Lamborghini Gallardo Superleggera: Bad to the Bone

Lamborghini Gallardo Superleggera: Bad to the Bone
Price: $225,000. Add $15,600 for optional carbon-ceramic brakes

Some of us can remember when men (and it was always men) who were the age we are now would have to buy two sports cars – the second one after totaling the first. Driving a high performance automobile isn’t nearly as hard as it used to be, but the Lamborghini Gallardo Superleggera still demands that “old school” respect.

The all-wheel drive Superleggera (“super light”), which I drove at Supercar Life, substitutes carbon fiber for steel to trim 150 pounds from the “standard” Gallardo. The SL sports a 5.0 liter V10 engine with 520 horsepower and 376 lb-ft of torque, does zero to 60 mph in 3.5 seconds, and has an electronically limited top speed of 196 mph. A racetrack is the only safe and satisfying place to play hard with the Lambo, and in the hands of a professional it’s a true work of art – precise, gyroscopically stable, and blisteringly fast. But when driven by an amateur, even one who drives a lot of fast cars, the Superleggera can be difficult. If it had a soul (and who’s to say it doesn’t?) one might even ascribe to this Gallardo a certain petulance in the presence of a neophyte.

Squeeze in, and the elegant cabin fits just right. Everything is focused on speed. And like all modern supercars, the Superleggera boasts enough software to fly a Tomcat – or at least to keep your rubber side down and your pride intact. Lamborghini’s e-gear transmission has a clunky automatic mode, but at speed you’ll want nothing less than the spectacular paddle shift manual mode.

I drove the Lamborghini as fast as I could handle it (about 130 mph), and felt it champing at the bit to do more. Squealing through S-curves at 80 to 90 mph, the Superleggera was sober and business-like when I was on my game, but wanton and capricious when I wasn’t. Get a little distracted or tired or flustered or scared in this car, and things will start to go sideways even with the sophisticated drive systems. The Lamborghini demands your attention, and you’d better pay it.

For the highly skilled enthusiast who likes a car that bites back, the Lamborghini Gallardo Superleggera might just be perfect. It’s beautiful, rare, and uniquely rewarding.

Supercar Life: High Speed Fantasy Camp

Supercar Life: High Speed Fantasy Camp
Price: $5,670 (as of February 2008; price may have increased), including luxury hotel, meals, and ground transportation. Check www.supercarlife.com for details.

Supercar Life co-founder Jan Otto admits to spending his career “selling expensive toys to rich people.” First it was corporate jets. Then it was ultra-high end home entertainment systems. Now Mr. Otto and co-founder Jonathan Kanter – both collectors of automotive exotica – are selling the experience of driving some of the world’s hottest sports cars at the speeds for which they were intended.

Under the watchful eyes of world champion instructors, you’ll drive five “supercars” in a single day – the $179,000 Ferrari F430 F1 (top speed: 198 mph), the $175,000 Lamborghini Gallardo (top speed: 196 mph), the $191,000 Porsche Turbo 997 (top speed: 193 mph), the $220,000 Aston Martin DB9 (top speed: 186 mph), and the $138,000 Mercedes CLK63 AMG Black Series Coupe (top speed: 186 mph). Try that at your local dealer.

This isn’t racing school, so there’s no competition, and no complicated racecar shifting. The program only uses cars with automatic transmissions or paddle shifters. The focus is on safety and fun as students get to know each car through a series of acceleration, braking and slalom tests before being taken around the track by an instructor. After that, you’ll spend the rest of the day riding with or following the instructors as you switch among all five supercars (a pair of each). You’ll drive each car at least three times around a customized road course. It may not sound like it, but that’s a lot of driving. Finally, you’ll have a chance to take a few “hot laps” with your pro instructor at the wheel. The whole day will leave you grinning and exhausted.

My fellow students included Aston Martin and Ferrari owners who wanted to check out the competition and see what their own cars could do, and a Porsche buyer waiting for his new rocket sled to be delivered. But you don’t have to shop in this league to play on this track. In fact, Supercar Life was designed for we who prefer to defer our $200,000 car purchases until a later date. That said, if you are in the market, you owe it to yourself to try before you buy.

So, which did I think was the best “supercar,” and why? Watch this space.

Bentley Continental GTC: The Price of Happiness

Bentley Continental GTC: The Price of Happiness
Price as tested: $206,495 (including $3,700 Gas Guzzler Tax)

The Bentley Continental GTC (“C” for “convertible”) is one of the most beautiful cars in modern motoring. Top up or top down, it grabs your attention and won’t let go. Its exterior looks as if it were carved from a single block of glistening steel. Its interior cossets you in virtual silence, and swaddles you in fine hides, deep carpets, and rich veneers. And its performance and handling will knock your cashmere socks off.

Most cars this luxurious don’t bring much to the party when it comes to ultimate performance. I could name a couple that while sumptuous and fast fall irritatingly short in the steering and stopping departments. And then there are the “ultimate performance” rides – great on smooth pavement when there’s plenty of room to run, but tiresome in regular traffic over our crumbling infrastructure. For a price, the Continental GTC offers the best of both worlds.

Still, you must ask yourself: do you really need a convertible with a 6.0 liter, 552 horsepower, 479 lb-ft of torque, twin-turbocharged 12-cylinder engine and all-wheel drive, capable of doing zero to 60 in 4.8 seconds? What about 19-inch wheels and an air suspension system that monitors and adjusts ride height and vibration damping based on road conditions? Or spectacular brakes (the GTC weighs 5,500 pounds) in case you’ve inched toward that 195 mph top speed (only 190 mph with the top down)? If I were you, I’d settle for nothing less.

And what about exclusivity? True, the GTC is one of the “budget” Bentleys – built on parent VW’s German underpinnings. But unless you live in Monte Carlo, nobody will know of your relative poverty. And if it’s a choice between the GTC and college tuition, why deprive your children of the chance to make it on their own?

That said, I do have my nitpicks. The trunk is huge, but the back seat is horrible. The cabin lacks cubby space, the audio system is unremarkable, and unless you've brought a co-pilot, you'll never reach the glove-box mounted CD changer. And then there’s all that circling around in parking lots to find a spot where nobody will touch your baby….

Aston Martin DB9: Mr. Bond's Wild Ride

Aston Martin DB9: Mr. Bond’s Wild Ride
Price: $164,000 to $183,000 depending on interior finish options
Available with a 700-watt Linn sound system

Like the secret agent with whom Aston Martin been identified since the 1964, the ninth version of the DB coupe is tasked with delivering uncompromising performance while still looking great. And for the most part, it succeeds.

Aston Martin has actually produced racers and coupes in the DB line – named for long-time company owner David Brown – since the late 1940s. The 2003 DB7 was the first in the series to sport a V12 engine. That car evolved into the DB9 in 2005, and has been virtually unchanged.

The current DB9 features a 450 horsepower V12 with 412 lb-ft of torque, but betters the DB7 by incorporating an extruded aluminum chassis into its bag of tricks – making the DB9 lighter and stiffer. To achieve optimal weight distribution, the 9 mounts its engine just forward of the front bulkhead. Combine that with a rear transaxle mounted transmission, and you get a gentleman’s muscle car with perfect balance.

I drove the DB9 back-to-back on a racetrack with models from Ferrari, Lamborghini, Mercedes, and Porsche. Though not the best handling, the DB9 was the most luxurious and accommodating. It was easy to get into and out of, offered plenty of room for the driver and front passenger, and exhibited a quality of fit and finish that may be the best available.

Press the crystal start button on the DB9’s burl veneer, aluminum-trimmed dash, and its throaty engine roars to life. Zero to 60 mph takes just 4.7 seconds, with a top speed of 186 mph – though its hard to imaging going anywhere near that fast in this car. At track speeds in the 80s, the DB9 was less nimble through turns than I would have liked. Slowing from speeds in the low 100s was a frightening chore, as the DB9’s brakes seemed overmatched by its bulk. And even though Aston Martin claims 50/50 weight distribution, the DB9 exhibited a distinct nose-heaviness through tight turns at speed.

But this is academic, as most DB9 drivers will never take one on the track. Drive the Aston Martin within the confines of the law (more or less), and it is richly rewarding. It is beautiful, exclusive (each car is hand-built to order), exciting, and comfortable enough for you and yours to enjoy for hours on end.

Bentley Arnage T: Mack-Daddy Ride

Bentley Arnage T: Mack-Daddy Ride
Starting at around $235,000, with substantial upcharges for customization

If there is a singular descriptor for the Bentley Arnage T, it is simply “more.” The Arnage T (“T” for twin-turbo) costs more ($235,000 to start), weighs more (nearly three tons) and drinks more (10 mpg around town) than most reasonable people can tolerate. But reason goes out the window when you seal yourself into the Arnage T’s club-like interior, fire up its 6.75 liter 450 horsepower twin-turbocharged V8, and stride onto the roadway. That big engine generates nearly 645 lb-ft of torque – enough to move the 5,700 pound Arnage T from zero to 60 mph in a staggering 5.5 seconds. Top speed is electronically limited to 168 mph.

Driving the Arnage T in sport suspension mode is like driving a freight train. That is, if BMW made freight trains. You can almost suspend your belief in the basic laws of physics in this beast. It is big and heavy and fast and nimble all at the same time. And once you get past the perfectly reasonable fear of damaging a car that costs more than a perfectly reasonable house, you’ll have a blast.

At an undisclosed location, the T held its own at nearly 100 mph, with only a pesky Viper tailgating me just to prove he could. Peasant! But to be honest, you have to be on your toes to handle the Bentley at those speeds. It’s a lot of car, and even with its excellent brakes coming out of warp speed requires some forethought. The Arnage’s reflexes are not as quick as the Continental Flying Spur’s [August].

How do the two compare? The Spur is ultra modern with all-wheel drive. The “old school” Arnage is rear-wheel drive with a double-wishbone suspension updated by parent Volkswagen. The Spur is certainly luxurious, but it’s outdone by the substantially more expensive Arnage’s matched veneers, supple leathers, heavy chrome accents (those door handles must weigh 10 pounds!) and carpets as deep as shearling. And if 41 paint colors and 27 leather choices aren’t enough, you can always customize – as more than half of Arnage buyers do.

Which to choose? Budget aside, it depends on how much of an exhibitionist you are. The Spur may not be the picture of discretion, but the Arnage is definitely “in your face.” It’s sort of like corporate versus litigation. Or better yet, motion practice versus trial practice. In my opinion, the more modern Spur is the better car. But the Arnage Twin-Turbo is definitely the better ride.

Bentley Continental Flying Spur: Continental Drift

Bentley Continental Flying Spur: Continental Drift
Price as tested: $179,185 (incl. $3,700 Gas Guzzler Tax)

How much is too much? For the answer to that question, see my forthcoming review of the “old school” Bentley Arnage Twin Turbo sedan. But today, we’re talking “new school.” And the Bentley Continental Flying Spursedan – the stretch version of Bentley’s stunning Continental GT coupe – may just be at the head of its class.

Bentley is owned by Volkswagen, and the Flying Spur is built on the stunning platform developed for the VW Phaeton. Bentley modifies the suspension elements of the Phaeton platform – replacing steel with aluminum – and has developed its own engine, which is based on the “W” configuration 12-cylinder powerplant that was optional on the big VW.

The Spur’s 6.0 liter twin-turbocharged W12 is essentially a conjoined pair of V6 engines shoehorned into the space that would normally house a V8. The 551 horsepower dynamo delivers its 479 lb-ft of torque through a silky, full-time all-wheel drive system. An air suspension design with driver-adjustable settings for height and stiffness completes the Spur’s basic drive scheme. And the whole package is hand-assembled and finished at Bentley’s plant in Crewe, England.

If you’ve been in a Phaeton or in its aluminum-framed cousin the Audi A8L, then you know how cavernous the interior of the Spur is. The rear seating area provides limousine-class stretching room with adjustable bucket seats (a three-seat rear cabin is also available) divided by a lavish, leather and burr walnut veneer center console. All veneers and hides are matched throughout the cabin, which also features brushed aluminum appointments and carpets suitable for sleeping in. Bentley includes its “veddy British” signature “organ stop” push-pull levers for the climate system vents. Although the plastic switching and control arrays are distinctively “VW.”

So, what can the Continental Flying Spur do? How about zero to 60 mph in 4.9 seconds, with an alleged top speed of 198 mph – making it the world’s fastest production sedan. That’s not bad for a nearly 5,500 pound car. And to characterize the Spur as “composed” at speed is an understatement. The Yokohama tires on the optional 20-inch alloy wheels of my test vehicle stuck like glue, and contributed to an exceptional degree of maneuverability.

Nitpiks: The Spur’s enormous cabin is skimpy on cubbies and cup holders, and Bentley should have outsourced the navigation system to Lexus. But if there’s one ride most of us wouldn’t mind spending a little “lost” time in, it’s the Bentley Continental Flying Spur.

Range Rover Supercharged Sport: Skin Deep

Range Rover Supercharged Sport: Skin Deep
Price as tested: $75,250

Here in the northeast, it’s hard to think of SUVs as “summer” vehicles. But as we shift our concerns from plowing the driveway to opening the summer house, the Range Rover Supercharged Sport stands ready as the antidote to cabin fever. Or does it?

You should know that the Range Rover Sport platform falls between the marque’s entry-level LR3 ($39,000) and flagship Range Rover ($75,750 and up) product lines. The “Sport” models share mechanical underpinnings with the less expensive LR3 line, and check in at $57,250 for the base “HSE” model, and $70,250 for the “Supercharged” model I tested. One presumes that manufacturer Land Rover’s play is to offer an “LR3” that looks like a full-blown Range Rover. The question for buyers is whether the “Sport” makeover is worth the $18,000 to $31,000 up charge, depending on the engine selected.

For the record, the entry-level Land Rover LR3 – on which the Range Rover Sport models are based – is one serious beast. I drove one through a winter week of snow and sleet, and had a blast. The LR3 is unexpectedly quick and nimble for an SUV, and will have you grinning as much as an Infiniti FX or non-turbo Porsche Cayenne. Gas mileage is ridiculously poor, but that’s not news. So why not buy the LR3 and be done with it?

Well, if you’ve always wanted a flagship Range Rover but couldn’t cough up the 75 grand (which is still a lot of money, last time I checked), the up-market styling of the LR3-based $57,250 Range Rover Sport HSE might be a nice compromise. But to get the Range Rover Sport Supercharged – with the 390 horsepower, 4.2 liter V8 that it shares with the superb Jaguar XJR sedan – requires you to pull within $5,000 of the big boy. Hmmm.

The Range Rover Sport Supercharged is certainly fast, and its all-weather handling credentials are beyond reproach. But for $70,000 plus you get the same, Spartan black plastic interior treatment as the $39,000 LR3. Much of the pleasure of driving a flagship Range Rover is the Jaguar-like luxury of a vehicle with expedition chops, and the Supercharged Sport just doesn’t have that finesse. You should either push to get the Range Rover flagship, stick with the LR3, or check out the Infiniti FX35/45 and Porsche Cayenne/S.

Audi S6: Lamborghini in Sheep's Clothing

Audi S6: Lamborghini in Sheep’s Clothing
Price as tested: $83,265

How do you address your need for speed when you have a family and a mortgage? Consider the Audi S6 sedan, which combines the brute force and neck-snapping speed of the $225,000 Lamborghini Gallardo Superleggerawith a relatively stealthy, family-friendly package.

Audi owns Lamborghini, and the S6 – the performance-enhanced version of Audi’s mainstay A6 sedan – comes with a version of the 5.2 liter V10 monster that rumbles inside the Gallardo. The Audi version brings 435 horsepower and 398 lb-ft of torque to the party, couples it with a six-speed Tiptronic transmission and Quattro all-wheel drive, and dresses it so discreetly that only teenage boys will know you’re packing heat.

That big V10 jets the nearly 4,500 pound S6 from zero to 60 mph in 5.1 seconds, and purportedly cruises to an electronically limited 155 mph. I drove the S6 at about half that speed through the Berkshires of western Massachusetts on challenging roads with steep grades and hairpin turns. Most cars can’t handle those roads at 50 mph, let alone 80 mph, but the S6 climbed like a monkey on steroids and hung on for dear life. The S6 handled dry pavement as well as my favorite sedan in this class, the $119,000 Maserati Quattroporte.

Inside, the S6 was serene. All Audis feature superior cabin aesthetics, but the S6 ups the ante with Nappa leather seats, the same steering wheel you get in the Lamborghini, and a beautifully stitched dashboard. There was virtually no outside noise, save for the satisfyingly throaty exhaust note.

Outside, brushed aluminum trim, 19-inch wheels, and “S6” badging identify the car’s enhanced capabilities to those in the know. The bold sky blue paint job on my test car was probably another giveaway to the cognoscenti, but I didn’t attract any undue attention from law enforcement.

Not surprisingly, the S6 is easier to get into and out of than the low-slung Lamborghini, and one suffers no ill effects from a long day of high-speed cruising. Back seat room is ample for two adults, and the trunk is huge and flat.

The Verdict: If you’re a performance driver looking for a weekday commuter and weekend beast with real room for passengers and their stuff, you can’t beat the Audi S6 at anywhere near its price.

Rolls-Royce Drophead Coupe: It's Good To Be The King

Rolls-Royce Drophead Coupe: It's Good to be The King
Price as tested: $443,000

While economic indicators may fluctuate, the market for ultra-luxury goods is as healthy as a stable of your ex-broker’s polo ponies. The name Rolls-Royce always has been synonymous with the absolute best, and the new Phantom Drophead Coupe (aka “convertible”) leaves no doubt that it’s good to be the king.

Whether you play in this league or are still working up to it, you’ll appreciate the new Rolls convertible as a stunning realization of cost-no-object artistry and engineering. Rolls-Royce’s concept of luxury begins with authenticity. Every component of the car – from its heavy chrome fittings and sisal carpets to its hand-caulked teak rear deck – is “the real thing.” The upholstery is made exclusively from bulls (no stretch marks) raised on ranches that don’t use barbed wire (no scratch marks). The interior headlining of the five-layer soft top is cashmere. And all that teak, in case you were concerned, receives regular oiling from your dealer as part of scheduled maintenance.

There is much more, of course, and Rolls fits it all to an aluminum space frame for strength and rigidity. All body panels are aluminum alloy or composite, with the exception of the brushed stainless steel hood – part of a $17,000 option package (along with the teak rear deck) on my test car. And if there’s anything else the driver desires, Rolls surely will accommodate.

BMW now owns Rolls-Royce, and they’ve done an intriguing job of blending traditional luxury with modern technology. Old-school double thickness floors and laminated glass (for extra quiet) co-exist with an electronically damped, self-leveling suspension, and stability, traction, and braking controls. A six-speed electronically controlled automatic transmission transfers power from a 6.75 liter, 453 horsepower aluminum alloy V-12 with direct fuel injection, variable valve timing, and 531 lb-ft of torque. That’s enough muscle to move the nearly 5,800 pound, nearly 18-foot long Phantom from zero to 60 in 5.7 seconds.

That said, the Rolls isn’t really a “performance” car. It’s oversized, thin diameter steering wheel is designed for holding at the 4 and 8 o’clock positions, not 10 and 2. The goal is to make the car “waftable,” according to Rolls. And anyway, what’s the rush? Everyone waits for the king.

Porsche Turbo 997: Everyday Hero

Porsche Turbo 997: Everyday Hero
Price as tested: $126,000

While none of us has the need to drive as fast as a 747 on takeoff, a host of manufacturers now offer supercars with top speeds in the 200 mph range. With apologies to Spinal Tap, “11” is the new “10.”

Of the supercars I’ve driven under track conditions, the Porsche Turbo 997made the most of my amateur skills. It also was the most comfortable and accommodating, and the most ergonomically correct. In my experience, the Porsche Turbo 997 is by far the easiest supercar to drive well.

The 997 features a 3.6 liter, 480 horsepower twin-turbo engine with 460 lb-ft of torque meted out through all four wheels. Takeoff from zero to 60 is a heart-stopping 3.7 seconds, with continued acceleration taking about one second for each 30 mph increment. That’s zero to 120 mph in less than 7 seconds by my count, although I was too busy holding on for dear life to take my eyes off the track. The car’s twin turbochargers are always active to some extent, so turbo “lag” is virtually non-existent.

Porsche makes the 997 as safe as a (very fast) minivan with six airbags and three separate electronic safety systems to manage traction, stability, and the car’s active suspension. With these systems engaged, the car adjusts its ride for varying road conditions, distributes the right amount of power to each wheel to eliminate overstear and understear, and checks its massive torque to prevent spinouts as you blast through tight turns. The net result is blistering performance that’s smooth and controlled for drivers of all skill levels. By comparison, lose your edge in the Lamborghini Gallardo Superleggera and you’ll get sideways in a second even though it too has all-wheel drive.

The 997’s cabin may not be as sexy as that of an Aston Martin or Bentley, but generations of refinement have left nothing to chance. Everything is exactly where it should be, and the driving position and seating are superb. Of course, the Porsche’s so-called back seat is best thought of as a package shelf. However, the fore-positioned trunk will do just fine for soft luggage for two.

Driving the Porsche Turbo 997 is an astonishing experience that anyone with a need for speed should have at least once.

Coolest Option: Ceramic Composite Brakes

Ferrari F430: Refinement at Speed

Ferrari F430: Refinement at Speed
Price as tested: $179,000

Given Ferrari’s Formula One heritage, it’s not surprising that the mid-engine F430 is the most exhilarating supercar I’ve driven to date. The Ferrari F430 achieves the impossible – simultaneously teaching the apprentice to be a better driver while rewarding the master with an exquisite experience of power and control.

The Ferrari’s beauty is more than skin deep, as its impeccable Pininfarina styling is in service to function. The massive front air dams help cool the F430’s gorgeous 483 horsepower, 343 lb-ft of torque V8. The Ferrari’s aerodynamics generate 616 pounds of down force (at 186 mph) to glue the F430 to the road. And even the sideview mirrors are designed to channel air in the service of speed.

Speaking of speed, the F430 launches from zero to 60 mph in 3.9 seconds, and has a top speed of 195 mph. I didn’t make full use of that capacity, but it is astonishing how fast you can go in this car and remain in complete control. The F1 paddle shifters, so often an affectation on performance cars, are flawless. There is no guesswork and there are no missed cues, just pure performance.

The Ferrari weighs in at about 3,000 pounds, but you would never know it. It never feels clunky as a Lamborghini can. And it’s lighter on its feet – more poised and coordinated, if you will – than even a Porsche. The beautifully tailored interior is one reminder that you’ve spent nearly $180,000 on your chariot, but you expect that in this class. What you may not expect, and what nobody else can deliver, is Ferrari’s customizable driving experience – ranging from boulevard cruiser to flat out Formula One. I left the electronic stability controls engaged, thank you. But if you know how to handle a race car, you can dial in that level of control on the F430.

Choose among 16 exterior colors, 12 leathers, eight carpets, and a host of aluminum and carbon fiber accents to customize your F430. And while I’m sure the Ferrari’s sound system is fine, if you’re listening to that instead of the engine, you’re not driving it right.

Carbon Ceramic brakes are optional.

Mercedes-Benz ML63 AMG SUV: Not-So-Great Pretender

Mercedes-Benz ML63 AMG SUV: Not-So-Great Pretender
Prices as tested: $90,975

I don’t remember who coined the oxymoronic term “performance SUV,” but people keep buying them so manufacturers keep making them. The Porsche Cayenne is the only one that really gets it right, with the Acura MDX coming in at a surprising, though distant, second. Sorry BMW. Mercedes’ entry in the “let’s transform a compromised people mover into a compromised sports car” sweepstakes is the ML63 AMG – the skunk works version of the ubiquitous M Class SUV.

In violation of any economic standard of reasonableness, Mercedes wants $91,000 for this ride. True, the ML63 AMG features a 6.3 liter, 503 horsepower V8, a zero to 60 time of 4.8 seconds, and an electronically limited top speed of 155 mph. But what can you do with all this speed? In my experience, not much.

To give credit where it’s due, the ML63’s engine is a hand-tuned masterwork of seemingly limitless brute strength – as flawless as any V8 I’ve driven. Unfortunately, the vehicle’s suspension tuning is way too sensitive to highway pavement channels that can literally yank the ML63 into another lane unless you fight back. This level of responsiveness is fine for a lightweight, high-performance sports car, but entirely unnerving in a top-heavy, nearly 5,100 pound truck. By comparison, I’ve driven the Porsche Cayenne in excess of 100 mph on mixed road surfaces in Europe and in the U.S. with hardly a care. But pushing even 90 mph in the ML63 – even on pristine Interstate – left me shaken, not stirred.

Inside, the Germans could still learn a thing or three from the Japanese. Mercedes’ dashboard interface remains awkward – requiring several steps to execute what should be simple operations. Want to load some CDs? Plan on spending a few minutes in your driveway. An optimal seating position eluded me even after a week of trying. And while the ML63 comes with a handy backup camera, it’s only active when the audio or NAV system is on.

Should I mention that this $91,000 vehicle lacks a standard iPod interface? Okay, I won’t mention it.

On the outside, the ML63 benefits from the desperately-needed makeover of the entire M Class line. It’s lowered chassis, five-point wheels, aerodynamic ground effects, and quad exhaust announce to the initiated that the AMG is a beast. But if you really want to burn up some pavement – and you can afford to play in this league – check out the Cayenne Turbo or, heaven forbid, a real life sports car.

Jaguar XKR convertible: Gentleman Growler

Jaguar XKR convertible: Gentleman Growler
Price as tested: $94,475

I spotted a classic 1960s Jaguar XKE the other day and couldn't get over how small, pencil-thin, and dangerously good-looking it was. The old V-12 Jag was a true gentleman's sports car-made for open-top driving down narrow country lanes at irresponsible speeds. Flash forward to today's XKR convertible, Jaguar's most potent two-door, and you may be hard-pressed to see any immediate resemblance.

Jaguar has long abandoned 12-cylinder engines in favor of some of the industry's most exceptional V-8s. The XKR sports an aluminum 4.2-liter, 420-horsepower, supercharged power plant that moves its massive yet stylish form from zero to 60 mph in 4.9 seconds. The contrast in power and torque between the XKR and the standard 300-horsepower XK is stunning. And the XKR's six-speed sequential-shift transmission works so seamlessly with that big engine that you'll never need the steering wheel-mounted paddle shifters Jaguar provides.

Inside, the XKR offers all of the luxuries one associates with Jaguar. Connolly hides, Wilton carpets, and burl veneers remind us that this is an English car. The lavish interior bears more than a little resemblance to those of far costlier models from Aston Martin and Bentley-making the Jaguar a virtual bargain at $90,000-plus. That said, the XKR can feel a bit cramped under the steering wheel, though accommodations are much improved over the previous-generation XK. With its rakish hood and aluminum side louvers, the XKR even looks like an Aston Martin-albeit one whose father was a Range Rover.

The XKR's aluminum infrastructure offers much greater stiffness (for much less weight compared with steel) than the old XKE ever could. I've driven both the hardtop coupe and the convertible, and could not discern any chassis flexion in the ragtop.

Beauty and aggression coexist as the XKR's aggressive-looking hindquarters telegraph the car's beastly capabilities. The Jaguar delivers supercar acceleration and braking, though not quite the lateral handling chops of comparably priced models from BMW, Mercedes, or Porsche. However, I doubt Jaguar seeks to compete with the Germans for Autobahn bragging rights. This cat is much more of a boulevard and highway cruiser, tuned for comfort as much as for performance, and designed to look good while doing it. The old XKE would be proud.