2013 Audi R8

At a Glance Basic Specs of 2013 Audi R8 :

• Engine: 4.2L V8 or 5.2L V10
• Torque: @ RPM: 317 @ 4500
• Displacement: 4.2 L
  
  
  
  
• Power: 430 HP (V8), 525 HP (V10), 550 HP (V10 Plus)/ 317 lb ft (V8), 391 lb ft (V10) 396 lb ft (V10 Plus)
• Transmission: 7-Speed Dual Clutch or 6-Speed Manual
  
  
  
  
  
  
• 0-60 Time: V8: 4.3 Seconds V10 Plus: 3.5 Seconds
  
  
  
  
  
• Top Speed: 196 MPH (V10 Plus)

For decades, Audi was synonymous with rally excellence. In the 2000s, Audi turned its focus to sports car racing, where it tortured the entire grid at Le Mans, abusing the field 11 times in 13 years.

 

 

The Audi R8 was first launched back in 2007 and even though it has remained successful throughout its many years on the market, Audi has just released an update for the entire R8 line-up before its new generation is debuted in 2015. The new R8 went on sale in Europe at the end of 2012, while American customers had to wait a little bit longer.
The biggest change for the new Audi R8 V8 has been made under the hood where the V8 engine has been tricked to deliver an extra 10 horsepower over the previous version. There is also a new 7-speed S tronic gearbox.
Exterior updates are minimal and include a new front bumper and single-frame grille.

Like previous years, the 2014 R8 will come in a number of flavors depending on what you desire out of life. The cars are available with a 430-horsepower V8 or a 525-horsepower V10 and come in coupe or spyder body styles. The biggest development is the addition of the R8 V10 Plus, a 550-horsepower version of the car that is also 50 kilograms lighter than the bog standard V10. Audi has also replaced the flappy paddle gearbox with a double clutch unit that they've dubbed S-Tronic, which is something they wanted to show off.

Think of the V8 R8 as a Porsche 911 competitor and the V10 R8 as a Lamborghini Gallardo and 911 Turbo competitor. Yes, all of those cars are built by VW Group brands. Yes, all of those cars are great. That means the R8 has to be pretty damn fantastic to have a hope in hell of being a competitor.

It is.

Exterior :

When the hot rod Audi first hit the roads, there was a lot of second guessing the styling. "That front end looks like a robot." "What the hell is up with that weird side blade thing?" But if you hated it when it first came out, I'm betting you like it a lot now. After seven years, the car still looks modern and fresh. It was ahead of its time.

For 2014, there are some small changes that sharpen the car up more. Audi loves LEDs, and the car has LED headlights and LED accent lights; They all look great. In the rear, there is a very funky new sequential indicator setup which I find quite cool. The exhaust pipes are now massive gaping circles that you could use as a grapefruit cannon. I'm a fan.

 

But viewed from behind, I noticed that the R8 looks very Murcielago-ish now, which I find an unfortunate choice. The R8 is mechanically similar to other cars in the VW stable so it needs to be totally different from anything in the VW family to keep comparisons like that away. It's a small failure, but not an insignificant one.

Interior :

I've said this before: Audi really knows how to make an interior. This thing is quality. The flat bottomed wheel is the perfect size, especially in the Plus model, which is covered in Alcantara. For the seats, there is a new diamond pattern available for the leather which looks bespoke and handmade. It's also mirrored on the Alcantara headliner.

Buttons are all high quality and have a satisfying click. I did find a little difficulty getting a comfortable driving position in the V10 cars, but the V8 instantly felt like home. I find that strange, since the interior is the same across the range (sweet rhyme!). Passenger legroom was also a bit lacking, but then again, I'm fairly tall.

Engine and Performance : 

In Normal driving mode the V10 can be mistaken for a V6; it’s somewhat tame and generally lazy. The magnetic ride suspension absorbs most of the bumps and though you can certainly feel poorly surfaced roads, it’s nothing out of the ordinary. It’s the ideal mode for a Sunday drive down to the shops or when commuting in the inner city. But press that rather large and well-presented Sports button and instantly the gearbox goes into attack mode, the suspension firms up and everything about the Audi R8 becomes far more serious.

In Sport mode, acceleration is instantaneous – no matter the speed or gear. This is largely thanks to the naturally aspirated 5.2-litre V10 engine and the new S tronic transmission, which seems to always be in the right gear and rev range for maximum power extraction.
Of course there are paddle shifters on the steering wheel (and if you go into manual mode the gearbox won’t shift up automatically when in Sport mode – riding the rev limiter instead), but the computer is so well tuned that it’s almost unnecessary to use the paddles unless you’re on a racetrack and have worked out a gear for each corner. No matter how we look at it, it’s hard to fault the gearbox.

With 404kW of power and 540Nm of torque (18kW and 10Nm more than regular V10 – achieved mainly through software enhancements), the V10 plus is just one kilowatt short of the Lamborghini Gallardo and can reach 0-100km/h in 3.5 seconds (using launch control).

Driving Satisfaction :

Audi brought one along and, we have to say, it remains our favourite R8. Firstly because it’s offered with a manual transmission (not available in V10) and although the S tronic (which is also available with the V8) is fantastic, the gated six-speed manual in the R8 is arguably the best in any sports car today. Secondly, it feels more composed, balanced and generally easier to drive.

There’s no doubt the V10 plus is faster and superior in the hands of a racing driver but for the regular buyer, one who spends more time on roads than racetracks, the V8 is more than good enough both on the road and in the occasional track session.

With 316kW of power and 430Nm of torque, the updated R8 V8 hits 0-100km/h in 4.3 seconds (0.3 faster now with S tronic over R tronic – 4.6 seconds in manual) with a top speed of 300km/h. It also has that distinctive Audi R8 sound that is, for a lack of a better word, mesmerising.




If you must have the best, the Audi R8 V10 plus is the new king at Audi. It comes with pretty much all that Audi has to offer in terms of performance and looks. Its $400K-plus price point puts it in touch with a base model Lamborghini Gallardo but it’s every bit a better car for the money. It’s the ideal track car that can also be a regular drive.

 

Ferrari FF

Ferrari FF At a Glance :

Price: $624,646 (before on-road costs)

Engine: 6.3-litre V12
Power: 486kW at 8000rpm
Torque: 630Nm at 6000rpm
Transmission: 7-speed dual-clutch auto, part-time AWD
0-100km/h: 3.7 seconds
0-200km/h: 11 seconds
Maximum speed: 335km/h
Fuel consumption: 15.4L/100km
CO2 emissions: 360g/km
Weight: 1880kg

Ferrari's first four-wheel-drive car, the FF, is anything but truck-like. In fact, it's shockingly quick and powerful. It's also uniquely styled, as one of the few two-door shooting brakes on the market.What is most interesting about the FF, however, is how it delivers drive to the road. Unlike any other production Ferrari, it's four-wheel drive. Ferrari had previously dabbled with four driven wheels in the 1987 408 Integrale concept, but the V12-engined FF is the first to make series production with such a system



The shooting brake form factor is a bit like a stubby wagon, and while that might not sound like a good basis for beautiful design, with the Ferrari FF, it works. A long, low nose slopes up into the laid-back windshield, then over a mid-length roof to end abruptly in a Kammback tail. Along the sides, fender swells and smooth contours contrast with the slightly snarling aerodynamics of the nose and tail.

Inside the $300,000 FF, you'll find typical modern Ferrari features, including a driver-centric cabin layout and control interface, two-tone finishes, and, of course, fine leathers and metal trim.

Under the FF's hood, a 6.3-liter V-12 engine generates 651 horsepower. Despite the 3,946-pound curb weight, the four-wheel-drive FF can accelerate to 60 mph in just 3.7 seconds and hit a top speed of 208 mph. We haven't had a turn behind the wheel of the FF just yet, but we're sure it's a suitably impressive drive.
The four-wheel-drive system is, like most of the rest of the FF, unique. Instead of using a transfer case like most all-wheel-drive and four-wheel-drive vehicles, Ferrari sends power directly from each end of the engine, with the seven-speed transmission driving the rear wheels. A separate two-speed transmission takes power off the nose of the crank to drive the front wheels. The front wheels only drive the car below fourth gear. After that, the rears get all of the torque.

Exterior:

 

Skeptics will call the FF one of the more boring looking Ferraris of the past few decades, while those of a somewhat more optimistic disposition might find it muscular and purposeful. Like the similarly mis-proportioned BMW M Coupe before, opinions will certainly be mixed. Me? I like it. The wide stance, massive wheels wrapped by swollen fenders, is muscular and powerful — but there's no ignoring the generous posterior necessitated by that rear hatch.6

Yes, you could call this the world's fastest station wagon, but I'm more inclined to call it a particularly hot hatch. Virtually every styling cue points to power and aggression: quad exhausts flanking a generous aerodynamic splitter; vents or intakes on all four fenders; the bulging hood, which looks to be vacuum-sealed over that massive, red-headed 6.3-liter V-12. Seen from the front the FF seems to scowl at you, a menacing look in the rear-view of those ahead. Move to the side, though, and the FF almost seems to flash a cheeky grin. Less intimidating, sure, and a sign of the bi-polar nature of this machine.

Our test car was fitted with (optional) 20-inch wheels featuring a split five-spoke design and a matte color that I found quite visually pleasing without drawing attention away from the shapely aluminum bodywork. Those wheels are wrapped with wafer-thin Pirelli P Zero tires, a seemingly punishing 245/35 sidewall height that is somehow made reasonably comfortable thanks to some suspension trickery we'll discuss a little bit later.

Magneto-rheological dampers help control the FF's body motion for improved grip in a wider range of conditions, while carbon-ceramic brakes increase the fade-resistance and stopping power of the big shooting brake.The shooting brake form factor brings more benefits than just unique looks: the FF holds 15.9 cubic feet of cargo behind the seats, which can be expanded to 28.2 cubic feet with the rear seats laid flat. That makes it one of the most practical of the super-performance class

Interior:

The Ferrai FF's door is long and it is heavy. It doesn't swing upward with the theatrics of the Mercedes SLS or McLaren MP4-12C, nor does its handle automatically extend in a welcoming gesture like on the Tesla Model S. It is a car door in a very typical sense.

Ferrari does not offer a choice of seat designs in the FF, so thankfully the default is a good one, managing to be both comfortable and sporty — not to mention endlessly customizable. Powered controls nestled down in a traditional spot on the side near the floor move your throne up and down and in the usual directions, also enabling discrete adjustments for both the upper and lower bolsters, meaning you can get as much or as little support as you like. A trio of buttons allow you to program and save three configurations, enabling quick toggling between squeezy and comfy while still leaving a third setting free for a (very) special someone with whom you share the key.

As you'd expect from a driver-focused machine like this, once seated virtually everything falls quickly to hand. The vast majority of the car's controls have been sprinkled on and around the steering wheel, as we'll discuss in a moment, but lucky drivers won't have to stretch far for their fingers to find the rest.

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Window controls are found between the seats, just below a little padded cubicle that's perfect for housing a phone while in motion. This cubbie is framed by arcing grab handles, carbon fiber in our car (you can get them leather-wrapped if you prefer) and perfectly positioned to accept the white knuckles of a timid passenger. Those handles flow into a control that houses three large buttons for enabling launch control, setting the transmission into automatic, and shifting into reverse.Continuing to climb up the center stack you'll find the dual-zone climate controls, a series of satisfying physical knobs and buttons and then, finally, the main infotainment system. It's a JBL system, unremarkable in every respect. A trio of circular air outlets mark the center of the dash, with one more on each the far left and far right of the cockpit. Each offers a soft-touch knob in the center to open and close the vent within, and if you look closely you'll spot the embossed prancing horse. Details count, and there are plenty to be found here.

On the dash to the left of the steering wheel you'll find the headlight controls (which you can just leave on auto if you like) and a fiddly little knob that's cheekily labeled "pit limiter." That's Ferrari's euphemism for cruise control, and while it's functional (push to turn on, twist to the right to speed up, left to slow down) the knob is poorly placed and rather clumsy to operate. No, adaptive cruise control is not an option. Yes, this is a Ferrari and some would argue you shouldn't ever use cruise control anyhow, but remember: This is meant to be a practical Ferrari, which includes road-tripping and excelling at long highway cruises. There's a 24-gallon tank in here for a reason.

2013 Lamborghini Gallardo LP 560-4

Lamborghini Gallardo LP 560-4 Specs At a Glance:

Engine Type: 5.2-liter V-10 90°, DOHC

Transmission: 6-Speed Manual (standard) / Robotized

Torque @ RPM: 398 @ 6500

HP @ RPM: 552 @ 8000

MPG(Cty): 1

MPG(Hwy): 24

Displacement: 5.2 L

0-60 time: 3.7 sec.

Top Speed: 325 km/h (201.9 mph)

0-100 km/h (62 mph) Acceleration : 3.7 seconds

0-200 km/h (124 mph) Acceleration : 11.8 seconds

Engine management system : Bosch MED 9

CO2 Emissions (E-Gear/Manual) : 327 g/km , 351 g/km

 

 

After several days of teasing with what looked to be an all-new Gallardo, Lamborghini has decided to lift the veil off of this beast and give us a look at it. This all-new Lambo, dubbed the Gallardo LP 560-4, made its debut in Paris alongside its slightly upgraded counterpart, the Gallardo 570-4 Edizione Technica.

Overall, the Gallardo’s body will remain intact from last year’s model, but Lambo will be making mild additions to the already sexy body. The real question remains whether Lamborghini actually improved upon its entry-level – if you can really call any Lamborghini an “entry-level car – supercar’s already popular appearance, or were these changes simply unnecessary and counterproductive.
Now with all of the information in hand, we can offer you our full review of this all-new Gallardo and allow you to make an educated decision on it.

Exterior

The Gallardo, and every Lamborghini for that matter, is known for having razor-sharp body lines that simply scream “I’m fast.” The redesigned Gallardo is no exception to this rule. Its new front fascia boasts the trapezoidal geometry expected of the Gallardo, only the design is 100 percent brand new.
Replacing the large outer trapezoidal air intake vents are slightly smaller vents, which allow for a wide-open mouth in the center of the front fascia. This helps gives the Gallardo a more stout appearance from the front end, despite the fact that it carries over the same 74.8-inch width from last year. Just forward of the front wheels sit a pair of air intake vents that are slightly larger than last year’s model.

Down the side of the Gallardo LP 560-4 is a familiar design, as it is literally identical to last year’s model. It boasts pedestal-style sideviews, a large air-intake vent just forward of the rear wheels, and a sleek profile that allows air to slip right over it with little resistance. One difference you can take away from the sides is the addition of 19-inch Apollo polished alloy wheels, donning matte black and silver machined spokes.
If there was one area where the 2012 Gallardo failed, it was the back end. It was bland, blocky, and all-around boring. Lamborghini obviously took notice and revised the rear end to give it a little extra shape without completely replacing it. The biggest change was made to the massive black vent just below the taillights. Lambo broke up this one-time sea-of-black panel with a trapezoidal shape in the center that also creates two flanking triangles, keeping true to the Gallardo’s trapezoid-laden design. This vent is also slightly larger than last year’s allowing the engine to shed heat more effectively.
As you scroll downward to the rear bumper insert, you’ll find yet another new addition – a shapelier insert with downward-turned ends and a more pronounced rear diffuser. Poking out from each end of this revised insert are dual tailpipes, giving the Gallardo its obligatory four tailpipes total.
There is one option on the exterior and that is the “Style Package.” This package adds in high-gloss paintwork on the underside of the front spoiler, the front and rear grilles, and the transverse element on the rear trim. This helps add a little more style to the already sharp Gallardo LP 560-4.
In all, the all-new Gallardo LP 560-4’s body measures in at 4,345 mm (171.1 inches) long x 1,900 mm (74.8 inches) wide x 1,165 mm (45.9 inches) tall and has a 2,560 mm (100.8 inches) wheelbase. The Gallardo’s front track measures in at 1,632 mm (64.3 inches) and its rear track measures 1,597 mm (62.9 inches). The new Gallardo 560-4 carries with it a curb weight of 1,500 kg (3,307 lbs) with 43 percent of its weight on the front axle and 57 percent on the rear axle. As you can see, the new Gallardo is identical to the 2012 Gallardo in every dimension except weight; the new Gallardo outweighs the 2012 model by a whopping 265 lbs.

Exterior Specifications:

Dimensions (LxWxH)	171.1 x 74.8 x 45.9 inches
Wheelbase	100.8 inches
Front Track / Rear Track	64.3 inches / 62.9 inches
Curb Weight	3,307 lbs
Weight Positioning	43% front / 57% rear

Interior

Lamborghini gave us absolutely no information on the Gallardo 560-4’s interior, sans one shot with the car door open. All we can make out in this image is the fact that the interior is color-coded on the door panels and center console to the exterior. We can also tell that it features leather seating with tufted diamond patterns. You can also make out the flat-bottomed steering wheel and the button-heavy center stack – something that has been thorn in the Gallardo’s side for years. Why Lambo thinks a car needs that many buttons is beyond us.
Sans the launch-control panel in the center console, the rest of the interior looks to be comfortable, well laid out, and stylish. We’ll see what kinds of images we can sneak of the interior while we’re in Paris.

Engine

Under the hood of the Gallardo LP 560-4 is a carryover from last year: a 5.2-liter V-10 DOHC engine that rips off 412 kW (552 horsepower) at 8,000 rpm and 540 Nm (398 pound-feet) of torque at 6,500 rpm. A Bosch MED 9 engine management system keeps the ignition and fuel working in perfect harmony, as the oil-to-water cooler and pair of radiators keep this high-performance engine cool and operating correctly.
The engine links up to a 6-speed manual transmission standard. You can also opt for the E-gear transmission, which is an automated 6-speed manual with a paddle-shift interface. The transmission pumps all 552 horsepower through the Lambo’s permanent 4-wheel-drive system that boasts viscous traction control. The AWD system delivers power through a limited slip front and rear differential, with a constant 45 percent of the torque going to the rear wheels.
In terms of true track speed, the Gallardo is stout. It hits 100 km/h (62 mph) in only 3.7 ticks of the second hand. It only takes 11.8 seconds for this all-new entry-level supercar to hit 200 km/h (124 mph). The overall top speed of the Gallardo LP 560-4 is an impressive 325 km/h (201.9 mph).
While fuel economy and emissions may be on the back burner when considering a supercar, they are still items that require some attention. With the E-gear transmission, the LP 560-4 is rated at 21 l/100 km (11.2 mpg) in the city, 10 l/100 km (23.5 mpg) on the highway, and 14 l/100 km (16.8 mpg) combined. The E-gear transmission-equipped Gallardo LP 560-4 lays down 327 grams of CO2 per km. With the manual transmission, you can expect 22 l/100 km (10.7 mpg) city, 10 l/100 km (23.5 mpg) highway, and 14.7 l/100 km (16 mpg) combined. With the manual transmission, you can expect to put out 351 grams of CO2 per km. The fuel economy is surprisingly
acceptable, but the emissions are terrible across the board on this new Gallardo.

Suspension and Handling

The basic suspension system on the 2013 Gallardo LP 560-4 is a carryover from 2012, as it features a double-wishbone construction on the front and rear. You also get an antiroll bar and anti-dive bar up front, and an antiroll bar and anti-squat bar on the rear. These bars help keep the body roll to a minimum and prevent nose diving on the front end under hard braking and eliminates rear-end squat on hard acceleration. To help keep things under control, you get a full electronic stability program, ABS, ASR, and ABD with the Gallardo.
On the front corners, there’s a set of 8.5- x 19-inch aluminum alloy rims hugged in 235/35ZR Pirelli P-Zero rubber. On the rear edges, there’s a set of 11- x 19-inch aluminum alloy rims wrapped up with 295/30ZR Pirelli P-Zero vulcanized rubber.
The 2013 Gallardo LP 560-4 is really fast – obviously – but it needs to stop too. This is handled by a set of 365 x 34 mm (14.4- x 1.33-inch) steel ventilated rotors up front squeezed by 8-pot aluminum calipers. On the backside, there’s a set of 356 x 32 mm (14.01- x 1.25-inch) ventilated rotors embraced by a set of 4-piston aluminum calipers.
While the Gallardo’s a competent handler, it has been noted as a less nimble car when compared to its Ferrari, Aston Martin, and Jaguar rivals. Its suspension system is far outdated and its braking system is subpar at best. There is no supercar on the Earth that should use sub-15-inch steel rotors to bring it to a halt. When you upgrade to the Edizione Technica version, you do get the larger carbon-ceramic brakes, but we think these should be the standard equipment on the Gallardo.

Handling Specifications:

Suspension System	Double wishbones front and rear suspension system, antiroll bar anti-dive and anti-squat
Front Wheels & Tires	8.5- x 19-inch aluminum alloy rims w/ 235/35ZR Pirelli P-Zero tires
Rear Wheels & Tires	11- x 19-inch aluminum alloy rims w/ 295/30ZR Pirelli P-Zero tires
Front Braking System	365 x 34 mm (14.4- x 1.33-inch) steel ventilated rotors w/ 8-piston aluminum calipers
Rear Calipers	356 x 32 mm (14.01- x 1.25-inch) ventilated rotors w/ 4-piston aluminum calipers
Turning Diameter	11.5 meters (452.75 inches)

Ferrari LaFerrari

The LaFerrari is quite possibly one of the most highly anticipated releases from Ferrari to date. With promises to lower carbon emissions while increasing performance to record-breaking levels, the engineers at the Prancing Horse faced a daunting task. However, since being unveiled at the Geneva Car show on March 5, it has become clear that the LaFerrari sets a new standard in regards to hyper-car performance and design.



All New Design

The 2014 LaFerrari is sleek and stylish, exactly what you would expect from the Italian supercar company. Since the release of the Enzo in 2003, Ferrari fans have awaited its predecessor. The LaFerrari is the first car in the company’s history to be completely designed in-house, and it paid off.  The LaFerrari puts a new design twist on the classic model, and the designers paid close attention to every detail, a characteristic Ferrari has become known for.




Exterior

The LaFerrari’s exterior is designed to be as aerodynamic as possible without losing that classic Ferrari feel. The curves are a bit sharper and the lines are more prominent than previous Ferraris. The body is made of four different types of carbon fiber and uses technology in which the exterior skin of the car actually provides the main structural support, similar to an airplane. Every aspect of the exterior has a new creative spin, though some more subtle than others



From the side, the attention to detail really starts to become apparent. Extensive wind tunnel studies were performed while designing the LaFerrari to ensure that the body was as aerodynamic as it could possibly be without losing any of that classic Ferrari “feel"



Interior

The LaFerrari’s interior follows the flow of the rest of the car and sports a Formula 1-inspired designed. Although the car was designed for performance, the interior design did not suffer. The large, square steering wheel and redesigned dash configuration work beautifully with the overall theme of this car.



Performance and Specs

Sure, the LaFerrari looks great, but isn’t it a hybrid? The answer to that is, well, yes and no. It is actually classified as a “mild hybrid” -meaning that it does not actually have a full electric mode, but rather an electric component that assists the internal combustion engine- which in this case is a kinetic energy recovery system known as HY-KERS. The LaFerrari boasts a 6.3 Liter V12, with 789 hp supplemented by the 163 hp HY-KERS unit. The HY-KERS unit acts similarly to a turbo charger, providing the LaFerrari with short bursts of extra horse-power. With the highest output of any Ferrari to date, it also boasts great performance numbers. The LaFerrari has a top speed over 220  mph, 0-60 mph in under 3 seconds, and 0-200 mph in 15 seconds. These marks were all obtained while lowering carbon emissions by more than 50%



HY-KERS system
Total maximum power: 963 CV
V12 maximum power: 800 CV @9000 rpm
Total maximum torque: >900 Nm
V12 maximum torque: 700 Nm @6750 rpm
Maximum revs: 9250 rpm
CO2 emissions: 330 g/km
Electric motor output: 120 Kw (163 CV)

Performance
Maximum speed: over 350 km/h
0 – 300 km/h: 15 sec
0-100 km/h: <3 sec
0-200 km/h: <7 sec

Dimensions
Length: 4702 mm
Height: 1116 mm
Width: 1992 mm
Weight distribution: 41% fr, 59% r
Wheelbase: 2650 mm

Suspensions
Rear: multi-link
Front: double wishbones

Conclusion

The LaFerrari has set a new standard in hyper-cars. With the release of the Lamborghini Veneno and amidst rumors of a LaFerrari-based Maserati, The Prancing horse delivered and did not disappoint. With Ferrari only producing 499 of its flagship hybrid, the $1.6 million MSRP price tag only comes into consideration if you got an invite to purchase straight from the company, or happen to know someone who did. Regardless, Ferrari has succeeded once again in completely redesigning their image without straying too far from their roots. The LaFerrari will go down in history as the gold standard in hyper-car production