Chevrolet recently launched new SUVs into this whole segment. The new cars in here, like the 7 seater SUV Chevrolet Captiva boasts of great tough looks from the outside as well as some sophisticated but comfortable features from inside. The dashboard and the interiors are designed quite neatly and is something of great envy to other automobile giants who have also put up their SUVs into the market. This particular car has got a really good and powerful engine of nearly 1900cc and is a diesel run vehicle, of course and has the power of about 148bhp at 4000 rpm. Furthermore, it has a good ground clearance and consists of five manual gears and well functioned brakes that come with the latest available technologies. Electronic coupling is also used in the braking system to get the most out of it and to make the drive much faster and smoother for the convenience of the person driving those stylish vehicles.

In addition, these vehicles offer you, not just the style but also the comfort to allow six other persons to easily travel in it with style. Also these can be used for carrying out the work of transferring cargos with much ease too. Although looking at the way in which this machine is built, one would surely wonder as to why on earth, you would even think of doing that. Nevertheless, still one has the options of doing that easily. This 7 seater SUV promises to break in the shackles and turn out to be one of the best in the sports utility vehicle or the SUV category. Moreover, this machine does not limit you in terms of choosing the various colors that are available of it and lets you take full advantage of it.

The new Audi R8 GT packs just such an engine – a 5.2-liter V10. Mid-mounted in an aluminum and magnesium monocoque chassis, the powerplant is rated at 560 horsepower. With all-wheel drive and a sequential gearbox, the coupe rockets to 60 mph in 3.6 seconds before hitting an aerodynamic wall just shy of 200 miles per hour. It is, notes Audi, the lightest, fastest and most powerful supercar in its lineup.

Constructing the R8 GT was hardly a mild undertaking. Audi first put the R8 on a diet, shedding 180 pounds. They then turned their attention to the powerplant, where engineers were able to coax the 5.2-liter V10 into delivering another 35 hp. The suspension, brakes and underpinnings were upgraded, while the automatic gearbox and all-wheel-drive system received their own new set of commands. Lastly, unique cosmetic touches were applied that not only improved the R8’s appearance, but boosted performance.

As Audi has limited production of the R8 GT to just 333 copies worldwide (with only 90 examples falling into very lucky hands within the United States), we consider ourselves fortunate to be one of just a handful of journalists at Sonoma, California’s Infineon Raceway to put the world’s newest exotic through its paces on a race circuit.

The Audi R8 road car, not to be confused with the automaker’s winning R8 Le Mans Prototype racer, first arrived in the States for the 2008 model year. Sharing underpinnings with the Lamborghini Gallardo, the two-seat exotic debuted as the German automaker’s flagship and most expensive offering. With Audi Space Frame (ASF) technology keeping weight relatively low and Quattro all-wheel drive for grip, performance was impressive even though it was a bit shy in the power department – standard fitment was a 4.2-liter V8 rated at 425 horsepower. Soon afterward, a more powerful 5.2-liter V10 arrived. It added a bit of weight, but the newfound performance bumped the R8 into supercar territory. The coupe’s top came off in 2009, when the R8 Spyder variant debuted at the Frankfurt Motor Show.

Last spring, as Audi’s flagship sports car entered its fourth year, the German automaker announced a new R8 was under development. By “adding lightness,” boosting power and thoroughly reworking the suspension and brakes, the company promised to inject new levels of performance into the R8 – a vehicle not scheduled for replacement until 2014.

Officially introduced at the 2010 Paris Motor Show, the 2012 Audi R8 GT will land on U.S. soil with a base price of $196,800 (excluding $1,250 in destination charges). That makes it about $87,000 more than the entry-level R8 4.2 FSI with a six-speed manual transmission and about $39,000 more than the standard R8 5.2 FSI coupe with an R-Tronic transmission. In addition to a very short options list that includes carbon fiber-reinforced ceramic brakes with anodized red calipers, audio upgrades and a choice of forged wheels, Audi will offer the R8 GT in four “Exclusive” colors (Suzuka Gray, Samoa Orange, Ice Silver and Phantom Black).

As mentioned, Audi will only build 333 examples of the R8 GT. Interestingly enough, the automaker says that particular number carries no significance whatsoever, but it does mean the Audi R8 GT will have a lower production volume than the Bugatti Veyron. Put down your phone, as all of the coupes have already been spoken for (get in line for the R8 GT Spyder today). As is often the case with rare exotics, there is no surplus inventory to drop one into the press fleet, so we are at the mercy of the automaker for some seat time. Thankfully, Audi was thinking of us. Last week, they flew over a couple Euro-spec prototypes and offered us a full day at the track.

Located just northeast of San Francisco Bay in Napa wine country, Infineon Raceway (formerly Sears Point) is famed for its road course NASCAR event each year. More important to our German hosts is that the track is also home to the Audi Sportscar Experience, where civilians put Audi’s various performance models through their paces on the site’s 2.52-mile road circuit. We drove from Los Angeles to Infineon in standard R8 models, spending the night in Yountville, before heading to the track where we found two matte-finish Suzuka Gray R8 GTs waiting patiently for us.

If you are familiar with the Audi R8, distinguishing the GT variant from the 4.2 or 5.2 won’t be very difficult. Most obvious is the fixed carbon-fiber rear wing, which replaces the motorized pop-up unit on the trailing edge of the engine cover (neatly saving a few pounds in the process). The R8’s now trademark side blade elements, protruding outward to mimic the standard 5.2 design, are standard lightweight matte carbon fiber, as is the front lower double splitter, front bumper winglets, mirror covers, rear bumper and lower diffuser. The rear bumper is accented in Titanium Gray with fewer horizontal slats. Full LED headlights are standard, and the rear taillamp reflectors feature a unique blacked-out appearance. The exhaust outlets, a quad system on the R8 4.2 and twin ovals on the R8 5.2, are twin oversized perfectly round circles with a dark gray finish on the limited edition GT model. Look through the forged wheels and you may also notice a set of optional red anodized calipers, distinguishing our tester’s carbon-ceramic brake upgrade.

As we are driving a European model, there are some differences to point out. Slightly altered on our domestic arrivals, thanks to the U.S. Department of Transportation (DOT), will be the front and rear fascias and the rear window. The DOT requires orange side marker reflectors on the front bumpers and the removal of the brake light below the rear valance. They have also pulled the plug on the polycarbonate rear window and external ignition kill switch located at the base of the driver’s windshield.

The R8 GT’s interior is every bit as unique as its exterior. The cabin has been enhanced with lightweight Alcantara throughout. The pseudo-suede covers the seats, headliner, steering wheel, roof posts, knee pads and handbrake lever. Full leather is optional, but we prefer the grippy fabric over smooth natural hides. Carbon fiber accents the cockpit on the doors, dashboard, and numbered R-Tronic shifter (our pre-production vehicles both wore the coveted “000/333″ designation). While the Sparco bucket seats, four-point racing harness, red roll cage and ignition kill switch replacing one of the cup holders certainly look trick, they sadly won’t be fitted to the 90 vehicles earmarked for U.S. customers – blame the DOT, again.

According to the company, all of the enhancements are functional – whether they serve to reduce weight or improve aerodynamics. All told, Audi shaved about 180 pounds off the weight of the standard 5.2 Coupe. The savings come from all over. Here are just a few of the specifics: battery (cutting 20.7 pounds), carpeting (17.4 pounds), rear hatch (12.8 pounds), rear bumper (17.6 pounds), hood (5.3 pounds), side blades (3.3 pounds) and a fixed rear spoiler (3.3 pounds). The drag coefficient of the R8 GT (.36) isn’t very impressive, but it is identical to the standard 5.2 model while delivering more than twice the downforce.

At the heart of the R8 GT is its mid-mounted, direct-injected 5.2-liter V10. Sitting in plain view under a transparent hood, the all-aluminum engine is nearly identical to the unit fitted to the standard R8 5.2 FSI. However, to prepare it for a more challenging role, Audi’s engineering team made a few tweaks to squeeze a few more horses from the 90-degree dry sump powerplant. The result is 560 horsepower at 8,000 rpm and 398 pound-feet of torque at 6,500 rpm (redline is a stratospheric 8,700 rpm). While the standard R8 5.2 is offered with a choice between a traditional gated six-speed manual and the automaker’s R-Tronic six-speed single-clutch sequential automatic, there is no such option on the R8 GT. All are fitted with a specially-calibrated R-Tronic transmission as standard equipment. That decision may frustrate purists, including ourselves, but the automated gearbox arrives with steering wheel-mounted paddle shifters and electronic launch control in an effort to appease the masses. Officially, Audi says the new R8 GT will hit 62 mph in 3.6 seconds with a top speed aerodynamically limited to 199 mph.

Part of the impressive acceleration is credited to Audi’s full-time Quattro all-wheel-drive system. It’s standard fitment on all R8 models, including the GT. The system has been engineered with a dry torque split of 15/85 (percent front/rear). However, if wheel slippage is noted by the electronics, up to 30 percent of the engine’s torque may be sent to the front wheels. Aiding grip is a standard mechanical locking rear differential that provides 25-percent lockup under acceleration and 40 percent on the overrun. Putting the power to the pavement are unique 19-inch forged alloy wheels, wrapped in sticky Pirelli P Zero Corsa tires (235/35R19 front, 295/30R19 rear). Significantly, Audi’s renowned Magnetic Ride suspension is not used on the R8 GT. Instead, the adaptive electronic suspension has been replaced with standard Bilstein coilovers. Fully adjustable and race-bred, they allow custom settings for ride height and tuning.

Unlike many gussied-up exotics that become rather inhospitable when the weight-savings team starts swinging the axe (we need only point our fingers at the hard carbon-fiber door panels of the Lamborghini Gallardo LP-570-4 Superleggera), the R8 GT is very comfortable inside. Although outfitted with a serious level of performance equipment, its cockpit easily swallows our six-foot two-inch helmeted frame with room to spare and plenty of padding. There is generous shoulder, elbow and leg room complete with a tilt-and-telescope steering wheel to bring everything in alignment. Materials, fit and finish are all near-flawless and the color scheme with contrasting red splashed throughout looks classy and timeless. Complaints about Audi interiors are rare, and the GT continues the R8’s tradition of setting a high bar in the supercar world.

From the driver’s seat, forward visibility is excellent, but the view out the rear window in this Euro-spec model is blocked by a bright-red diagonal roll bar. Beyond that, the carbon-fiber wing bisects the horizon right at the traffic line, just like the rear wing does in a Porsche 911 GT3.

The 5.2-liter V10 spins to life with a simple twist of the key. In addition to the ECU tuning, the R8 GT is fitted with custom exhaust headers and new mufflers. The sound is throaty from inside the cabin, much louder than the stock exhaust on the 5.2 model, without being overly obnoxious. Audi says there is less sound insulation in the GT’s firewall, which only serves to amplify the aggressive exhaust note.

Infineon Raceway is chock full of twisty climbs and curving descents, so we chose to keep the gearbox in manual mode. Before our arrival, Audi engineers had locked-out the stability-control defeat button (auto journalists are a crazy bunch), so we had no choice but to leave it on. Gratefully, its limits have been re-calibrated for the GT’s higher performance. Instructed to follow a school instructor in an R8 4.2, we released the brake and pulled the GT on to the circuit.

Then something very unique happened – all credited directly to the competency of Audi’s newest flagship.

Full disclosure reveals that we are not only new to the R8 GT, but it is our first time driving at Infineon. In most cases, this requires a dozen orientation laps learning corners and turn-in points while simultaneously attempting to get accustomed to how a vehicle handles. Not so with the Audi R8 GT. The learning curve drops off a cliff. Within three laps, we are chasing the instructor with the gusto of a hungry cheetah trailing a fleeing gazelle.

The GT is absurdly easy to drive at the limit, thanks to its mid-engine balance, accurate steering, excellent throttle response and tenacious all-wheel-drive grip. After just moments behind the wheel, we find ourselves completely at ease driving eight-tenths. By our second and third stint in the driver’s seat, there is nothing holding us back from driving full tilt. While lighter than its siblings, the GT is still no featherweight when compared to some of its rivals – evident with some understeer on the sharpest corners. Regardless, the new R8 approaches tossable now. Stability control doesn’t allow us to rotate the vehicle mid-corner, but it doesn’t seem to mind when we clip the apex in a four-wheel power slide.

The Audi R8 road car, not to be confused with the automaker’s winning R8 Le Mans Prototype racer, first arrived in the States for the 2008 model year. Sharing underpinnings with the Lamborghini Gallardo, the two-seat exotic debuted as the German automaker’s flagship and most expensive offering. With Audi Space Frame (ASF) technology keeping weight relatively low and Quattro all-wheel drive for grip, performance was impressive even though it was a bit shy in the power department – standard fitment was a 4.2-liter V8 rated at 425 horsepower. Soon afterward, a more powerful 5.2-liter V10 arrived. It added a bit of weight, but the newfound performance bumped the R8 into supercar territory. The coupe’s top came off in 2009, when the R8 Spyder variant debuted at the Frankfurt Motor Show.

Last spring, as Audi’s flagship sports car entered its fourth year, the German automaker announced a new R8 was under development. By “adding lightness,” boosting power and thoroughly reworking the suspension and brakes, the company promised to inject new levels of performance into the R8 – a vehicle not scheduled for replacement until 2014.

Officially introduced at the 2010 Paris Motor Show, the 2012 Audi R8 GT will land on U.S. soil with a base price of $196,800 (excluding $1,250 in destination charges). That makes it about $87,000 more than the entry-level R8 4.2 FSI with a six-speed manual transmission and about $39,000 more than the standard R8 5.2 FSI coupe with an R-Tronic transmission. In addition to a very short options list that includes carbon fiber-reinforced ceramic brakes with anodized red calipers, audio upgrades and a choice of forged wheels, Audi will offer the R8 GT in four “Exclusive” colors (Suzuka Gray, Samoa Orange, Ice Silver and Phantom Black).

As mentioned, Audi will only build 333 examples of the R8 GT. Interestingly enough, the automaker says that particular number carries no significance whatsoever, but it does mean the Audi R8 GT will have a lower production volume than the Bugatti Veyron. Put down your phone, as all of the coupes have already been spoken for (get in line for the R8 GT Spyder today). As is often the case with rare exotics, there is no surplus inventory to drop one into the press fleet, so we are at the mercy of the automaker for some seat time. Thankfully, Audi was thinking of us. Last week, they flew over a couple Euro-spec prototypes and offered us a full day at the track.

Located just northeast of San Francisco Bay in Napa wine country, Infineon Raceway (formerly Sears Point) is famed for its road course NASCAR event each year. More important to our German hosts is that the track is also home to the Audi Sportscar Experience, where civilians put Audi’s various performance models through their paces on the site’s 2.52-mile road circuit. We drove from Los Angeles to Infineon in standard R8 models, spending the night in Yountville, before heading to the track where we found two matte-finish Suzuka Gray R8 GTs waiting patiently for us.

If you are familiar with the Audi R8, distinguishing the GT variant from the 4.2 or 5.2 won’t be very difficult. Most obvious is the fixed carbon-fiber rear wing, which replaces the motorized pop-up unit on the trailing edge of the engine cover (neatly saving a few pounds in the process). The R8’s now trademark side blade elements, protruding outward to mimic the standard 5.2 design, are standard lightweight matte carbon fiber, as is the front lower double splitter, front bumper winglets, mirror covers, rear bumper and lower diffuser. The rear bumper is accented in Titanium Gray with fewer horizontal slats. Full LED headlights are standard, and the rear taillamp reflectors feature a unique blacked-out appearance. The exhaust outlets, a quad system on the R8 4.2 and twin ovals on the R8 5.2, are twin oversized perfectly round circles with a dark gray finish on the limited edition GT model. Look through the forged wheels and you may also notice a set of optional red anodized calipers, distinguishing our tester’s carbon-ceramic brake upgrade.

As we are driving a European model, there are some differences to point out. Slightly altered on our domestic arrivals, thanks to the U.S. Department of Transportation (DOT), will be the front and rear fascias and the rear window. The DOT requires orange side marker reflectors on the front bumpers and the removal of the brake light below the rear valance. They have also pulled the plug on the polycarbonate rear window and external ignition kill switch located at the base of the driver’s windshield.

The R8 GT’s interior is every bit as unique as its exterior. The cabin has been enhanced with lightweight Alcantara throughout. The pseudo-suede covers the seats, headliner, steering wheel, roof posts, knee pads and handbrake lever. Full leather is optional, but we prefer the grippy fabric over smooth natural hides. Carbon fiber accents the cockpit on the doors, dashboard, and numbered R-Tronic shifter (our pre-production vehicles both wore the coveted “000/333″ designation). While the Sparco bucket seats, four-point racing harness, red roll cage and ignition kill switch replacing one of the cup holders certainly look trick, they sadly won’t be fitted to the 90 vehicles earmarked for U.S. customers – blame the DOT, again.

According to the company, all of the enhancements are functional – whether they serve to reduce weight or improve aerodynamics. All told, Audi shaved about 180 pounds off the weight of the standard 5.2 Coupe. The savings come from all over. Here are just a few of the specifics: battery (cutting 20.7 pounds), carpeting (17.4 pounds), rear hatch (12.8 pounds), rear bumper (17.6 pounds), hood (5.3 pounds), side blades (3.3 pounds) and a fixed rear spoiler (3.3 pounds). The drag coefficient of the R8 GT (.36) isn’t very impressive, but it is identical to the standard 5.2 model while delivering more than twice the downforce.

At the heart of the R8 GT is its mid-mounted, direct-injected 5.2-liter V10. Sitting in plain view under a transparent hood, the all-aluminum engine is nearly identical to the unit fitted to the standard R8 5.2 FSI. However, to prepare it for a more challenging role, Audi’s engineering team made a few tweaks to squeeze a few more horses from the 90-degree dry sump powerplant. The result is 560 horsepower at 8,000 rpm and 398 pound-feet of torque at 6,500 rpm (redline is a stratospheric 8,700 rpm). While the standard R8 5.2 is offered with a choice between a traditional gated six-speed manual and the automaker’s R-Tronic six-speed single-clutch sequential automatic, there is no such option on the R8 GT. All are fitted with a specially-calibrated R-Tronic transmission as standard equipment. That decision may frustrate purists, including ourselves, but the automated gearbox arrives with steering wheel-mounted paddle shifters and electronic launch control in an effort to appease the masses. Officially, Audi says the new R8 GT will hit 62 mph in 3.6 seconds with a top speed aerodynamically limited to 199 mph.

Part of the impressive acceleration is credited to Audi’s full-time Quattro all-wheel-drive system. It’s standard fitment on all R8 models, including the GT. The system has been engineered with a dry torque split of 15/85 (percent front/rear). However, if wheel slippage is noted by the electronics, up to 30 percent of the engine’s torque may be sent to the front wheels. Aiding grip is a standard mechanical locking rear differential that provides 25-percent lockup under acceleration and 40 percent on the overrun. Putting the power to the pavement are unique 19-inch forged alloy wheels, wrapped in sticky Pirelli P Zero Corsa tires (235/35R19 front, 295/30R19 rear). Significantly, Audi’s renowned Magnetic Ride suspension is not used on the R8 GT. Instead, the adaptive electronic suspension has been replaced with standard Bilstein coilovers. Fully adjustable and race-bred, they allow custom settings for ride height and tuning.

Unlike many gussied-up exotics that become rather inhospitable when the weight-savings team starts swinging the axe (we need only point our fingers at the hard carbon-fiber door panels of the Lamborghini Gallardo LP-570-4 Superleggera), the R8 GT is very comfortable inside. Although outfitted with a serious level of performance equipment, its cockpit easily swallows our six-foot two-inch helmeted frame with room to spare and plenty of padding. There is generous shoulder, elbow and leg room complete with a tilt-and-telescope steering wheel to bring everything in alignment. Materials, fit and finish are all near-flawless and the color scheme with contrasting red splashed throughout looks classy and timeless. Complaints about Audi interiors are rare, and the GT continues the R8’s tradition of setting a high bar in the supercar world.

From the driver’s seat, forward visibility is excellent, but the view out the rear window in this Euro-spec model is blocked by a bright-red diagonal roll bar. Beyond that, the carbon-fiber wing bisects the horizon right at the traffic line, just like the rear wing does in a Porsche 911 GT3.

The 5.2-liter V10 spins to life with a simple twist of the key. In addition to the ECU tuning, the R8 GT is fitted with custom exhaust headers and new mufflers. The sound is throaty from inside the cabin, much louder than the stock exhaust on the 5.2 model, without being overly obnoxious. Audi says there is less sound insulation in the GT’s firewall, which only serves to amplify the aggressive exhaust note.

Infineon Raceway is chock full of twisty climbs and curving descents, so we chose to keep the gearbox in manual mode. Before our arrival, Audi engineers had locked-out the stability-control defeat button (auto journalists are a crazy bunch), so we had no choice but to leave it on. Gratefully, its limits have been re-calibrated for the GT’s higher performance. Instructed to follow a school instructor in an R8 4.2, we released the brake and pulled the GT on to the circuit.

Then something very unique happened – all credited directly to the competency of Audi’s newest flagship.

Full disclosure reveals that we are not only new to the R8 GT, but it is our first time driving at Infineon. In most cases, this requires a dozen orientation laps learning corners and turn-in points while simultaneously attempting to get accustomed to how a vehicle handles. Not so with the Audi R8 GT. The learning curve drops off a cliff. Within three laps, we are chasing the instructor with the gusto of a hungry cheetah trailing a fleeing gazelle.

The GT is absurdly easy to drive at the limit, thanks to its mid-engine balance, accurate steering, excellent throttle response and tenacious all-wheel-drive grip. After just moments behind the wheel, we find ourselves completely at ease driving eight-tenths. By our second and third stint in the driver’s seat, there is nothing holding us back from driving full tilt. While lighter than its siblings, the GT is still no featherweight when compared to some of its rivals – evident with some understeer on the sharpest corners. Regardless, the new R8 approaches tossable now. Stability control doesn’t allow us to rotate the vehicle mid-corner, but it doesn’t seem to mind when we clip the apex in a four-wheel power slide.

[Note: When viewing the video, notice how little input is required on the shift paddles on the back of the steering spokes to change gears and how abrupt the full-throttle shifts are – that's a characteristic of the single-clutch transmission. To get a good sense of the g-forces, keep your eyes on the leather keychain hanging from the ignition switch.]

While the additional engine power is welcomed and noticed, we are most impressed with the brakes. The ceramics are a huge upgrade over the iron units, both at reducing unsprung weight and absorbing gobs of heat (it seems the tires will melt off their wheels before the brakes fade). At the other end of that scale, giving us heartburn each time it actuates, is the R-Tronic gearbox. We try hard to like it, but it simply operates with a clumsiness that isn’t acceptable these days. A dual-clutch would shave tenths off the acceleration time (and we’d give up half-a-second for a proper gated manual).

Enthusiasts will undoubtedly need to size up the R8 GT against a Lamborghini Gallardo LP 570-4, Porsche GT2, Ferrari 458 Italia and McLaren MP4-12C. We’ll save you some time by telling you that each of those fierce competitors arrives to the fight with a better power-to-weight ratio, much firmer suspension tuning and an aggressive attitude that honestly isn’t felt while sitting behind the wheel of the Audi. Not to infer that the R8 GT isn’t a bona fide supercar – it is by all standards of measurement.

From our perspective, it seems that Audi wasn’t aiming at those targets. Compared to that rowdy clan, the R8 GT is too civil, far too poised and much too amicable. While the others will quickly bite if allowed the opportunity, Audi’s perfectly-tame supercar could be your best friend for life.

The more we got to know the Audi, and the more thought we put into it, the automaker’s new flagship started to remind us of the Aston Martin V12 Vantage. That low-volume Brit, itself a thoroughly-enhanced variant of the VH platform, stole our hearts with its uniqueness and personality. As we said in our review, the V12 Vantage wasn’t designed to set records; it was engineered for the pleasure of driving.

Audi’s new flagship probably won’t set any track records either, but we don’t doubt it will make its handful of owners very, very pleased. Not only is it the ultimate performance adaptation of the remarkable R8 platform, but its uniqueness and low production volume will make today’s ten-cylinder Audi R8 GT a very coveted prize in the future. Yes, it is simply that good.

Man, that 494-horsepower Porsche Panamera Turbo you’re driving is hot. The best $136,700 you ever spent, eh? Geeze, you even got the $2,440 Sport Chrono Pack Plus, so those 60 mph runs must flash by in 4.0 seconds flat, sometimes less, thanks in no small part to the 567 pound-feet of torque overboost. Damn. There isn’t a four-door out there that can even come close. You’re the king of the county, sir.

A stop sign appears in the middle of nowhere, and it’s time for some safe Launch Control excitement. It would have been nice to opt for the Sport exhaust, yeah, but who needs it? Silly Porsche price-gouging options lists. Pshaw.

But hang on – what just pulled up alongside? Hold on here… another Panamera? And it sounds different. Oh, crap, those 20-inch 911 Turbo II wheels are wrapped in specially concocted performance tires with sidewalls that just read “Michelin.” And its got Porsche Exclusive side skirts, thick black-lacquered window trims, and that exhaust. Oh, maaaaaan, it’s the Panamera Turbo S you read about. The one with 543 horses and 590 lb-ft of overboost torque. They keep blipping the throttle, too, like they want to play. The whole car is shaking like a bull in the stall at a rodeo. With the specific Sport Chrono Turbo fitted as standard, they say it’ll scorch the 60-mph run easily in just 3.6 seconds.

Ah, the power of the letter “S” in Porsche-speak. It all seems so silly, but it’s sickeningly important for those select few who are in a position to shop for Porsches. After a quick spin in this $173,200 (+ $975 delivery) Autobahn-breaker, it is clear that, for the moment, nothing comes close that has four doors. Maybe the upcoming latest Mercedes E63 AMG with its 5.5-liter bi-turbo V8 and Performance Pack could make an attempt at wrenching and wringing out the cockles of our high-performance luxury heart, but we doubt it already. The combo of that ungodly awesome Panamera interior, an exterior that always stands apart and is forever growing on us, the “M48″ 4.8-liter bi-turbo tuned to its hilt, the sheer feeling of grounded substance while at the wheel, and the four seriously adult seats makes this particular Panamera the pinnacle of the performance sedan world.

And those who will undoubtedly keep commenting on what an abomination the entire Panamera range is to the hallowed Porsche legend – it’s a free country – have obviously never driven or been driven in one. We’ve just returned from hauling tush on the no-speed limit Autobahns around Munich, Germany in this Turbo S momentum-monger, and, had said doubters been able to accompany us, they’d have cried uncle. We sat smack on the 190-mph limit for three dry runs of more than a few miles each, and the experience sweetened further our own longtime begrudging thoughts regarding the Panamera. Hunkered down in our own “blurred landscape” mode with the Sport Chrono’s Sport Plus button lit up and four exhaust tips blaring, in that moment this Porsche was the sweetest of cars.

Apart from intermittent lulls of uncooperative traffic bottlenecks and seriously inclement weather, we didn’t want to un-light the Sport Plus button nor soften the Porsche Active Suspension Management much. The press kit tells us that the Porsche Panamera Turbo S weighs in at 4,400 plus pounds, but the onboard tech and chassis setup convince us we’re in a really sizable, roaring 911 Turbo S. The inner-ear and seat-of-the-pants sensations while strafing along curve-loaded two-lanes, or while stretching out everything it’s got on the fastest fast lanes of its home turf are so to the extreme.

Something this large handling itself and us so tightly just makes us laugh when we do quick comparos in our head with any Aston Martin. The V12 Vantage is probably the only one capable of staying somewhat even, and it’s only got two doors. A Maserati Quattroporte Sport GT S couldn’t even come close and wouldn’t feel anywhere near as calm and collected while trying. Guess we’ll have to wait for that promised “everyday” four-door Lamborghini based on the Estoque concept. Ferrari still sighs heavily whenever anyone asks the four-door question. Too bad; Maranello could make a really good one.

Up until driving this S-ified Turbo trim Panamera, we never really obsessed over these big-GT debates. Basically, all things you can order to add to your Panamera Turbo, including the Powerkit Panamera Turbo (normally $21,730), come standard on a Turbo S. The $5,000 (but standard here) anti-sway police provided by Porsche Dynamic Chassis Control works together with the nimble electronically controlled Porsche Torque Vectoring Plus at the rear axle differential to straighten out the most demanding curves.

At this level of heavyweight performance, that the Porsche Ceramic Composite Brake system remains an $8,840 option is a bit of a joke. If you want to go to the extremes where this car just took us, PCCB needs to be standard, just as the seven-speed PDK gearbox with its far better paddle-shifting Sport steering wheel and 20-inch wheels (9.5-inch wide front and 11.0-inch wide rear) and sport exhaust are standard. If you want the “composite” aluminum-lead discs, stick with the Turbo without the “S.” We’d even say that a six-speed manual gearbox here would work wonders for a small but lucky percentage of drivers.

Calmly urging around the recently tested Panamera S Hybrid versus the drama of chucking around the nearly twice as expensive Turbo S – which incidentally gets the same 23-mpg EPA highway rating as the Turbo – has shown us the tempting extremes of this impeccably executed Porsche.

We’d take any Panamera in a heartbeat over any equivalent-trim Cayenne, even if that might put us in the minority. Go ahead, shower us with your heckling.

“How about a ride in the Veloster?”

While the experience falls seriously short of taking a few orbits in the Space Shuttle, those seven words were enticing enough to motivate us to cross the dreaded Los Angeles basin during rainy rush-hour traffic last week. The Veloster is Hyundai’s latest addition to a rapidly expanding lineup that now encompasses everything from the modest $12,000 Accent to the Lexus-fighting $58,000 Equus. The new hatchback – uniquely configured with one driver door and two passenger doors – is parked on the low end of the model range, promoted as a compact coupe offering fun-to-drive chassis dynamics, a long list of standard innovative technology and hybrid-beating fuel economy in one cool-looking package.

Hyundai isn’t letting anyone drive the Veloster yet, but like proud parents, they are more than willing to show us around the car, from top to bottom, and take us for an extensive drive around the block – as passengers.

However, this isn’t just a simple low-level meet-and-greet, as our host will be John Krafcik, CEO of Hyundai Motor America. Understandably, we had a slew of questions swirling around our minds before our ride: How comfortable is the cabin? Do tall adults fit in the second row? What does the engine sound like? How does it handle? Lastly, why does everyone keep comparing the new Veloster to the old Honda CRX?

Thankfully, the rain had stopped by the time we arrived in Fountain Valley. The clouds were breaking apart and sunlight was drying the pavement. Hyundai’s Orange County headquarters isn’t exactly picturesque, but the building adequately houses executives, engineers and mechanics as they work on bringing the automaker’s new products to market (the company is moving into a new building next summer). These days, the facility is sheltering a handful of Veloster models, in various stages of development, as the vehicles undergo testing, refinement and fitting for third-party accessories.

After clearing security, we don our badges and walk upstairs to meet Mr. Krafcik. The amiable Chief Executive has generously agreed to give us a Veloster chalk-talk in his office, followed by a walk-around and a ride. (Rumor says that nobody outside Hyundai’s inner circle has driven the Veloster and lived to talk about it.)

We bump into our first two Velosters in one of the labs, en-route to the garage. Each is being measured for graphics. One of the vehicles is matte gray (Hyundai says it was a vinyl wrap test, but our closer inspection says it was paint) while the other is white. Both are wearing vinyl stripes. The gray version, with large white vector stripes, appears to be related to the famous Ford Gran Torino in the 1970s American cop show, Starsky & Hutch.

Two more Velosters wait for us in the “top secret” service bay. The first car is one of the early prototypes, likely the model we photographed at the 2011 Detroit Auto Show, painted in Vitamin C over a black interior. Parked a few feet away is a newer pre-production prototype model, in Century White paint with black innards. We focused our attention on the latter, as the interior textures and electronics were most complete.

The exterior, a fresh interpretation of Hyundai’s now-familiar Fluidic Sculpture design language, is sharp-looking in person. While the exterior features more than handful of complex curves, from the cutout containing the standard LED running lamps to the lower bodyside door sculpture, Hyundai has still found room for its familiar high beltline A-line crease running from the front fender through the door handle.

First, let’s talk about those doors. From the driver’s side, the Veloster appears to be a coupe, with one large traditional entry door. However, the passenger side is configured with two front-hinged doors – making it appear to be more of a sedan. The handle for the rear door is hidden in the C-pillar (just like the Acura ZDX). Pop it open, and it swings as widely as the door in front of it. The door opens and closes independent on the front passenger door – it is not a smaller “suicide” access door like those of the Mazda RX-8 or the Mini Clubman. To open the rear hatch, just find the handle conveniently hidden under the rear badge. There is a lot of room in there, especially with the split seats folded down. Hyundai says the Veloster’s total interior volume beats the current-generation Scion tC, Honda CR-Z, Mini Cooper hardtop and Mini Clubman, and we believe them.

Also capturing our eye was the large panorama roof (part of the optional Style Package) which pops up and opens out as it did on the Honda CRX (when open, it stops just short of hitting the satellite radio antennae). The rear of the Veloster features a cool-looking center-mounted twin-pipe exhaust, which owes something to the Porsche Boxster. This model is also wearing the optional 18-inch alloys (17-inch alloys are standard) with color-contrasting inserts (part of the Tech Package) wrapped with 215/40VR18 tires.

We begrudgingly settle our six-foot, two-inch frame into the front passenger seat of the white Veloster – we want to be driving – with Krafcik (five-foot, ten-inches) at the wheel. Fellow Autoblog associate editor, Jeff Glucker (six-foot, three-inches) occupies the right rear seat.
Hyundai reiterates that the design of its Veloster is inspired by high-performance sport bikes. While the blacked-out A-pillars give the exterior its “motorcycle helmet visor” appearance, it’s the cabin’s center stack that really stands out. The pushbutton start is smack-center, right below the HVAC controls and above the transmission lever. Silver grab handles, like those on bikes, are found to the left and right of each front passenger. We really liked the almost Honda Ridgeline-esque ones on the doors, as they are a comfortable place to settle hands.

The front two seats, upholstered in a combination of smooth and woven fabric, are comfortable and there is generous headroom. A glance over the shoulder towards the second row and cargo area reveals more space than one expects. Tall man Glucker, hanging out in the rear seat, is doing just fine. The four-passenger Veloster (there are cup holders in the center of the rear bench) accommodates his frame nicely when the front passenger seat is moved up a few inches. There is decent legroom back there, but Glucker’s head bumps against the leading edge of the hatchback if he leans forward (he notes it isn’t a deal breaker, and it’s still more comfortable than most of the cramped vehicles in this class).

Krafcik may be our chauffeur, but he certainly isn’t going to drive like one. We depart the parking lot of Hyundai’s Orange County headquarters and he immediately puts his right foot to the floor. The direct-injected 1.6-liter engine, rated at 138 horsepower and 123 pound-feet of torque, jumps to attention. With a curb weight of just 2,584 pounds (more than 400 pounds lighter than a Scion tC), the Veloster should accelerate at an enjoyable clip. Unfortunately, our Veloster is packing 500-plus pounds of dude, so acceleration is less than breathtaking. Mated to Hyundai’s first six-speed dual-clutch gearbox – tuned for economy rather than neck-snapping shifts – the four-cylinder gives it a hero’s try as we thread our way briskly through the traffic. Word on the street says the six-speed manual transmission is the sportier of the two gearboxes.

While the exhaust tips look trick, there really isn’t much noise emanating from the rear of the vehicle. Most of the audible track comes from up front, just like most other economy-oriented compacts. The engine isn’t buzzy or annoying, but there is no mistaking its eco-40 mpg mission.

The suspension, with its rear stabilizer bar neatly integrated into the V-torsion beam design, was apparently tuned on Southern California’s famed Ortega Highway. In an attempt to demonstrate the Veloster’s handling, Krafcik swerves abruptly left, right, left and then right again. We observe zero drama as the chassis responded well to the steering input without any untoward tail wag. On the other hand, there is a high likelihood that more than one Orange County soccer mom on the road near our vehicle ponders reporting us to the police.

Most everyone, including Hyundai, brings up the old Honda CRX when discussing the Veloster. That beloved compact (produced from 1983-1991) wasn’t especially powerful, but it was celebrated for its superb driving dynamics, roomy two-place cabin and commendable fuel economy. The Hyundai Veloster will likely deliver performance numbers comparable to the performance-oriented CRX Si of yore, but with much more interior room, refinement and better fuel economy – all while meeting much more stringent safety standards and offering a back seat.

Only fools gauge driving impressions from the passenger seat, but we are left with nothing but good things to say about our ride in Hyundai’s new 2012 Veloster. The cabin is roomy, comfortable and delivers generous utility. The standard Blue Link telematics platform offers a comprehensive level of innovative electronic componentry and the 1.6-liter GDI seems to deliver decent power with impressive fuel economy.

Is the Veloster a modern-day incarnation of the much-admired CRX? Next time, put us alone in the left seat and we’ll find out.

As a race, we humans are obsessed with the notion of “best.” Whether it’s generations of on-point marketing or a strand of latent genetic code that pushes us to shack up with a better mate, we just can’t shake the disposition. It’s what drives our society forward – the quest for the latest product that promises a slightly improved experience or that one feature that eclipses the competition. It’s why we can happily saunter up to the feeding trough at the local buffet instead of poking at wild boars with pointy sticks. It is, simply put, a good thing.

The domestic full-size truck segment provides perhaps the greatest study in “best” available. Each new model year gives the Big Three one more shot at outdoing each other in the areas of power, towing capacity, interior room and fuel economy. Neither Ford, General Motors nor Chrysler skips the chance to brag about its latest advancements over the other two. But as with everything, there can be only true king. In this feudal system, it’s Ford F-150, which has attracted more buyers than the Chevrolet Silverado, GMC Sierra and Ram 1500 for years. Why? We took to the saddle of Ford’s latest entry-level F-Series equipped with the company’s new 5.0-liter V8 to find out.

Ford hasn’t pulled any punches over the past 24 months. With General Motors and Chrysler both in the throes of significant corporate overhauls, the Blue Oval has unleashed a torrent of product updates that have included fresh styling, well-executed interiors and drivetrains that deliver both power and efficiency with little compromise. The F-150 hasn’t missed out on any of that mid-cycle love thanks to four brand-new engine options, though the vehicle’s exterior has remained largely untouched compared to the 2010 model. Ford shouldn’t take that as a slight, however. The pickup received a slight fascia update just last year, and the grille, headlights and bumper still look fresh up front.

The F-150 may be much less in-your-face than the Ram 1500, but its nose seems more vertical and muscular than the squat lines of the Silverado. We aren’t overly smitten with the squared-off grille and similarly angular headlights, but the treatment lends a dose of Super Duty presence to the half-ton pickup. Our tester came in SuperCrew configuration with a 145-inch wheelbase and an optional $1,600 chrome package, which threw in California cowboy treatments like flashy step bars, tow loops and 18-inch wheels.

As much as we’d like to scoff at those step-bars, the truth is that unless you’re directly related to Kareem Abdul-Jabbar, you’ll to need them to get inside. With a floor-height of around 24 inches, ingress is an exercise in mountaineering. Around back, our tester came packing a short box with a total length of just over 66 inches – not nearly as large as the optional eight-foot bed, but more than adequate for light-duty tasks like hauling gravel or other landscaping goodies.

Like most full-size trucks, the 2011 F-150 uses extremely tall bed rails that make it impossible for an average-sized adult to reach objects in the bed. At around 57 inches from the ground, the rails land at arm-pit level on the typical adult, rendering limbs all but useless to leverage grocery bags from inside. If you want to transport small items in the bed, be prepared to drop the tail gate or climb the tire to rescue them from their fortifications.

Still, that height isn’t simply designed to help give the F-150 an imposing stance, though that’s certainly a byproduct of the design. Instead, the extra lift minimizes wheel well intrusion into the box. As a result, there’s more cubic volume to be had for loads of loose materials than if the bed sat lower on the frame. Ford has also included four heavy-duty tie downs that are sturdy enough to take the abuse of a ratchet strap. That’s a good thing since the bed rails are incredibly thin and trimmed in plastic.

Despite the gentrified exterior accouterments, the interior remained appropriately utilitarian. We were treated to cloth captain’s buckets up front with a cavernous center console. If you were struck with the notion, you could easily house two one-gallon milk jugs inside. The driver is met by an excellent multi-function steering wheel with a faux-leather wrapped appearance. The tiller feels suitably meaty and durable for a vehicle of this size.

Like other Ford products, the steering wheel also features a new five-way button for controlling a small, high-resolution LCD screen nestled between the tachometer and speedometer. Though somewhat distracting to navigate while in motion, the categories are logically assembled and provide information on fuel economy, vehicle systems and even pitch and yaw for your off-roading excursions. Needless to say, that last screen was our favorite.

Meanwhile, the dash is laid in well-grained, dual-tone plastic accented by chrome-bezel air vents. The center stack offers two cubbies sized for either a mobile phone or an MP3 player, which we found more accommodating than the usually lauded SYNC system. Despite our best efforts, the audio system refused to acknowledge our iPod and would only occasionally play music from a thumb drive. The good news is that when the technology decided to cooperate, the 2011 F-150 didn’t disappoint in the sound quality department.

Thanks to our SuperCrew cab, rear passengers were afforded an impressive amount of space. There’s easily enough leg, head and hip room for three corn-fed boys out back. Even better, the rear bench stows quickly with the lift of two under-seat paddles to provide a huge interior cargo space. With 31 inches between the front console and the bottom of the folded seats, and 57 inches from door to door, there’s ample room for Ikea boxes or a large flat-screen television. It’s simply impressive. What’s more, the flat floor is perfect for safely transporting long guns under the rear bench while still ferrying passengers around.

Ford threw the engineering gauntlet down on the 2011 F-150 drivetrain, and as a result, buyers can have the truck with a range of new engine options. Ford offers a slew of powertrains for the F-150 depending on trim, including a new twin-turbo EcoBoost 3.5-liter V6, a naturally-aspirated 3.7-liter V6 and a more muscular 6.2-liter V8. Our tester came packing the line-up’s middle child – a new 5.0-liter V8 engine with 360 horsepower and 380 pound-feet of torque coupled to a six-speed automatic gearbox.

A two-speed transfer case with electronic shift-on-the-fly control handles four-wheel-drive duties, too. Despite being only the second-most powerful engine choice on the option sheet, the twin-overhead cam V8 makes for an impressively quick truck. While perfectly content to burble around in the lower registers of the tachometer, quick right-foot thrusts will yield giggle-inducing propulsion.

At the same time, the engineers at Ford have managed to also squeeze respectable fuel economy out of the engine. According to the Environmental Protection Agency, our tester is good for 14 miles per gallon in the city and 19 mpg on the highway. We managed 15.4 mpg during our time with the truck; just below the combined estimate of 16 mpg.

In a world increasingly awash with crossovers and neutered capability, the F-150 provides a refreshingly traditional driving experience. At no point are you under the impression that you’re piloting anything other than a legitimate pickup. With its tall ride height, the vehicle affords plenty of visibility, and the dish-plate-sized sideview mirrors make for easy lane changes. Ford did an excellent job of properly weighting the electronic power-assisted steering as well. Low speed maneuvers are handled with just the right amount of assist, even in four-wheel drive. That’s impressive given that our tester wore sizable 275/65/R18 Goodyear Wrangler rubber at all four corners. On the road, the steering avoids feeling overly light even at highway speeds.

Additionally, the column-mounted shifter is a well-thought out piece that allows for quick and easy gear changes from Drive to Reverse and back again, something that’s essential for properly positioning a trailer or negotiating this big rig into tight spots off road. The shifter is built with additional resistance between Park and Reverse, which means the driver can simply lift the shifter to back up without having to lower his or her eyes from the task at hand. We approve.

The shift-on-the-fly four-wheel drive is as simple to operate as flicking the dial on the dash from 4×2 to 4×4, though if you want to drop into low range you’ll need to slide the transmission into Neutral.

When you aren’t creeping around your front yard in low-range, the 2011 F-150 is fairly mild-mannered on the road. With an empty bed, the truck feels characteristically buckboard, though with comfortable seats and an effective cruising range of 684 miles, we could certainly survive a multi-tank road trip and still be able to walk afterwards. There’s also surprisingly little road noise at highway speed, and while the stock exhaust sounds plenty throaty under hard acceleration, the back pipes are quiet under steady speed.

We did notice that the F-150 is graced with an incredibly lax traction control system. This is about as far from an electronic nanny as you can get. Familiarize yourself with the skinny pedal, crank the steering wheel and get ready for some tail-wagging glory with an empty bed. It’s exactly what you want to see from a V8-powered, rear-wheel-drive creation, though we have to imagine the system would be a little less entertaining under wet skies and emergency acceleration.

The good news is that should you get too frisky with the go pedal, the brakes will do a bang-up job of bringing things under control. Ford built the F-150 with four-wheel ventilated disc brakes with 13.8-inch rotors, mashed by dual-piston calipers up front. The back axle is graced with 13.7-inch rotors held by single-piston calipers, and nose dive is kept to a minimum.

Thanks to the power on hand, a stout boxed frame and an optional 3.73 rear-axle ratio, this particular variation of the F-150 brings a 9,300-pound tow rating to the table. We were unable to strap a trailer to the pickup while it was in our care, though we settled for the next best thing to determine how the 5.0-liter V8 stood up under a load. After a quick visit to the local nursery, we loaded the bed with a cubic yard of mulch. The material weighs in at around 800 pounds per yard, which is a little more than half the pickup’s 1,487 pound cargo capacity. You can check out how the truck handled the loading process in the Shortcut below.

The extra weight was barely perceptible on the road both in acceleration and braking, though the poundage did go a long way toward smoothing out the bumps brought about by the set of stiff rear springs. Still, the 5.0-liter V8 was happy to plug along in overdrive up a long grade without needing to drop a gear.

In fact, the 5.0-liter V8 would be the perfect engine for the 2011 F-150 if it weren’t for one problem. In our configuration, the more powerful and efficient 3.5-liter EcoBoost V6 engine is just $750 more than the middle-weight V8. For that stack of cash, you’re rewarded with five additional horsepower and 40 more pound-feet of torque. More importantly, that twist comes on a full 1,750 rpm sooner, while turning out one mpg more in both city and highway driving. Our colleagues at AutoblogGreen even hypermiled an EcoBoost-equipped F-150 recently to over 30 mpg. It’s hard to argue with more power and efficiency when combined with better delivery.

So why does Ford even bother offering the less efficient, less powerful V8? Our guess is that the move has something to do with some truck buyers proclivity to always prefer V8 power. Also, adding the 5.0-liter V8 to the F-150 lineup likely helps defray the cost of the engine for the Mustang GT, which helps keep the pony car affordable. Good by us.

Our 2011 F-150 XLT 4×4 SuperCrew wore an MSRP of $38,965, which included extras like the 3.73 axle ratio, tow package, keyless entry and various aesthetic and convenience packages, as well as a $975 charge for destination and delivery. That’s no small chunk of money, but considering that the SuperCrew cab allows this pickup to serve both as a family hauler and a work machine, we can begin to forgive the price tag. Ford will let you get out the door with a four-wheel-drive work truck under $30,000, but you can forget niceties like power equipment, cruise control and media management.

While General Motors and Chrysler have both stepped up their full-size truck efforts in serious ways over the past few years, it’s easy to see why Ford still holds the sales title. The F-150 is comfortable and tame enough to handle city traffic and mall parking lots with the family, and at the same time, it’s also supremely capable of lugging a load of material back from the local co-op. It toes a fine line between civility and functionality and does it in an attractive, masculine package. All hail the king.

When we studied the trends of hatchback and sedan sales numbers within the subcompact segment, we found that the more functional three- and five-door models tend to attract the majority of buyers. Nissan – a company whose Versa enjoys the largest share (20 percent) of this segment – stated that about two-thirds of all Versas sold in the United States are hatchbacks.

So why, then, when the 2012 Versa sedan debuted at the New York Auto Show last month, was there no five-door variant in sight? After all, the Versa’s global sister, the Tiida (pictured right), debuted in funky hatchback form at the Shanghai Motor Show recently, and with the five-door model commanding the majority of sales, Nissan wouldn’t be smart to kill off its more popular offering.

We spoke to David Reuter, Nissan’s vice president of corporate communications, who assured us that a new version of the Versa hatchback is coming, just not quite yet.

The majority of Versa sold are the five-door. Overall, we sold 99,705 Versa in 2010, compared to our next closest competitor (Honda Fit) who sold just under 55,000 units. So, from a business standpoint, we decided to improve the sedan first.

In yet another happy chapter of our lives, we’ve been among the first to hop in the year’s most hotly anticipated exotic, the 2012 Lamborghini Aventador LP700-4. After the super sport’s debut at this year’s Geneva Motor Show in March, plus some previous prototype drives while still in camouflage, all that remained was the tell-all day behind its wheel on a hot circuit. We survived. And the seat of our pants is permanently creased by the Aventador’s electrifying, world-conquering performance.

It’s about time that Lamborghini put its V12 model front-and-center again, and this is what the four-year development of the Aventador has been all about. Only at the very start of its life did the Murciélago ever garner this type of attention. Once its Gallardo V10 sibling was launched, the poor old Murc didn’t take it so well and lived deep in the shadows of Lambo’s popstar “people’s car.”

We’ll get some more civilian road time in the Aventador this summer, but on the aggressive track of Vallelunga outside of Rome, the 691-horsepower brute with 509 pound-feet of torque at the ready couldn’t get enough of our animal instincts. It devours a track like a bull that eats red meat. It’s fantastically disturbing. Most impressive right off the bat is – as we’ve experienced with the occasional twelve-cylinder Ferrari – exactly how malleable this track terror is on a normal day in Strada mode (i.e. Street), yet in the next instant it can hammer out a record lap in Corsa mode (Race).

This dynamic improvement is helped greatly by the fact that the 518-pound (down 40 pounds from its predecessor) 6.5-liter V12 engine in back – dubbed “L539″ – sits some 2.9-inches lower down in the chassis than the Murcièlago’s 632-hp 6.5-liter. Couple this with the pushrod suspension’s stellar handling characteristics, and this big V12 stays almost as level in tight curves as the featherweight McLaren MP4-12C. The engine cradle is simply placed lower and the dry-sump pan and engine block lose much of this height.

Just like the Aventador itself, the V12 engine is essentially completely new. Bore is up and stroke is down – 88mm x 89mm (3.47in x 3.50in) – which is exactly what R&D boss Maurizio Reggiani wants for all Lamborghinis. “I love the sound and, above all, the throttle and torque response that is always possible in a short-stroke engine, even in a higher gear,” he tells us.

But why no direct injection for added fuel economy and the well-advertised aid it gives to performance? One reason is sheer packaging. Developing Gallardo V10 FSI-style direct injection (thank you, Audi and Volkswagen Group) would have added back on engine height that the crucial Aventador packaging couldn’t quite accommodate. Also, with FSI direct injection, an additional particulate filtering system is required downstream, a change that would’ve added back some of the weight that Lamborghini was determined to shed. As a result of the Aventador’s drastic weight-loss program, fuel consumption, exhaust emissions and performance numbers are right near what they might have been had direct fuel injection been baked-in from the start.

There’s also a personal aspect to Aventador development; Lamborghini wants to avoid all Gallardo-style skepticism regarding too much involvement from Ingolstadt. “This is a 100-percent Lamborghini-developed car,” says president and CEO Stephan Winkelmann. Had Lamborghini done the cost-effective thing and used a latest-version dual-clutch Audi transmission and the FSI direct injection, for instance, then the entire massive wiring harness for the car’s systems would have been all-Audi as well, as they are on Gallardo. Lamborghini and, after long persuasion, Audi, did not want this. We salute them both for their purity of purpose and foresight.

Stopping forward thrust with the standard 15.8-inch front ceramic discs with six-piston calipers (15.0-inch with four pistons in back) is a negative-G experience that should be had by everyone at least once in their lifetime. As a sidebar to this late-braking joy, a company spokesperson admits that the standard Pirelli P Zero tires must be replaced at least once every 15,000 miles with just normal road use – about once every eighteen months for the average buyer. The P Zero Corsa tires on our track testers – 255/35 ZR19 (96Y) front, 335/30 ZR20 (104Y) rear – are optional units, wear much more quickly, and won’t be available until June of 2012, around the time of the Aventador Spyder ramp-up. These stickier track tires would last maybe two days under the type of constant stress we’re inflicting here. Lamborghini has brought along a yellow Pirelli tractor-trailer rig filled with P Zero Corsa sets, in fact. Yum.

The ISR seven-speed gearbox, also a Lamborghini patent and industry first, is an incredibly flexible and robust unit. It’s roughly the size of a standard manual gearbox and weighs 154 pounds – half that of a dual-clutch gearbox. A fine starting point. Set in Strada or Sport, the electro-hydraulically actuated shifts up or down via four independent shift rods are smooth enough, with the behavior in Corsa practically requiring shifts at the very highest revs. At times, we found ourselves playing with short-shifts around 6,000 revs while accelerating in second or third gear, and the effect is not unlike someone punching the back of the carbon-fiber shell seat. Pretty pounding stuff, and it forces a driver to augment his own skills a bit. Do so on a closed circuit only, please.

While we weren’t allowed to lap the car with the electronic stability program totally switched off, the Aventador’s habits in Corsa mode create a healthily rear-biased experience that can slip its tail out nicely on command. For the throughly entertaining Launch Control, however, we were allowed to nix the ESP and have at. The throttle sticks at 4,200 rpm, your left foot slips off the brake and you’re gone before you take another breath. With the all-wheel traction there’s definitely less drama to it than on, say, any AMG or the Ferrari 599 GTO, but the pick-up in speed is noticeably quicker as we’re pressed hard into the leather seats while the tires get down to the business of hooking up. At 4,000 rpm, the exhaust bypass opens to stay for the rest of the rev range and the sound from the 15.8-inch-wide mouth is always a rush.

Under these circumstances, the ISR gearing shifts itself right at the 8,250-rpm max and does so with authority via 50-millisecond shifts. (Formula One cars generally shift in 40 milliseconds.) The ISR is one tough cookie, and we like its adaptability in this Aventador-style application versus any dual-clutch ‘box or the widely used single-clutch Graziano setup sans torque converter. On a lesser car, we’d have to wait and see if it would be too abrupt and authoritative, but it fits the character of the big bull.

What do you think of the very Reventón/Estoque/Sesto Elemento exterior? These aesthetic issues are so subjective, especially when we’re talking about one of the world’s greatest exoticar builders. When we first set eyes on this new Arancio Argos hue, we were captivated. We were also doubtful whether or not a 6.5-liter V12 could even fit amidships with this stunning profile. The front and rear looks taken alone are plenty gorgeous, too. The two moving aerodynamic parts – the automated rear upper pillar intakes for engine cooling as well as the 68-by-eight-inch automated rear wing – are incorporated much better in this new design by Filippo Perini, head of Lamborghini Centro Stile. The eye-catching 22-by-10-inch side intakes for oil and water cooling also hit us the right way the longer we look at them.

Rumors tell of the entire Volkswagen Group participating in the contest for this design and, from the five submissions, this one from Sant’Agata won out. The composite plastic and aluminum panels work together seamlessly, and these were chosen over carbon fiber mainly to dramatically contain the price of the car while maintaining roughly the same weight advantages.

Carbon fiber is a much more effective investment when it comes to body-in-white crash and support structures. Lamborghini’s brand-new, on-site lightweight materials facility makes the Aventador’s CFRP (carbon fiber reinforced plastic) passenger cells, negating the need for labor-intensive autoclaving for hours on end. This 325-pound cell is the central element to the 506-pound body-in-white, and together they make the Aventador a full 150-percent stiffer in twisting and bending resistence versus the Murciélago chassis. Both fore and aft crash structures are bolted-on aluminum frameworks, a proven lightweight and protective combo that also makes the Lambo easier to repair if it ever gets a costly boo-boo.

Sit inside, and nearly every detail in the interior is in sync with the hexagon theme everywhere else. Each button has an edge to it, but oddly, the theme doesn’t feel overwrought or kitschy like it can in a Mini or even a Pagani. All controls are clear and intuitively thought out, and particular joy has been taken with the fighter-jet style start-stop button living under the “Danger Red” flap. Workmanship is top-notch and it’s truly fun to explore – all-in-all, the Aventador represents a major leap forward in the cabin experience for Lamborghini.

The digital LCD instrument panel can be modified ad infinitum, but the two chief change-ables are whether to have the center dial emphasize speed over engine revs or vice versa. The feel of the 13.8-inch small-diameter steering wheel with 2.9 turns lock-to-lock is a good grip, though we do wish the height and distance adjustments happened via electrics and not a long-reach lever under the column. We’re partial to the column-fixed and noticeably larger shift paddles, but they could outright copy those massive carbon-fiber paddles on the Ferrari FF or Maserati Granturismo S and we’d be much happier still. Rear visibility is – predictably – not so great and the blind spots are a thrill. Getting in or out of the Aventador is easy for anyone six-foot, two-inches or less (after the first cranium-thumping trial run) and once inside, headroom is good up to nearly six-foot, five-inches. Total baggage space is a mere 3.9 cubic feet, so squash is looking better than golf. As always, sacrifices will be made.

The traditional scissor doors on the Aventador – a must – are the lightest we can ever remember on any Lambo. The lever is on the rocker panel by the driver’s outside thigh, requiring just a flick of the elegant door with an inelegant elbow.

We get our 2012 Lamborghini Aventador LP700-4s exactly when the rest of the world gets theirs: this September, with a base price of $390,700, which includes America’s gas-guzzling wrist-slap fee. Company bosses assure us that they have sold 18 months’ worth of production already, or around 1,200 cars. We asked them point-blank how many of these were actual customer cars and they piped back, “All but the one each of our 125 dealers worldwide needs to buy to have on-hand for test drives and display purposes.” So, that’s nearly 1,100 legitimate sales to the world’s hypercar elite.

What pleases most is that the Aventador strikes us as a bold and pure romagnola Lamborghini (i.e. from the heart of the Emilia-Romagna region), one that’s utterly Italian and not at all a Ferrari or Porsche or Audi wannabe in any way. This was important both for Lamborghini and its customers, and Sant’Agata has hit the bull’s eye.

In between these two extremes, there’s the Sport setup that puts the throttle, innovative seven-speed “Independent Shifting Rods” automated manual transmission, steering feel and the stability control, all in just the right mood for carving up your favorite piece of tarmac. The race-ready inboard Ohlins pushrod dampers inspired by open-wheel Formula cars are not multi-mode adaptive, but we’re dealing with a full-time aggressive 217-mph car, so let’s be honest: The simpler the better, and the settings Lambo has chosen feel right over most any surface. It’s always healthy to keep in mind that the company wants to sell 750 of these per annum, not take on the BMW 7 Series for all-around livability and market dominance. They also want the Aventador to be race-ready for privateers who want to conquer the GT1 class at Le Mans.

Initial acceleration figures to 62 mph put the LP700-4 at 2.9 seconds. That’s getting a touch into Bugatti Veyron territory and matches the latest Porsche 911 Turbo S and McLaren MP4-12C. Once the twisties start, the big muzzer Lambo (which is nearly 200 pounds lighter than the Murc at 3,472 pounds dry) shows its substance, and the handling provided by the latest-generation electronically active Haldex IV all-wheel drive versus the Murc’s viscous/passive system is well beyond anything the latter was ever capable of at its limits. This was made clear all day long at Vallelunga, a collection of tough corners that takes some learning.

There are two trim levels planned for the Exige’s parting-shot model. Lotus says it will build 30 examples of the Exige S260 Final Edition for North America, with Lotus’ Track Pack, Tour Pack and LSD as standard. If that’s not special enough for you, Lotus is offering 25 customers the chance to have their S260 painted matte black. Price for the “standard” S260 is $67,500, with the matte-black version ringing the register at $69,900.

American and Canadian fans of the Elise have fewer options, with only 15 examples of the 2011 Lotus Elise SC Final Edition planned. Lotus says the car will get the buyer’s choice of four color schemes based on the Europe-only Elise Club Racer. To sweeten the deal, the Elise SC Final Edition will come loaded to the gunnels with options. Price for the last Elise is $57,500. If you’re hoping to get your hands on a Final Edition, get in line now.

BMW has just given us an early preview of the 2012 6 Series Coupe in Munich ahead of its debut at the Shanghai Motor Show, and as you’d expect, the all-new hardtop 6er simply adds a fixed roof and a Hofmeister Kink to the cabrio we sampled earlier this year.

Head designer Karim Habib tells Autoblog that he drew most of his inspiration from BMW’s iconic 3.0 CS produced in the late 60s and early 70s – particularly the elongated wheelbase, endless hood and upright, sharknose grille that just so happens to conform to the EU’s pedestrian impact standards. The fascia benefits from full LED headlamps and triple-element foglamps (optional on both the coupe and cabrio), along with lower, wider kidney grilles that – when compared to the 7 Series’ vertical slats – come off as less pinstripe-like and more aggressive; toothy, even.

Underneath that expansive hood lies BMW’s twin-turbocharged 4.4-liter V8, producing 400 horsepower and 450 pound-feet of torque – identical to its drop-top sibling. An eight-speed automatic gearbox shuttles power to the rear wheels, allowing the coupe to hit 60 mph in 4.8 seconds before topping out at the electronically limited top speed of 155 mph.

According to BMW officials, the cabrio was introduced before the coupe because it makes up 60 percent of 6 Series volume in the U.S., the 6er’s largest market. BMW hasn’t released an official curb weight for the coupe, but it has confirmed that it will be lighter than its 4,500-pound convertible brethren. Sales are set to begin this Fall and should command slightly less than the cab’s $90,000 point of entry.

“Oh Lord, won’t you buy me a Mercedes-Benz”. Janice Joplin’s words may seem entertaining to some, but strikingly familiar to anyone who’s gone through the ordeal of ushering their teenager into the world of driving. While most parents wouldn’t consider buying their teen a Mercedes as a first car – at least, not a new one – the automaker is offering the next best thing. And in many ways, it’s even better.

Armed with statistics of teenage driving accidents and the success of a similar program in the UK, Mercedes-Benz USA is preparing to launch its own teen driving school right here in the United States. The program is aimed at turning new drivers into safer drivers through an advanced curriculum that goes over and above what’s mandated by the state in order to fulfill the basic requirements for a driver’s license. Going even further, the Mercedes-Benz Driving Academy is negotiating with local DMVs across the country over integrating its program with the existing mandatory process to create an all-encompassing program.

If it achieves the same goals as it has in the UK, opening an advanced driving school for teens in America strikes us as one of the best safety features Mercedes-Benz has come up with yet. For the company that pioneered ABS brakes, crumple zones, stability control, brake assist and traction control, that’s no mean feat. Details in the press release after the jump.