Ok I’m going to warn you now… if you show up at our hotel in one of these three HOT new cars you may find me next to it oogling over your car. And if you’re thinking about a new summer car these are my first choices:
Aston Martin has done a remarkable job designing each and every one of its cars in a way that appeals to both the style-minded and performance-obsessed buyer. For some, however, the body lines and badge letters begin to blur somewhere between the DB9 and DBS models, to a degree in which it is almost impossible for a prospective buyer to distinguish between the two. Now, to fill the gap between the 470 hp DB9 and the 510 hp DBS, the British automaker adds yet another model to its ever-growing family of vehicles: the Virage.
Equipped with the same 6-liter V-12 engine as its DB-designated counterparts, the Virage fits perfectly in between the DB9 and DBS models—producing 490 hp. The Virage, however, is not about splitting the difference between the two DB models; it is about finding that perfect balance between a hard-edged sports car and a big-engine tourer.
Weighing in at just under 4,000 pounds, the Virage may not be as lithe or nimble as a true sports car, but it still manages to sprint to 60 mph in under 4.5 seconds and carry on to a top speed of 186 mph. Despite these performance credentials, drivers will notice that the car is well mannered enough to keep tea from spilling all over your passenger’s lap—or even worse, the dash. This smooth ride is due in large part to Aston Martin’s VH architecture—the basis for cars like the DBS and Rapide—on which the British automaker continues to build each model better than the one that came before.
At $209,995, the Virage comes dangerously close to the performance credentials of the DBS coupe, while keeping much of the touring character of the DB9. To say that the Virage is the best of both worlds may be a stretch, but it certainly has its place in the British automaker’s stable.
Those familiar with the Porsche brand know that the letters “RS” are strictly reserved for the most extreme iteration of a specific model line. The Porsche GT3 RS, for instance, is just shy of qualifying as a track-only model, and the forthcoming GT2 RS certainly follows suit. With roughly 500 examples slated for worldwide production, this limited-edition model was developed with serious collectors and the most devout Porschephiles in mind. So what makes this model stand out from the “standard” Porsche GT2? It all starts with the power train. While Ferrari, Lamborghini, and Aston Martin all rely on V-12 engines to power their top-of-the-line performers, Porsche engineers continue to squeeze every ounce of performance from their tried-and-true in-line 6-cylinder motor. With a massaged version of the 3.6-liter twin-turbocharged engine found in the last year’s GT2, the RS model cranks out an additional 90 horsepower, upping output to 620 hp. This added power helps the GT2 RS reach its 205-mph top speed and claimed 0-to-60-mph time of 3.4 seconds. Believe it or not: Porsche is actually notorious for being conservative with this figure. To top it all off, this tuned-up 911 weighs in at an ultra-svelte 3,020 pounds, making it as light—and as lithe—as a Lotus Evora. The most important statistic, however (especially if you ask Porsche) is the GT2 RS’s Nürburgring lap time of 7 minutes and 18 seconds. This über-Porsche is priced around $250,000, which is a small price to pay for anyone interested in owning the fastest, most powerful road-going Porsche ever made.
When the V-8-engined Audi R8 trounced its Car of the Year competition two years ago, it sent a wake-up call to those marques that were resting on their exotic, mid-engined laurels. Practical but possessing great finesse, Audi’s sports car set a new benchmark as the sensible supercar. With the V-10 engine came additional power and performance, and now the Spyder adds top-down fun to the original love-it-or-hate-it design. This exotic daily driver is as amiable in the parking lot as it is on the open road. But the rasping exhaust gives voice to a potent V-10 that begs to be revved and taken through the gears. Make mine the 6-speed manual, please.
Addition by Subtraction
Audi’s R8 was innovation enough. Then came a V-10 version, and the world’s sports-car market shuddered. Now the R8 V10 has become a convertible, which only intensifies the exhilaration the coupe delivers. Most roadsters are just coupes rendered topless, but the R8 Spyder has undergone reconstructive surgery that included removing the broad strakes attached to the coupe’s flanks. Their absence reveals intake ducts that help cool the 525 hp V-10 and add menace to the car’s rugged beauty. Handling is precise and predictable—not necessarily what one expects from a 195 mph two-seater.
Back for Seconds
The R8 Spyder impressed on every level. In addition to praising its performance and handling, judges lauded the car’s mechanically magnificent retractable top and its redesigned body panels. The Spyder has lost the side blades that adorn the coupe—which placed second in last year’s Car of the Year competition, its performance prowess barely overshadowed by the panache of the gullwing-doored Mercedes-Benz SLS AMG —and added styling that appears, dare we say, Italian. The look is fitting, considering that the car’s 5.2-liter V-10 engine is similar to the one that powers the Gallardo LP 560-4 by Lamborghini, a subsidiary of Audi.
SPECIFICATIONS
Configuration Mid-engine, all-wheel-drive convertible Engine 5.2-liter V-10 Transmission 6-speed manual or 6-speed R tronic Power 525 hp at 8,000 rpm Torque 391 ft lbs at 6,500 rpm Curb weight 3,957 pounds (manual), 3,968 pounds (R tronic) Zero to 60 4 seconds Top speed 195 mph Base price $161,000.
