's supercars ever since. While the wheelbase is expected to carry over from the outgoing Murcielago, the front overhang is expected to shrink, while all-wheel-drive will continue to put the power down to the tarmac.
[Source: Auto Motor und Sport]

Next Tesla Roadster aims at 911 Turbo with AWD and usable space

Electric drivetrain aside, the Tesla Roadster isn't the most practical sports car on the market. Like its Lotus counterpart, the Roadster is lacking space for both passengers and parcel, something Tesla CEO Elon Musk is all-too-happy to admit. But as you'd expect from the plucky upstart and its confident chief executive, Tesla has big plans to expand beyond the Roadster and Model S sedan, and it's got the Porsche 911 in its sights.
Although we've known for some time that Tesla plans to base future models on the Model S platform - ranging from a base model to a full-fledged GT - the automaker's been tight-lipped about the specifics of future sports cars. However, Musk let it slip during an interview that a 911 Turbo shares a space in his garage with a Roadster, and he loves its ability to schlep the kiddies to school in its diminutive back seats. Inspired, Musk said that the next Tesla sports car would be a 2+2, boasting 10% more room for rear-seat passengers and 50% more trunk space than the 911, along with all-wheel drive. Additionally, the Model S' flat architecture means that styling won't be completely influenced by the drivetrain, allowing for "greater functionality with avant garde, aggressive" styling. Although this new coupe's future is largely dependent on the success of the Model S, if Tesla can keep the lights on and continue R&D, we might see the GT as early as 2012 or 2013.

2009 Porsche Boxster S vs. BMW Z4 sDrive35i, Audi TTS, Chevrolet Corvette

With all the doom and gloom out there—evaporating 401k plans, exploding mortgages, pay cuts, Paula Abdul—this might seem like a bad time to buy a roadster. Two seats, flashy looks, extrovert performance, and a voracious fuel appetite are bound to anger your foreclosed neighbors faster than the Senate Finance Committee can bully you into returning your annual bonus. But if you haven’t already spent your ill-advised home-equity loan, now is the time to reward yourself with an automotive indulgence. If you are someone who still has a positive net worth, you can jump-start this knocked-down economy just by spending. And we’re here to help you make the best choice.

Keep Reading: 2009 Porsche Boxster S vs. BMW Z4 sDrive35i, Audi TTS, Chevrolet Corvette

2010 Chevrolet Corvette Grand Sport pricing announced

According to Dave Salvatore of Kerbeck Corvette the 2010 Chevrolet Corvette Grand Sport will start at $55,720 for the coupe and $59,530 for the convertible. As the folks over at CorvetteBlogger point out, that’s about $6,205 more than the base coupe and $5,360 for the base convertible.

Refresher: Power comes from a LS3 6.2L V8 producing 430-hp and a peak torque of 424 lb-ft when mated to a standard exhaust system. Output is increased to 436-hp when mated to the optional two-mode exhaust system. The model will also feature widebody styling along with a racing-bred suspension. The Corvette Grand Sport can be ordered with 1LT, 2LT, 3LT and 4LT trim packages.

The Ten Cars That Defined The Decade

Now that the calendar reads ‘2009′ and summer is upon us, we can already begin shutting the book on the first decade of the new millenia. All the cars that will be produced have either made it to dealerships or have half a dozen reviews already printed in some magazine collecting dust on your shelf.

This decade closes much like the 1960s, in an atmosphere of uproar and protest, with rumors of war and peace and revolution at hand. The auto industry has experienced a second Golden Age, bigger and grander than the first, and has again sunk into crisis, darker and dimmer than the one Baby Boomers remember. And enthusiasts young and old fear that a similar fate awaits them in the coming years with news of outrageously stringent CAFE standards, and fear-mongering legislators fuel anxieties that we’ve already seen the best cars of the next thirty some odd years.

So it is that we turn back to this decade already a bit nostalgic. Here lie the future legends, the autos of myth and lore. With the future unclear, we ask ourselves which cars made the glorious 2000’s the decade we will all miss more than we know?

1. FORD THUNDERBIRD

The 11th-generation Thunderbird was resurrected from the dead for 2002. Returning to the original layout as a two-seat convertible, it wasn’t spectacularly fast, but it’s retro styling cues awakened us all from the Dark Ages of the 1980s and early 1990s, and provided the first clue that Detroit could actually make an aesthetically pleasing vehicle again. The Thunderbird can almost single-handedly be credited with inspiring the Retro Renaissance, whose effects would define the next ten years of American automobiles, most immediately of which came a year later when Chevrolet released the SSR–an even more retro-themed roadster–that was part convertible and part truck (though in profile only). Unfortunately, the SSR simply wasn’t practical enough, or powerful enough to gain staying power in the market, and like the Thunderbird, soon faded into discontinuity. When both cars first appeared, they were welcome respites from the previous thirty years of soporific aesthetics, and heralded the Golden Age waiting just around the corner.

2. HUMMER H2

The original H1 followed a guaranteed formula for making a cool car: legalizing a military combat vehicle for public use. Its successor in the H2 was only bigger and uglier. Even before the upper crust, rap stars, and innumerable pimp-factories got their hands on it, the H2 was well on its way to becoming the primary target of the “Green Movement” in popular conversation. “Hummer” became synonymous with “The Wastefulness of Stupid, Rich Americans Who Hate the Environment”. And with fuel economy ratings so deplorable they were conveniently omitted from EPA testing (independent testing revealed averages between 8 and 12 mpg), the H2 became an extended middle finger to every person who considered themselves an environmentalist. Though Hummer’s days with GM may be numbered, the pinnacle of the American fetish for fuel-chugging SUVs will not soon be forgotten.

3. TOYOTA PRIUS

It’s hard to imagine a car more responsible for transforming the public’s perception of gas-guzzling grizzlies than the world’s first mass-produced hybrid. First appearing on our shores in 2001, the remodeled NHW20 of 2004 is the familiar hump-back profile we now have singed into the back of our retinas. The Prius’ surging popularity helped launch Toyota above the already faltering domestic manufacturers, and signaled the global automotive shift from the U.S. to the Far East. As gas prices sky-rocketed and the economy slowed, the Prius became a fashion statement for celebrities and common folks alike, uniting them behind the notion that owning an ugly, boring car actually prevents carbon emissions from eating holes in the atmosphere.

4. FORD S-197 MUSTANG

After Chevy dropped the Camaro in 2003, the Mustang became the sole surviving pony car. And rather than sit on its duff and enjoy its victory, Ford revised its most famous nameplate and created the S-197 in 2005. Bigger, badder, and better looking than ever, the new Mustang revived interest in American cars as tuners from all over the world bought up models to gussy up in their own unique image. The Retro Renaissance was gaining momentum, and the Aftermarket could barely keep up. It wasn’t long before GM and Chrysler could not afford to ignore it, and immediately rumors began circulating that the long dead spirit of American Muscle was rising again. Just like that, the Pony Car Wars had begun. But while forums and Internet chatrooms buzzed for almost four years over spyshots and secret press releases detailing the Chevy Camaro and Dodge Challenger, the Mustang continued to sell like hotcakes. By the time its arch-rivals finally appeared, recession had pushed consumers towards miniature econ-boxes and away from neo-classical American muscle.

5. NISSAN GT-R

“Godzilla” came to America July 7, 2008, and we were never the same. It dropped the “Skyline” tag in name only, but retained and exceeded the capabilities of its legendary R-34 ancestor. Here was a car that owned the title as “the fastest production car in the world around the Nurburgring”, and yet it was 3800 pounds, had four seats, and was well under $100K. The GT-R simply defied physics, and every other so called “supercar” in the world took notice. The rule book wasn’t just rewritten–it was thrown out and incinerated. And despite criticisms that the car was a soulless automaton, it was in fact the distilled essence of Japanese culture. Inspired by the ‘Gundam’ anime series and designed by the makers of the “Gran Turismo” video game, the GT-R was the car of, by, and for the PlayStation generation. Its controls were laser sharp, its reactions point-and-shoot, its grip face-pealing, its brutal acceleration nearly effortless to achieve (especially with that pesky little launch control). With every downed opponent, including Aston Martins, Corvettes, Ferraris, Lamborghinis, and its intended target, the Porsche 911 Turbo, we gradually felt the wheels of progress turning beneath us. We had seen something totally unique–the next wrinkle in the evolution of performance cars.

6. AUDI R8

Much like the GT-R, the R8 also raised our expectations of what a supercar could be–only it did it with considerably more sexy body work. On paper, it was a demi-Gallardo, but on the road, however, it was so much more. Audi’s first foray into the supercar world was a home run for giving us an exotic that didn’t compromise comfort and convenience for performance and curb appeal. It won almost every major award for “Car of the Year” or “Design of the Year” in 2007 from sources such as Top Gear, Fifth Gear, Automobile Magazine, Playboy, and the “World Car of the Year” awards in 2008. The one drawback, however, was the engine. The RS4-sourced V-8 was underwhelming in the company of Murcielagos and McLarens, so Audi quickly rolled out an improved version in 2009, with a detuned Gallardo V-10 churning out 518 brutal (but well-behaved) horses and all the mystique of any Italian beauty.

7. CHEVROLET CORVETTE ZR1

The Z06 Corvette had already wowed us in 2006 as a giant killer whooping up on cars twice its price. But ultimately it lacked the sophistication to compete outright with the best of Italy and Germany. But when GM created a $100,000 Corvette and slapped the ZR1 badge on it, we had something truly special on our hands. Forever the laughing stock of Europe, finally we Americans had a two-seater worth bragging about. Sure, it had a tacky carbon-fiber roof, and sure, the interior still smelled like glue on a hot summer’s day, and the seats were less supportive than your dad’s favorite pair of briefs, but it whooped ass! It dethroned the GT-R and took the Nurburgring record for itself (not because GM really cared all that much about it, but simply because Nissan did), and even managed to earn the adoration of the impossible-to-please Jeremy Clarkson. Low, lean, and shamelessly self-aggrandizing with a Plexiglas window displaying its supercharger-cover, the ZR1 may be the best American car we see for quite some time.

8. PONTIAC AZTEK

GM saw its highs and lows. The Aztek was the lowest of those lows. Certainly not the worst car ever made (there are a host of others we could argue for that title) it garnered the title as the “World’s Ugliest Car” from a British newspaper, a title substantiated innumerable times by anyone who ever saw it. Its atrocious styling could partly be to blame on the way it was conceived, being one of the first cars designed entirely using computerized rapid-prototyping/rapid-visualization tools. Surely, if the designers had actually seen the car in person before boxing it up and shipping it out, they could have saved themselves untold amounts of embarrassment. Produced between 2001, brand new models were still being sold off the lots years after it was discontinued in 2005. Affectionately called the Vagina-Mobile by in-house officials (it’s not too nice looking on the outside, but once you get inside, it’s not so bad) the Aztek was an ill portent that maybe all was not well at GM, and foreshadowed Pontiac’s downfall. Oh, if only the G8 had come sooner.

9. BUGATTI VEYRON

With 16 cylinders arranged in a ‘W’, 4 turbochargers, 10 radiators, a top speed of 253mph, acceleration to 60 in 2.5 seconds, and a price tag of 1.5 million dollars, the Veyron was cool the same way Versailles was cool–through utterly comical levels of excess. It was the most expensive mass produced car, the fastest accelerating car, and the fastest car outright in the world’s history. It consumed fuel faster than a fraternity wannabe gulps vodka at a hazing ceremony. It could drain an entire tank in 12 minutes at top speed, just three minutes short of the tires giving way. But in between all the numbers was the absolute serenity with which it achieved its monumental feats. Soon after it appeared in 2005, there were challengers looking to steal its Top Speed crown, and while the Shelby Supercars Ultimate Aero Twin Turbo would eventually dethrone its title, the Veyron remains the uncontested exotic of choice for billionaires with small penises.

10. HYUNDAI GENESIS

Before 2009, no one would expected a Hyundai to win the North American Car of the Year Award, much less make it on a RideLust Top Ten list. Hyundai’s vision for the Genesis sedan was to offer a car with the performance of a BMW 5-series, the interior packaging of a 7-series, and the price of a 3-series. But even though the car is certainly as attractive and alluring as any German or Japanese rival, its badge deters most people from even considering it. Hyundai realized it needed a flagship to redefine its public image. So they followed up with the Genesis Coupe, and suddenly, we had a car that made us question our loyalty to American coupes. The Genesis Coupe excelled in providing cheap performance in a tasteful package, the very thing that had made the Mustang so successful. And while we here at RideLust refuse to be swayed by this Korean Voodoo magic, if the Genesis’ highly successful reception is any sign, the age of European dominance in the luxury and performance market may also be coming to a close, and Japan may finally have a worthy competitor on its hands.

Devon GTX - Future American supercar to attempt Nurburgring lap record in July

Daniel Paulin, former Ford designer, has created a design concept for Devon Motorworks that hints at a future American supercar. Known as the ‘design that navigates between the past and science fiction,’ the new Devon GTX is said to be the shape of the future supercar from America.

The exterior features a blend of muscle and curves that won’t have you mistaking this for a German supercar. As for the inside, Paulin decided to go with a more clean electronic dashboard with retro touches such as the gear-shifter and steering wheel that resembles those in a Ford Mustang.

No word on what’s going to be under the hood of the Devon GTX but we’re guessing it’s going be something very powerful since the company plans on breaking the world lap record at the famous Nurburgring track in July 2009. The finished Devon GTX will be piloted by Le Mans and European FIA and GT2 World Champion and proven Trans-Am winner Justin Bell.

The Devon GTX will make its world debut at the 2009 Pebble Beach Concours.

2009 Lotus Exige S 260

This feature is designed for competition use, and as such, its employment will invalidate vehicle warranty on any components subject to the extreme loads associated with racing/drag starts.
This was the first sentence on the sheet given to us on how to use the launch control system on the 2009 Lotus Exige s 260, needless to say, we all had a laugh when we read this. To have a feature on your vehicle that, if you use and damage something, your warranty becomes void is rather frustrating. Especially since the test numbers Lotus is claiming were obtained using the launch control system. This reminds us of another vehicle (cough * GT-R * cough) that had a launch control that if used and something was damaged, your warranty was void, they got rid of it, Lotus, take a hint.
So this leaves me stuck at a crossroads. I love the new Lotus Exige S 260, but for the very same reasons, I hate it as well. Let me explain.

At 6'3" and 210 pounds my relationship with the Exige got off to a rocky start (I'll give you a second to stop laughing at the thought of me trying to get in and out of this car). But once in, our relationship warmed. The racing Recaro's gave me an idea of what I was in store for, as did the very sparse interior.Since we had the opportunity, we turned some laps in the Exige S 260. It has amazingly good brakes that let you go deeper into a braking zone than you initially think you can, and its very quick and precise steering feel gives you immediate and direct feedback. Couple all that to a mid-mounted supercharged engine that loves to live in the high rpm range, and you have yourself one hell of a track car. Everyone that hit the track came in saying the same thing while wearing an ear-to-ear smile: I could do that all day, this car is unbelievable. The track is definitely where this little monster is most happy but driving to the track will take its toll. Between the limited rear visibility, the completely decontented interior, and the engine buzzing away right behind your head, you're going to be tired before you even turn lap one. But once you do, you actually like all the things I just mentioned as being an annoyance.
The S 260 comes equipped with a variable launch control system along with Lotus variable traction control, this is basically same vehicle as the S 240 just with 17 more horses and weighing around 50 less pounds along with a few changes to the aero package. For accel runs, I set the Launch control at 5000, traction control off, then flat foot the throttle, drop the clutch and I'm off. On the next run, I wanted a bit less rpm so I just did it myself. I got to my desired rpm, dropped the clutch -- damn, not enough spin; try it again. Back to the 5000 launch (or so I think), flat foot -- but wait, the rpms are only going to 4000. What's the deal? It seems the car decided to reset the launch revs to the rpm I had just launched from. Now, in order to reset the launch control you have to turn off the car and go through a specific sequence then you're ready to go again. Don't get me wrong, I have no problem with launch control systems, they are very useful when trying to get a high horsepower vehicle to hook up, but something weighing just over 2000 pounds and putting out 257 ponies with 174 lb ft of torque, it's just not necessary. With a vehicle like this I would prefer careful use of left and right foot to be my launch control. In a nutshell, I was never able to launch the car the way I wanted which again was very frustrating because I know there is a better number in this car.
Lotus has always been a pure enthusiast car especially since the introduction of the Elise, a car that's much more at home on a track than stuck in rush hour traffic. The Exige S 260 is still very much an enthusiast car, but its lost something with the addition of these "driving aids."
The 2010 Exige S 260 has already been unveiled, but Lotus, there's still time. Before it hits the streets, get rid of the launch and variable traction control and do something about that $79,000 price tag.
[source:MotorTrend]

Lamborghini Murcielago LP670-4 SuperVeloce

We haven't necessarily had a shortage of photos of the Lamborghini Murcielago LP670-4 SuperVeloce. In addition to the first batch of press photos released by Lamborghini, we also captured the super-Murcielago on the show floor in Geneva and once again here in the United States when it stopped by at one of our favorite weekly car gatherings. Even so, our salivary glands went into overdrive when we saw this latest batch of photos of the SuperVeloce. There' s just something about the outrageous over-the-top styling that takes us back to being a teenager.
Lamborghini Murciélago LP 670-4 SuperVeloce – the new king of the bulls is even more powerful, lighter and faster.
The Lamborghini Murciélago is one of the most extraordinary super sports cars of all time. Automobili Lamborghini has now expanded its model range with a new, exceptionally purist and even more extreme top model – the Murciélago LP 670-4 SuperVeloce is even more powerful, lighter and faster than the Murciélago LP 640. With the output of the 6.5 liter V12 increased to 670 hp and a weight reduction of 100 kg (220 lbs), the Murciélago LP 670-4 SuperVeloce boasts a power-to-weight ratio of 2.3 kg (5.1 lbs) per hp. This catapults it from 0 to 100 km/h (62 mph) in a breathtaking 3.2 seconds and powers it on to a top speed of around 342 km/h (212 mph). Distinctive design refinements ensure that each of this 350-unit limited edition series conveys its full potential from the very first glance.

With its outstanding performance, razor-sharp precision and exceptional high-speed stability, the Lamborghini Murciélago LP 670-4 SuperVeloce is the ultimate performance car for advanced sports car drivers. The super sports car has been extensively redesigned with a new front and rear, an innovative engine bonnet and a choice of two aerodynamic set-ups featuring either a small or large rear spoiler. The interior in Alcantara and carbon fiber provides a purist and minimalist approach.In order to achieve the substantial weight reduction of 100 kilograms (220 lbs), the Murciélago LP 670-4 SuperVeloce was extensively reworked and redeveloped in virtually every aspect – from chassis to engine and transmission, right through to the interior. The increase in engine output from 640 to 670 hp is the result of optimized valve timing and a reworked intake system. The significantly modified aerodynamics with substantially increased downforce brings considerable improvement to vehicle stability at very high speeds. With the small standard-fit rear spoiler, top speed stands at 342 km/h (212 mph), while the large "Aeropack Wing" and its added downforce gives a top speed of 337 km/h (209 mph).
"The new Murciélago LP 670-4 SuperVeloce is the systematic continuation of our brand philosophy. It is more extreme and uncompromising than virtually any other automobile," says Stephan Winkelmann, President and CEO of Automobili Lamborghini. "As the new top model of the highly successful Murciélago range, the SuperVeloce displays not only outstanding driving dynamics, it is also further evidence of our company's technological expertise. Customers can look forward to an utterly unparalleled driving experience."
Design and aerodynamics
The Murciélago is an icon of the Lamborghini brand – a sports machine of menacing character and brutal power. Its unique design radiates a supreme form of highly concentrated sensuality. Wide, low, with its glass area pushed way forward and a long, taut back – the interplay between the soft contours of the basic form and razor sharp edges is the perfect expression of the Lamborghini design language. In the totality of its character, the Murciélago is without comparison on the sports car market.
Yet even a character like this can be further refined – the new Lamborghini Murciélago LP 670-4 SuperVeloce is the more extreme, even more purist pinnacle of the model range. This is clearly evident from the very first glimpse of its completely redesigned front end – pulled way forward and finished in matt black paint, the carbon fiber front spoiler is connected to the front end via two vertical elements. The large air intakes for the front brakes are more powerfully emphasized. The new front fenders feature additional air intakes for brake ventilation. The air vent for the oil cooler located in the driver-side sill area is painted matt black to match the sills.
The modifications are even more apparent around the mighty engine bay of the Murciélago LP 670-4 SuperVeloce. The twelve-cylinder engine is presented as an engineering masterpiece under a transparent engine bonnet that boasts a completely new architecture. Hexagonal polymer plates made from transparent polycarbonate are set on three levels within a carbon fiber framework. The layers are open towards the rear, playing a key role in the thermodynamics of the high-performance engine.
The impressive rear end of the SuperVeloce is dominated by a veritably noble, flat and extremely wide exhaust tailpipe and, on the underside, by a two-level diffuser system finished entirely in carbon fiber. The rear light clusters display their signals in that distinctive Y-shape that has been a fixed element of Lamborghini design since the Murciélago LP 640, Reventón and Gallardo LP 560-4. The panel between the lights is made from carbon fiber, while the large intake mesh below expands across the full width of the rear end. Made from thick-walled aluminum, the hexagonal pattern is laser-cut and a Teflon coating provides the necessary heat protection.
The aerodynamics of the Murciélago LP 670-4 SuperVeloce have been completely redeveloped. Alongside the enlarged front spoiler and the twin rear diffuser, the new fixed rear spoiler also plays an important role. Customers can choose between two versions, with the small rear spoiler providing improved downforce at high speeds. As an option, the Murciélago LP 670-4 SuperVeloce can be supplied with the "Aeropack Wing" – a large, fixed, carbon-fiber wing mounted on two carbon-fiber brackets. The new aerodynamic set-up provides a significant boost to directional stability at the very highest speeds. The top-speed downforce on the Murciélago LP 670-4 SuperVeloce with Aeropack is strongly increased.
Bodyshell and lightweight construction
With the construction of the Murciélago LP 670-4 SuperVeloce, Lamborghini proves its expertise in the manufacture of lightweight materials and in working with hi-tech carbon fiber. The structure of the super sports car is a composite construction of extremely stiff carbon components and a tubular steel frame – as in a race car. The transmission tunnel and the floor are made of carbon fiber, attached to the steel frame using rivets and high-strength adhesives. The roof and the exterior door panels are formed in sheet steel, while the remainder of the outer skin is made from carbon composite material.
For the Murciélago LP 670-4 SuperVeloce, engineers in Sant'Agata Bolognese recalculated the framework and selected a new, super high-strength sectional steel. This achieved two objectives – on the one hand, they increased the torsional stiffness of the chassis by 12 percent to provide improved handling precision and, on the other, they were able to reduce weight by 20 kg (44 lbs), making a significant contribution to the reduction of overall vehicle weight. And the systematic approach to lightweight design continues throughout the entire bodyshell. The front fenders, the rear side panels/fenders and the casing for the third brake light are made of a modified carbon-fiber material. Combined with the removal of the drive for the moveable spoiler, this brings a further weight reduction of 13 kg (28.6 lbs).
Added to the 33 kg (72.6 lbs) of weight reduction from the chassis and exterior, are 34 kg (74.8 lbs) from the interior, as well as over 33 kg (72.6 lbs) removed from the engine and drive train.
Power unit and transmission
The longitudinally mounted 6.5 liter V12 delivers the infernal power for an unparalleled driving experience. With 670 hp (493 kW), the engine in the Murciélago LP 670-4 SuperVeloce is 30 hp more powerful than in the Murciélago LP 640. The twelve-cylinder sends its mighty 660 Nm (487 lb-ft) of torque to the crankshaft at 6,500 rpm; maximum power is reached at 8,000 rpm, with an average piston speed of 23.7 meters per second – a figure almost comparable to race engines.
The V12 is eager to deliver its performance – it brings its menacing power with immediacy and precision to guarantee breathtaking performance – after only 3.2 seconds the SuperVeloce has already reached 100 km/h (62 mph).
The engine block and heads of the V12, positioned at the ideal cylinder angle of 60 degrees, are made from aluminum. The four chain-driven camshafts are variably controlled, while the intake manifold operates in three stages – both technologies add even greater thrust to the merciless pushing power. To increase the performance of the SuperVeloce, the intake system was modified, the valve train optimized and, most importantly, valve travel was increased.
The control electronics for the V12 were developed internally by Lamborghini - each cylinder bank has its own high-performance processor. If the engine needs more cooling air, intake funnels emerge from the rear pillars: when not in operation, they lie flush with the bodyshell. Dry sump lubrication enables the V12 to be mounted extremely low down, benefiting the handling dynamics: this also guarantees oil supply under extremely dynamic driving conditions. With 12 liters of lubricating oil in circulation, the oil cooler is located on the left side of the vehicle and cooled by air flowing through the aperture in the sill.
The weight reduction of more than 26 kg (57 lbs) in the engine area was derived primarily from the completely new exhaust system. The muffler has been redesigned and even the mighty tailpipe of the SuperVeloce manufactured from new materials is lighter than on the Murciélago LP 640. But most of all, the new exhaust system makes for an acoustic experience that is surely equal to the driving performance – from the heavy rumble of a stormy night, through the trumpeting of mighty elephants to the roar of a raging lion, the SuperVeloce performs the grand opera for 12 cylinders, 48 valves and 8,000 revs.
The SuperVeloce is equipped as standard with the sequential, automated manual transmission e.gear, which uses electro-hydraulics to shift gear extremely quickly and smoothly. A cockpit display informs the driver of the gear currently engaged. In addition a special "Corsa" mode and a "Low adherence" mode are available.
As a no-premium option, the SuperVeloce is available with a six-speed manual transmission. Its short metal shift stick runs in an open gate of classic Italian elegance. In both variants, the new lightweight clutch makes its own contribution to the weight loss program.
All-wheel drive and chassis
The Murciélago LP 670-4 SuperVeloce delivers its extreme power to the road with great reliability – assured by its permanent all-wheel drive. Before the rear wheels spin, the viscous coupling sends up to 35 percent of driving force via its additional shaft to the front wheels. The front and rear limited-slip differentials are set at 25 and 45 percent. With its four driven wheels and traction, the Murciélago delivers a decisive advantage over rear-wheel drive sports cars when it comes to accelerating out of a corner – and always with maximum stability. The rear axle bears 58 percent of its overall weight – a distribution ratio that is highly beneficial to traction.
Explosive dynamics, tenacious cornering and extreme speeds – the Murciélago LP 670-4 SuperVeloce is a super sports car packed with aggressive power, but by no means a mean-spirited car. Its steering requires very little power support, giving full control of the car to the driver. Those prepared to tackle the beast head on are quickly rewarded with intimate contact and trust – as speed increases, so the Murciélago reveals its strengths, thus exposing a character with no hidden surprises and behavior that can always be anticipated.
The Murciélago is fitted with double wishbone suspension all round. Spring struts – two on each of the rear wheels and one on each of the front – control the loads transferred from the road. The standard-fit lifting system enables the front end of the vehicle to be raised by 45 mm (1.8 inches) to avoid obstacles such as garage entryways. The SuperVeloce is equipped with exclusive "Ares" alloy-forged wheels, bearing the exclusive five twin-spoke design. The front wheels are clad in 245/35 ZR 18 rubber, while the rears sport 335/30 ZR 18. High-grip Pirelli P Zero Corsa tires come as standard.
Four brakes controlled by a hi-tech ABS system are capable of mighty stopping power when required. The Carbon Ceramic (CCB) brakes are fanned by cooling air flowing through enlarged channels in the bodyshell, while openings in the front fenders provide additional ventilation for the SuperVeloce. The ceramic discs are exceptionally lightweight, fade-free and capable of extremely high operational performance.
Interior and equipment
Even stepping into the Murciélago LP 670-4 SuperVeloce is an experience as individual as the vehicle itself. The upward-opening doors – a solution developed by Lamborghini in the early seventies for the Countach – are released via small latches, then swing wide open to reveal a panorama of the exclusive interior of the Murciélago LP 670-4 SuperVeloce. The dominating materials are Alcantara and carbon fiber, which make for an ambience that is as high-quality as it is sporty.
The sports bucket seats come as standard and provide exceptionally firm support around the hip and shoulder areas. The bucket seats are made from lightweight and highly robust carbon fiber and guarantee the driver perfect support, even in the most extreme driving situations. The Murciélago's standard seats are also available on the SuperVeloce as an option free of charge.
Not only the seats are upholstered in black Alcantara micro-fiber; the cockpit and the roof lining are also finished in this high-quality, lightweight material. The Y-shaped perforations on the seats and roof lining bring additional finesse, with an inlaid backing material in the same color as the exterior paintwork. The Murciélago LP 670-4 SuperVeloce can be delivered with the paint finishes Giallo Orion, Arancio Atlas, Bianco Isis, Grigio Telesto and Nero Aldebaran, as well as Bianco Canopus (white matt) and Nero Nemesis (black matt) as an option.
Naturally, the interior also makes its contribution to weight reduction. The door panels are clad in carbon fiber, as is the wide center tunnel. The application of Alcantara instead of leather is another weight-saver, just like the selection of sports bucket seats and the omission of the radio-navigation system (if requested, this is available as an option). At the end of the day, the music in a Murciélago comes from the engine compartment. Overall, modifications to the interior contribute over 34 kg (75 lbs) to the SuperVeloce weight loss program.
But absolutely no corners have been cut when it comes to one characteristic that is a feature of all Lamborghini super sports cars – the exceptionally high quality of the workmanship. The craftsmen in Sant'Agata Bolognese are all masters of their respective trades; the three-year warranty bears testimony to absolute faith in product quality.
[Source: CAR]

2009 Maserati GranTurismo S Automatic

Marcello Mastroianni has been reincarnated as the Maserati Granturismo S Automatic. Suave good looks. Smooth, effortless acting. This big, handsome sport coupe is the cinematic black-and-white Mastroianni, wearing a tipped fedora and dark shades of Fellini's "81/2" or "La Dolce Vita."
As its name suggests, the Granturismo S Automatic tosses out the Granturismo S' six-speed twin-clutch paddle-shifted manual for a six-speed paddle-shifted ZF. It also dismisses the S' passive damping suspension for the base Granturismo's Skyhook suspension, "perfect tradeoff between handling and comfort on board," with its aluminum gas dampers. The suspension offers two settings, with a "sport" button that stiffens things up while opening an exhaust flap that turns up the volume on the lovely, throaty-brappy Italian V-8 soundtrack. Nino Rota would approve.

Weight distribution is 49/51, slightly better than the manual's 47/53. More important, even for us manual gearbox junkies, the Granturismo S seems better suited for the ZF automatic. Essentially, this is the standard Granturismo automatic with the S' 4.7L V-8 upgrade -- and it works.You can tell the three models from the color of the cam covers: Maserati Blue for the Granturismo's 405-hp, 4.2L V-8, Ferrari Red for the 440-hp, 4.7L Granturismo S, and darker red for the 440-hp, 4.7L S Automatic. Maserati claims a 0-100-kph (62-mph) time of five seconds flat, just 0.1 sec slower than the twin-clutch manual. This transmission and the character of the car bearing it lifts Maserati from the shadow of its faster, more expensive sibling, Ferrari -- just as Armani doesn't have to take a back seat to Ermenegildo Zegna.
While ZF has sold this transmission to a number of Maser's competitors, Maserati engineers developed their own paddle-shift system. Right paddle to upshift, left paddle to downshift. It feels lighter, less crisp than most paddle-shift transmissions, whether automatic or twin-clutch manual. And yet, it's quick and precise and gives full control to the driver, neither upshifting nor downshifting on its own. It's the most engaging manumatic to date (though, ahem, a longer-term drive will be necessary to determine whether it becomes a daily habit).
It rained on the hilly, twisty roads near Modena the day of our test drive, which slows one down when driving a big, fast, expensive sport coupe. Even with a safety cushion, though, the Granturismo S Automatic felt sure-footed enough on its standard 20-in. wheels and tires to handle the curves with lan. Electronic nannies on, you can still elicit slight wheelspin coming out of the corners. With this transmission and suspension and an exotic car's engine, the Automatic S is a suave sport coupe that defines Maserati's distinctive personality.
[source:MotorTrend]

Bailey Blade prototype expected in October

Remember the Bailey Blade coupe being created by Neal Bailey in his Texas garage? Not only is Neal still at it, but he tells us he'll have at least one, possibly three, prototypes ready for testing in October. That's a big change in status from the last time we checked in on Neal in November. Back then he was having serious funding problems but was keeping the dream alive by soliciting small investments from enthusiasts.
Seven months later, things are much sunnier for what's now known as BXR Motors. Neal has moved the project out of his garage to a much larger facility at MotorSport Ranch in Cresson, Texas; hired a consultant to help work out a business plan; and, most importantly, attracted a private investor, which has allowed Neal to focus on the car's development full-time.
"Getting an investor has not changed development process of the Blade at all," Neal told us via email. "However, developing a business plan and strategy has greatly educated us in the world of business and venture capital investments. There is a great deal to learn as developing a business plan like this is almost as difficult as developing the car itself. The business plan and marketing strategy has helped us to focus on making sure that we succeed. It forces you to take a deeper look into the project and apply real numbers to see if this dream will produce real profits. As for pressure from our investor, there has been little involvement. The investor has seen our plan and the engineering behind it and simply wants us to succeed."
Neal says with the investor's funding, he has confidence he'll have at least one -- hopefully three -- Blade prototypes ready by October for road testing. Neal has stayed true to the original design, applying just a few tweaks to update the look.

First 2010 Subaru Legacy rolls off the line in Indiana

The 5th-generation Subaru Legacy has officially begun production, with the first car rolling off the Lafayette, Indiana assembly line late last week to confetti-strewn, ribbon-cutting fanfare. In keeping with Subaru's recent new-model introductions, beginning with the current Impreza and continuing with the new Forester, the 2010 Subaru Legacy wears controversial new bodywork that abandons the elegantly understated lines of the outgoing model in favor of a more stylized (overstyled?) face attached to a car that has grown dimensionally in order to be better-positioned against the likes of the Honda Accord. With production now underway, look for the new Subaru Legacy to start arriving in U.S. showrooms by July. We'll weigh in with our impressions of the car as soon as we can get our hands on one.