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Lamborghini Superleggera

A version of the Gallardo, dubbed the Superleggera (super light), was launched at the Geneva Auto Show in 2007. The Superleggera paid tribute to the first Lamborghini production model, the famous 350GT, which was designed and built by the Carrozzeria Touring Superleggera in Milan, a coachbuilding company that recently restarted its activities. For most mortals the standard Lamborghini Gallardo would be more than quick enough in all areas, thanks to its 5.0-litre V10 engine and crafty aerodynamics. But Lamborghini believed there were customers who wanted more speed, and more performance from the Gallardo so the Superleggera is a Lamborghini that was created for the most demanding customer. This is a very special and limited edition Lamborghini with only 172 produced worldwide, 10 in white, 34 in grey, 37 in black, 45 in yellow and 46 in orange.

Hot on the heels of the gob-smacking Murciélago LP640, the Gallardo Superleggera isn’t just special, it’s spectacular. It’s also continued proof that Lamborghini is a genuine force to be reckoned with. Not just as a maker of supercar pin-ups – Sant’Agata has been doing that since 1963 – but as a manufacturer fit to stand alongside Ferrari and Porsche, both for the standard of its engineering and the robust state of its business.

The Superleggera looks magnificent. Squat, square-jawed and glowering with purpose and aggression, it exudes the kind of hardcore attitude you expect from a stripped and ripped version of what was already one of the most no-nonsense supercars around. Get behind the wheel and it doesn’t take long to appreciate how different the Superleggera feels from the full-fat Gallardo, and it comes through the rim of the steering wheel. In the Superleggera you get the muscular feel but with a new sense of urgency and responsiveness. Turn the wheel, even just a little bit, and the Superleggera responds directly. Not in a jumpy, artificial manner, but with precision and without hesitation. It certainly bodes well for track use. Combined with a newly programmed ECU and a new throttle body, the V10 engine pumps out 530 Bhp in the Superleggera compared to 500 Bhp in the ‘normal’ Gallardo, which results in a 0 to 100 Km/h time of only 3.8 seconds, a full 0.4 seconds faster than the standard Gallardo.

The Superleggera is a staggering 100kg lighter than its counterpart. This weight loss puts the Lamborghini Superleggera at the top of the Gallardo model line and boasting a better weight to power ratio than any of its direct competitors on the market today. To achieve such figures many parts on the Superleggera have been replaced, the inner door panels now are finished in a spectacular clear Carbon Fiber, just like the central console and the hand brake lever to name but a few. The very sporty seats are no longer electrically adjustable and receive a dedicated stitching of their alcantara upholstery while the well known e-Gear is standard. The engine cover on the Superleggera has been replaced by a clear Carbon Fiber unit featuring a light weight Polycarbonate transparent section, also note that the windscreen has been made thinner to further reduce weight, the exterior rear view mirrors are also finished in Carbon Fiber and the rear bumper now also features a clear Carbon Fiber lower section as are the lower side sills.

A very nice touch is the new, rather high ‘Superleggera’ rear wing, again finished in Carbon Fiber to stay in line with the rest of the dedicated options on this new Superleggera.

Ultimately, the Superleggera experience is much greater than the sum of its vital statistics. More about the things you can feel than those you can measure, the Superleggera is objectively impressive and subjectively intoxicating. Meticulously constructed, magnificently aggressive and mouth-wateringly desirable, this lighter, faster Lamborghini is a compelling drivers’ car in the finest Sant’Agata tradition.

Mini Challenge Race Car

With its outstanding performance and superior handling, this unique car is predestined from the start to show its rivals its tail lights on the track in series and individual events.

The new MINI John Cooper Works CHALLENGE will be delivered to customers in race trim, including all features essential for supreme performance and enhanced safety. The performance and output figures of the new MINI John Cooper Works CHALLENGE have been improved once again not only over the regular production model, but also in comparison with the current racing version. A specially developed John Cooper Works performance engine tailored specifically to the requirements of motorsport will provide maximum output of 154 kW/210 hp.

And while this figure are the same as the current MINI CHALLENGE race car, optimised engine characteristics and an increase in torque from 260 to 280 Newton-metres (192-206 lb-ft) provided by overboost gives the driver everything he needs for even better performance and higher speeds on the track. Further points are the reduction in starter weight by 30 kg to 1,150 kg/66 lb to 2,536 lb (including the driver), improved aerodynamics all round and numerous modifications to the chassis and suspension.

The new MINI John Cooper Works CHALLENGE accelerates to 100 km/h in just 6.1 seconds. And thanks to its special brake system, the car takes just 3.1 seconds to come to a standstill from 100 km/h or 62 mph. Top speed, in turn, is 240 km/h or 149 mph. Another particular forte of the MINI John Cooper Works CHALLENGE is its outstanding lateral acceleration - the high speed coming into the bend is therefore also achievable when coming out onto the next straight. A limited-slip differential featured for the first time on a MINI CHALLENGE racing car, finally, helps the driver keep to the ideal line at an even higher speed when leaving a bend.

Now in its fourth year, the MINI CHALLENGE has become one of the most successful and popular Clubsport Series in the world. The races, which have been held in Germany, Austria, Belgium and Holland hit the headlines all over Europe, and at the same time the MINI CHALLENGE phenomenon is gaining significance also in other parts of the world: New Zealand is already holding a MINI CHALLENGE racing series and Australia will follow this example for the first time in 2008 with preparations currently under way to establish a national MINI CHALLENGE Series.

The new MINI Cooper S is the first car in its segment to feature a power unit equipped with a twin-scroll turbocharger. This particular principle guarantees very spontaneous power and performance, with the ducts for two cylinders each being combined with one another in the exhaust manifold and MINI turbocharger. Reducing exhaust gas counter-pressure at low engine speeds, this particular configuration serves to make even better use of the dynamic effect of the pulsating gas columns in the manifold, thus ensuring an even better and faster turbocharger response.

An essential point is that all drivers enter the races in technically identical cars: All MINI CHALLENGE racing cars are built to the same standard and optimised for the race track in the interest of absolute equality - an essential feature of the MINI CHALLENGE placing the emphasis on the driver's skills. And to ensure an absolutely perfect balance with equal opportunities, successful drivers are required to carry extra weight in the subsequent races depending on their initial result, the winning car, for example, carrying extra ballast in the next race. And taking the example of the World Touring Car Championship, the top six drivers in the first race subsequently enter the next race in a reversed grid.

Mitsubishi EvoloutionX

First previewed in 2007, the all-new tenth-generation Lancer Evolution was introduced by Mitsubishi for the 2008 model year, continuing the nameplate's tradition of high performance in a small-displacement four-passenger sedan.

The Evo X is offered in two trim levels. The entry-level GSR is offered with a five-speed manual transmission, Recaro Sport seats and Enkei wheels, as well as optional spoiler, HID headlights, and upgraded sound system.

The upgraded MR includes Mitsubishi's new Twin Clutch Sportronic Shift Transmission (TC-SST), Eibach springs and Bilstein shock absorbers, lightweight brake rotors and BBS forged-alloy wheels, and extra sound insulation, as well as optional navigation, upgraded audio with Sirius Satellite reception, and leather seats.

Both trim levels feature the new all-aluminum 2.0 liter turbocharged four-cylinder MIVEC4 motor producing 295 horsepower and 300 pound-feet of torque and Super All Wheel Control (S-AWC) drive system.

The S-AWC system, which regulates torque and braking at each wheel includes a bevy of acronyms: ASC (Active Stability Control), ACD (Active Center Differential), AYC (Active Yaw Control) and Sport ABS, an ABS system designed for aggressive driving. The biggest difference over the outgoing car is the large number of yaw sensors included in the system, all designed to keep the Evo X on its intended path. The S-AWC system can be set for three different road surfaces: tarmac (standard), ice and gravel

The Twin Clutch SST on the MR appears similar to Audi/VW's DSG system; even and odd gears are on separate clutches for rapid-fire shifting and no torque loss between gears. Shifting of the TC-SST is controlled by alloy paddles on the steering wheel or the gear shift lever when in manual mode, and by the engine computer in automatic mode. The system has three modes: Normal, Sport and S-Sport, the latter providing the most aggressive, fast shifts.

Want to potter to the shops, have the auto in 'normal' mode for relaxed revs and changes. Point its nose down a country road, and select sport to hold the revs, and accelerate gear changes. Or stop, hold that button down for S-Sport and she'll hold the revs to the red-line, and change gear so fast your eyes will water. You can also change gear manually using the lever, or the steering wheel-mounted paddles. On this test track S-Sport (for lightning-quick changes) and manual shift proved the way to go - your foot flat as she screamed up through the gears. So good is the system you can make the most of the engine's thrust, the newly-developed unit the same 2.0-litre capacity and boasting the same, 206kW power - but now with 422Nm at 3500rpm, both figures delivered earlier down the rev range. Howling into those lurid bends you soon appreciate this car's balance, its much-increased stiffness - and the further developments to the All Wheel Control system, dubbed S-AWC.

There's active stability control added to the active centre and rear diffs, yaw control and ABS of this car's Evo IX predecessor. With the system active, it'll modulate torque from front to rear, from left to right, keeping you on the road and pointing forwards even under savage provocation. It's incredibly confidence inspiring, which may not be a good thing, as when you do find its limits you'll be far beyond the point of recovery.
Though S-AWC can make you quicker - tested at MMC's Okazaki test track the car lapped 1.5 seconds faster with it operative than without - I preferred to knock the system back, and let the car move beneath me. Select Tarmac, Gravel or snow - it wasn't snowing just then - and tap the AWC switch to reduce intervention. She'll let you cut the wheels loose just a tad, enough to slide round this corner, to wriggle over that yump, and to make you feel gloriously, blood-tingling alive.

It was then that we best appreciated the car's impressive suspension. It's compliant enough for surprising levels of every day comfort, but on this test track it was its ability to keep the rubber to the road at speed, even over truly appalling road surfaces, that was astonishing. We get the high performance pack with the Bilstein dampers and Eibach coil springs - the result sucking the car into the tarmac no matter how wild we got.

Lotus Exige

The second generation Exige, unveiled as a world debut at the Geneva Motorshow in 2004, takes the racecar-for-the-road philosophy and gives the thrill seeking driver of today unbelievable performance.

The key to this phenomenal performance and handling is the total aerodynamic package (which gives 41.2 kg of downforce at 160 km/h - 19.3 kg: front and 21.9 kg: rear) and light weight, the latter made possible through innovative engineering and clever design; indeed the Exige weighs in a miniscule 875 kg - unladen with no options - giving a weight to power ratio of 4.56 kg/PS.
Unlike other supercars, the Lotus Exige isn't powered by a massive fire-breathing V8, V10 or V12. A high-revving four-cylinder engine is all that's needed to provide extraordinary performance. This is because of the vehicle's lightweight construction. There are few amenities and little sound dampening. But as a performance car where the Lotus' mantra of "simplify, then add lightness" is in full effect, the Exige is simply one of the quickest, most dynamic and exciting cars on the road or track. The Exige is uncompromising to such a degree that it doesn't feel legal, even by exotic car standards.

Power for the Exige comes from a Toyota-sourced 1.8-liter, four-cylinder engine mated to a six-speed manual transmission. Lotus fitted unique intake and exhaust components, as well as a reworked engine controller, to broaden the engine's power band and push peak horsepower to 190 at 7,800 rpm. Torque peaks at 138 pound-feet at 6,800 rpm. Lotus claims a 0-to-100 time of just 4.9 seconds and a drag-limited top speed of 235 kph. Fuel economy, at 24 mpg city/29 mpg highway, is quite respectable. Underneath the dramatic body shell is a car built for no other purpose than to be driven hard and fast. The rear-wheel-drive sports coupe is lightweight and loud. It seats only two. Even the standard air-conditioning system can be deleted to reduce weight. With the Lotus Exige, it's all about minimizing weight. The body structure is made of aluminum. The trunk is small and there's not much additional storage space.

Because of its 1-ton curb weight, super-sticky tires and unassisted steering, the Exige is pretty much one of the most precise-handling cars available. No other car feels more eager to go where it's pointed.. On the move, the engine is tractable enough for low-speed work, but certainly the most grins come when the tacho is past 6,000 rpm. The brakes are simply phenomenal and provide fade-free performance in nearly every situation.

The Exige exists for those live-fast die-hard enthusiasts who don't give a crap about cupholders, sat-nav, luggage capacity, impact harshness, HVAC, NVH, ESP, XYZ, or any other nifty electro-mechanic nuisance with an obscure acronym.

It's like a hummingbird on four wheels. It's more of a quick car on a twisty road than a crazy fast car in a straight line. Since it was designed with a road course in mind, stopping and steering are just as important as acceleration. It's a car built to do everything well and there's probably nothing more satisfying to drive.

Aston Martin Vantage

The Aston Martin V8 Vantage is a supreme example of modern automotive design, a hand-crafted sports car that offers exceptional performance, outstanding agility and everyday usability.

Offered with an imaginative combination of different leathers, contemporary fabrics and aluminium, V8 Vantage customers will have an extensive choice of standard body and trim colours from which to choose.

Inside, Aston Martin's craftsmanship is matched to striking 21st century style. The dials are made from aluminium, and together with the switchgear have a very distinct design and unique Aston Martin look and feel.

The V8 Vantage is a two-seater, with the rear environment offering a large luggage shelf area accessed by a tailgate. The long bonnet and two-seater cabin create an instantly recognisable stance, while minimal front and rear overhangs, combined with a wide track, appear to push the rear wheels out and enhance the extremities of the bodywork.

At the heart of every great sports car is a great engine, and the V8 Vantage Coupe and Roadster are powered by Aston Martin’s 313 kW (420 bhp) 4.7-litre V8, developed for both flexibility and outright performance. The V8 also sounds spectacular and is capable of propelling the car to a maximum speed of 290 km/h (180 mph).

Ferrari 360 Modena

The Ferrari 360 Modena had a lot to live up to, the outgoing Ferrari 355 being acknowledged as one of the most beautiful and usable Ferraris ever. The 360 didn’t have to be good, it had to be brilliant - and it was.
Developed under the code name F131 Ferrari’s launch of its latest assault weapon in the international exoticar wars was a raging stunner. This de facto replacement for the F355 made its world debut at the Geneva Motor Show to rave reviews. Styled by Pininfarina, the boldly elegant 360 Modena employs lightweight aluminium componentry throughout. With a completely new chassis beneath its brawnier-looking bodywork, it tips the scales at just over 1360 kilograms--nearly 100 kilograms less than the F355. Motivating this reduced mass is a midship-mounted 3.6-liter/400-horsepower V-8. The 25-horsepower output increase from the version currently used in the F355 comes courtesy of an extra 90 cubic centimetres of displacement and revised intake plumbing. Torque is also up marginally in this 40-valve twin-cam screamer, but now peaks lower in the rev range for better in-town tractability.

Unlike the F355, the 360 Modena uses a longitudinally mounted transmission instead of a transverse gearbox. That variation improves static weight distribution and helps lower the car’s center of gravity. Gear changes can be made through a conventional sixspeed manual or an upgraded version of Ferrari’s slick F1-style paddle-shift sequential system. Either way, the newest member of this legendary Italian marque should charge from rest to 100 km/hr in under 4.5 seconds and top out near 296km/hr (185 mph). Expect nothing less than sheer handling brilliance. While the 360 Modena retains double wishbone underpinnings, significant hardware revisions from the F355 plus modified geometry and a switch from steel to aluminum suspension components promise greatly improved responsiveness.

Inside, the 360 Modena exhibits numerous styling cues borrowed from its 550 Maranello and 456GT kin. The passenger compartment is considerably roomier than that of a F355 and ergonomics are noticeably enhanced. Supple leather, high-quality materials and straightforward ergonomics struck an excellent balance between luxury and driving-focused simplicity. The snug seats offer plenty of lateral support, with a comfortable reach to the divine steering wheel. Besides contributing to superb road-holding, the 360’s wide body also provides lots of elbow room and enough space for a set of golf clubs behind the two seats.

At the heart of the Ferrari 360 is the 3586cc V8, one of Ferrari’s most powerful normally aspirated V8’s, as the revs build past 4000rpm the exhaust note changes from a menacing crackle to a howling wail. It’s undoubtedly one of the most intoxicating automotive sounds in the world.

Drive the car with gusto and the computer-controlled electronic suspension system lets the car corner with an almost total lack of body roll. Ferrari has suggested that as much as 10% of a typical 360’s mileage will be covered on tracks so has built this magnificent machine accordingly.

What makes a Ferrari a Ferrari is so much more than simply a go-fast engine and a logo imprinted with a startled horse. The experience is second to none, the sound, the prestige, the sensation of arguably the best automotive engineering in the world at your command; it simply must be felt to be understood.

Lamborghini Gallardo

The long awaited Lamborghini Gallardo was introduced during the 2003 edition of the Geneva Auto Show, drawing a lot of attention. The styling of this new Lamborghini model was very refreshing, somewhat angular but very different from anything Automobili Lamborghini SpA ever offered in the past, Fabrizio Giugiaro (ItalDesign/Giugiaro) sketched the original design but Luc Donckerwolcke at the new Lamborghini Centro Stile did the final touches.

By using a rather long wheelbase and short overhang to both the front and rear, the initial impression of the Gallardo was rather muscular and dynamic, while retaining a ‘compact’ look.
The ‘forward leaning’ side view mirrors tend to create an impression of motion, even at a standstill. According to some sources, the design of the new Gallardo was actually inspired by modern fighter jets.

The front of the Gallardo remained rather similar to the Murcielago, the ‘big brother’ to this new model, with the same basic shape of the air intakes in the massive bumper/spoiler combination leading towards two water radiators and an oil cooler.

The headlights are razor-sharp looking, and when seen from the side, the most eye-catching items would be the air intakes and the special way the exterior mirrors were mounted. The Gallardo features large side intakes that start on the doors and cut deeply into the bodywork to allow fresh air into the engine compartment, additional intakes mounted on the wide shoulders ensures this mighty V10 engine gets the cool air it needs to breath.

Using a dry sump lubrication system, the engine could be mounted very low into the chassis, the actual center of gravity of the Gallardo is situated at only 46 cm from the ground, with four valves per cylinder, dual-length intake manifolds, variable control for both intake and exhaust valves, this new engine pumps out 500 Bhp at 7800 rpm, with a torque value of 510 Nm at 4500 rpm, 80 percent of which is already available at only 1500 rpm, driving sensations guaranteed... The doors on the Lamborghini Gallardo open in the traditional way, the impressive upward swinging doors remain reserved for the big V12 powered model, another way of distinguishing the Gallardo from the Murcielago, but just like on the latter, the Gallardo has a rear wing installed that changes its angle according to the speed of the car, at 130 Km/h it moves into the upward position resulting in nearly zero upward force at high speeds, while below 80 Km/h it would return to its original state, flush with the rest of the car.

The interior of the Gallardo also means business, very functional and finished in the finest materials, an optional E-gear will get rid of the gearshift lever on the central console, and adds two levers behind the steering wheel to control the sequential gearbox.

The cars with the optional e-Gear have a reprogrammed ESP system, allowing a more sporty way of driving because the threshold of activation for the ESP has been increased.

Now when it comes to the driving experience it’s the sound that grabs you: flatter, fatter, deeper, thrumming as no V-8 or V-12 would. Strange, yet wonderful. An undeniable sound of power. This new and unique motive force is but one factor that makes the Gallardo a different breed of bull. And something also quite different from its crosstown rival, Ferrari’s benchmark 360 Modena.

Floor the throttle and enjoy the Gallardo’s many aural pleasures. You’ll hear a trumpeting sound from its anti-aircraft-gunsize exhaust pipes, while the intake roar yields a different, reedy harmonic. Listen to the gentle mechanical whir from the 10-cylinder wonder just aft of your right shoulder. Cock your head, and you’ll pick up the faint, polished whine from the gearbox and all-wheel-drive system. De-freaking-licious.

Lamborghini Murcielago

When Audi took over, the Diablo replacement was nearly ready in Sant’Agata, the Zagato designed model that Vittorio di Capua, the president of Automobili Lamborghini SpA at that time, wanted to call ‘Canto’ was about to enter production, but Ferdinand Pïech didn’t like this design, it featured giant air intakes at the rear and just wasn’t what Dr Pïech expected from a Lamborghini, so he decided to have the Diablo successor redesigned.

Dr. Pïech asked for a new proposition from the Audi design department, this one would be compared with a reworked Zagato Canto, a design from I.D.E.A. and a third prototype that was ordered from the Bertone design studio’s. Zagato’s new design was again rejected, also the I.D.E.A. model wasn’t what Dr Pïech had in mind, so the Bertone design and the one from Audi would be used. At this moment, time was running out on the Diablo replacement, so a restyling of the current Diablo model was needed, before the focus could be directed to the new model.

The Audi designer Luc Donckerwolcke was asked to update the aging style of the Diablo, so he created the refreshing 6.0 VT model, when we look at it, now that the L147 is shown, it is clear this model was a preview of what Lamborghini was about to present as a successor. ‘A Lamborghini isn’t just designed and presented to the public like a normal car, it is born from below the earth, like a volcanic eruption, under thundering lightning it will emerge from the dark ...’

The new Lamborghini, which was known only as the L147 project during development, was first unveiled during an awesome show at the foot of the Etna volcano on Sicily, a select group of about 200 people were flown to Sicily on Friday to participate in the most impressive release of any Lamborghini model ever.

As usual with Lamborghini, the ‘Murciélago’ name was taken from bullfighting, during a fight in 1879, this legendary bull was still standing after 24 stabs from the ‘espada’, the matador’s sword. Pressured by the audience, this fierce bull was kept alive, later it was acquired by Don Antonio Miura, yes, the guy that breed the famous Miura bulls that named the very first mid-engine road car, the magnificent Lamborghini Miura.

The rather controversial styling of this new Lamborghini stirred some emotions from both owners and enthusiasts all over the world, it is true that the refreshing new Murciélago design wasn’t created by an Italian, but by Luc Donckerwolcke, who was also present at the presentation at the factory. At first Donckerwolcke supervised the design together with a team of Bertone designers, but this combination didn’t work out so it was decided to end this partnership and the new Lamborghini would be designed by Luc Donckerwolcke himself.

Donckerwolcke actually involved the Lamborghini engineers into the design, asking them what they needed and expected, their input considerably styled the bodywork, since they actually asked for the massive air intakes in the front bumper and the shoulder mounted intakes to cool down the massive, new 6.2-Liter V12.

One can say without a doubt that the new Lamborghini model was probably the most developed model ever built by Automobili Lamborghini SpA, with the help of Audi this Lamborghini was thoroughly tested and re-tested, until everything was exactly to way it should be. The Murciélago had been tested in the most extreme environmental conditions, this was actually a first for Lamborghini, since the previous models were all tested on the roads surrounding Sant’Agata and on the Nardo circuit. The Murciélago was even taken to a deserted area in the United States to be tested in very high temperatures and at a very low humidity, just to make sure it would perform up to the specifications, no matter under which conditions. It is easy to conclude that the Murciélago is one of the most impressive models ever to roll out of it’s Lamborghini birth place at Sant’Agata.

Porsche 997 Turbo

The Porsche Type 997 (Type Nine-Nine-Seven), also simply called the 997 (Nine-Nine-Seven) is the current version of the 911 sports car built by German manufacturer Porsche in Stuttgart-Zuffenhausen. Production of the Carrera and Carrera S coupés began in early 2005, all-wheel drive Carrera 4 and Carrera 4S versions began shipping in November 2005, Turbo and GT3 derivatives went on sale in late 2006 and the 911 GT2 in 2007. In addition to the coupe and cabriolet versions, Targa versions of the Carrera 4 and Carrera 4S are available, which carry on with the "glass canopy" roof design used on all Targa 911s since the Type 993 Generation 911.

During 2009 Porsche made comprehensive changes to the 997 lineup which included small styling changes, increases in engine displacement across the board, the addition of gasoline direct injection and the introduction of the company's new "PDK" dual clutch transmission as well as other mechanical changes. As a result, the updated 997 models are faster, lighter and more fuel efficient than the outgoing versions and have somewhat better handling. In the case of the 997 Turbo, a comprehensively re-tuned all wheel drive system with an optional "torque vectoring" system was also a part of the upgrades package; in an October 2009 preliminary review, Car and Driver magazine estimated that when equipped with the PDK transmission, the updated Turbo should be capable of going from 0 to 60 miles per hour in three (3.0) seconds flat. As of December 2009, the 911 GT2 was the only variant in the 997 lineup not to have received any changes or upgrades. The 997 is the most commercially successful 911 of all time, having sold 100,000 units between its introduction in 2005 and July 2007. It has also received mostly positive reviews from the worldwide motoring press; even British motoring journalist Jeremy Clarkson, a known detractor of Porsche vehicles, noted that the 997 will "make love to your fingertips and stir your soul.

Ferrari 430 Spider

Like so many Ferraris before it, the Ferrari F430 that debuted in 2004 was tested on the track and perfected for the street. The 4.3-liter V8 came out of the work done at the Formula 1 racing division, as did the electronic differential, which delivers optimal torque from the engine to the wheels. There's even an available six-speed Formula 1 gearbox that comes straight from the track to you. The Ferrari F430 didn't last long, though. By 2010, it had run its course and was no longer being produced.

Ferrari F430 Design:

The design of the ferrari F430's aluminum chassis had to incorporate two things: enough downforce to keep the Ferrari F430 stuck to the road at the kinds of speeds generated by the rear-mounted engine, and enough air to keep that engine from overheating. The low nose with its huge air intakes under the headlights achieves both of these goals. There are more air intakes near the rear wheels, but the air rushing into the front of the car is channeled into large radiators to cool the engine.

Ferrari F430 Technology:

Glad you asked. Here are the five settings a driver can select using the F1-derived "manettino switch," from lots of assistance to nearly none:

ICE: maximum stability and traction control for slippery situations; paddle shifters deactivated
LOW GRIP: good for poor road surfaces and rain; paddle shifters can be used
SPORT: the standard setting, with maximum performance, handling, and stability at speed
RACE: for track use only; minimizes gear shift times; minimum traction control
CST: traction control is off; only ABS and electronic brake distribution are active


In 2005, the Ferrari F430 Spider (not "spyder") debuted in Geneva. The convertible version of the F430 has everything the coupe has, plus a strengthened aluminum chassis and two roll bars integrated into the structure of the windshield. Most importantly, the soft top folds away electronically and slips itself under its own tonneau cover, so as not to break the Pininfarina-designed lines of the car or its aerodynamics. And of course, it's been designed to allow the rear mid-mounted engine to be seen at all times.

Lotus Sports Racer

The second generation Exige, unveiled as a world debut at the Geneva Motorshow in 2004, takes the racecar-for-the-road philosophy and gives the thrill seeking driver of today unbelievable performance.

The key to this phenomenal performance and handling is the total aerodynamic package (which gives 41.2 kg of downforce at 160 km/h - 19.3 kg: front and 21.9 kg: rear) and light weight, the latter made possible through innovative engineering and clever design; indeed the Exige weighs in a miniscule 875 kg - unladen with no options - giving a weight to power ratio of 4.56 kg/PS.
Unlike other supercars, the Lotus Exige isn't powered by a massive fire-breathing V8, V10 or V12. A high-revving four-cylinder engine is all that's needed to provide extraordinary performance. This is because of the vehicle's lightweight construction. There are few amenities and little sound dampening. But as a performance car where the Lotus' mantra of "simplify, then add lightness" is in full effect, the Exige is simply one of the quickest, most dynamic and exciting cars on the road or track. The Exige is uncompromising to such a degree that it doesn't feel legal, even by exotic car standards.

Power for the Exige comes from a Toyota-sourced 1.8-liter, four-cylinder engine mated to a six-speed manual transmission. Lotus fitted unique intake and exhaust components, as well as a reworked engine controller, to broaden the engine's power band and push peak horsepower to 190 at 7,800 rpm. Torque peaks at 138 pound-feet at 6,800 rpm. Lotus claims a 0-to-100 time of just 4.9 seconds and a drag-limited top speed of 235 kph. Fuel economy, at 24 mpg city/29 mpg highway, is quite respectable. Underneath the dramatic body shell is a car built for no other purpose than to be driven hard and fast. The rear-wheel-drive sports coupe is lightweight and loud. It seats only two. Even the standard air-conditioning system can be deleted to reduce weight. With the Lotus Exige, it's all about minimizing weight. The body structure is made of aluminum. The trunk is small and there's not much additional storage space.

Because of its 1-ton curb weight, super-sticky tires and unassisted steering, the Exige is pretty much one of the most precise-handling cars available. No other car feels more eager to go where it's pointed.. On the move, the engine is tractable enough for low-speed work, but certainly the most grins come when the tacho is past 6,000 rpm. The brakes are simply phenomenal and provide fade-free performance in nearly every situation.

The Exige exists for those live-fast die-hard enthusiasts who don't give a crap about cupholders, sat-nav, luggage capacity, impact harshness, HVAC, NVH, ESP, XYZ, or any other nifty electro-mechanic nuisance with an obscure acronym.

It's like a hummingbird on four wheels. It's more of a quick car on a twisty road than a crazy fast car in a straight line. Since it was designed with a road course in mind, stopping and steering are just as important as acceleration. It's a car built to do everything well and there's probably nothing more satisfying to drive.

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