If you’ve recently acquired your fortune and want a supercar that reflects it, you might want to give the new Lamborghini Murcielago LP640 a second look. This new Lambo oozes class and glamour like no other. Its look is unique and sports a luxurious aura about it. But this supercar doesn’t only shine in the looks department. It is well-equipped with the right stuff beneath the hood to get you where you need to be in an unbelievably short amount of time.

The new version of this highly successful super-sports car features considerable innovations in terms of body design and mechanics. And also with a new name: Murciélago LP640, which refers to its engine position - longitudinale posteriore - and to its power 640 hp. Designers and engineers have not only focused on reworking the engine, suspensions, gearbox, exhaust system, brakes and electronics, but also the interior and exterior design; improvements that make the Murciélago LP 640 the most extreme and fastest sports car in its class, placing it at the very top.

The first vehicles will be available in spring 2006. Since the original Murciélago’s debut at the 2001 International Car Show (IAA) in Frankfurt, around 2,000 vehicles have left the car plant in Sant’ Agata Bolognese.

In their reinterpretation of the Murciélago LP640, the designers at the Lamborghini Style Centre have remained true to the traditional Lamborghini principles of purism, sport and function. The Murciélago LP640 now appears even more aggressive, with the new front and rear bumpers contributing significantly to its appearance. The exhaust system terminal has been incorporated in the diffuser on the rear bumper. Other innovations include the rear lights, which enhance the distinguishing features of the Murciélago LP640, making it unmistakable even at night. The design of the sides is also worth mentioning: while the area behind the air intake on the right side is practically closed, the left side features a vast aperture for cooling the oil radiator. Together with the aerodynamically defined front and rear, this proves yet again that the shape of a Lamborghini is dictated by function.

For those wishing to flaunt the heart of their Murciélago LP640, on request an engine hood made of transparent glass can be supplied. The rear view mirrors and the windscreen wipers have been modified to improve aerodynamics and “Hermera” light metal wheel rims have been added. The graphics of the instrument panel lights in the cockpit have been revamped. The interior upholstery also has a new look thanks to the lozenge-shaped stitching.

The engine of the new Murciélago LP640 has undergone outstanding and radical modification. The increased bore and longer stroke have boosted the displacement of the classic 60° V-engine from 6.2 litres to 6.5 litres (6,496 cm3). Thus the already extraordinary 580 hp engine power has now been elevated to an impressive peak of 640 hp (471 kW) at 8,000 min-1. The 12-cylinder engine reaches a maximum torque of 660 Nm at 6,000 min-1. Naturally, the Lamborghini Murciélago LP640 complies with every European and North American law governing exhaust fumes.

This “evolutionary leap forward” has been possible thanks to a coherent review of every engine component: the cylinder head and the entire intake system (based on the tried and tested Lamborghini variable geometry system), have been completely reworked. The crankshaft, camshafts and exhaust system have also undergone innovation.

The increase in power naturally determines an increase in performance. The excellent performance of the Murciélago LP640 means it can now accelerate from 0 to 100 km/h in 3.4 seconds (0.4 seconds faster than the previous model).

Lamborghini engineers have also concentrated on improving torque development. The “drivability” of the engine is enhanced by a continuous variable timing system (intake and exhaust side) and a drive-by-wire engine management system.

To meet the thermal requirements of the engine, the engineers have foreseen a considerably larger oil radiator and subsequently, the air intake on the left side of the vehicle has been enlarged. The liquid cooling system, characterised by the Lamborghini VACS system (variable geometry air inlet system) remains the same. Electronically managed air intakes open depending on the outdoor temperature and the need for cooling air, ensuring maximum aerodynamic efficiency.

More power and higher torque call for superior gearbox component performance. To meet these new demands, the new Murciélago LP640 features a modified sixratio gearbox as well as a tougher rear differential and new axle shafts. On request, the e-gear automatic gearbox is also available equipped with the new dedicated “Thrust” (acceleration programme) mode.

Just like its predecessors, the Murciélago LP640 features permanent four-wheel drive, based on the reliable Lamborghini VT (Viscous Traction) system. The system is self-governing and does not feature any electronic controls. The drive force is usually divided between the front and rear axles in the ratio of 30 to 70. An independent control circuit adjusts the distribution of the drive force depending on dynamic oscillation, weight distribution and the relative friction factor in perfect synchronisation with the Visco clutch. In extreme cases, up to 100% of the drive force can be applied to a single axle.

The electronics have also been updated. The modified engine control units improve engine performance and “driveability” thanks to “closed loop” control.

Every engine and vehicle parameter is managed and controlled by three “master” control units and a “satellite” control unit. The master control units consist of two Lamborghini "LIE" engine control units, a Lamborghini “GFA” (Auxiliary Function Management) control unit and a Lamborghini “PMC” (Power Motor Control) satellite control unit. The control units are interconnected by a CAN Bus line.

The body of the Murciélago LP640 with its characteristic scissor doors is created from the prized union of sheet steel and honeycombed carbon fibre, glued and riveted together.

Driving, handling and stability at high speed are enhanced by new springs and stabilisers, as well as by a redesigned electronically controlled damper. The "antidive" and "anti-squat" features on the axles, which efficiently prevent so-called "brake diving" and "squatting", have not been changed. The two springs on every rear wheel, the single spring on every front wheel and the damper are placed coaxially.

The new aluminium "Hermera" rims measure 8 ½" x 18" (fore carriage) and 13" x 18" (rear axle). The vehicle can be fitted with various sized Pirelli P Zero "Rosso" tyres. The Murciélago LP640 features 245/35 ZR 18 front tyres and 335/30 ZR 18 rear tyres. For sports use, especially on racetracks, Lamborghini provides optional Pirelli P Zero “Corsa” (Race) tyres. Pirelli P “Sottozero” (Sub zero) winter tyres are currently being developed.

Brakes and safety: optional ceramic carbon brakes

A super sports car such as the Lamborghini Murciélago LP640 ensures high safety levels.

The dual hydraulic circuit brake system equipped with a vacuum brake booster ensures considerable deceleration values. The self-ventilating front and rear brake disks measure 380 mm x 34 mm and 355 mm x 32 mm respectively. The control circuit of the four-channel anti-blocking system (ABS) with electronic brake control (DRP) and traction control (TCS) features a new characteristic curve. The system consists in an electro-hydraulic control unit and four speed sensors.

When particularly high braking performance is required, on request it is possible to equip the vehicle with 380 mm x 36 mm ceramic carbon brakes featuring six-piston brake callipers. Thus, less pressure needs to be applied to the brake pedal and the braking distance is reduced. Even in extremely demanding conditions there is almost no perceptible fading. Considerably reduced weight and superior lifetime represent two further advantages, as well as a captivating graphic design.

The new Murciélago LP640 also meets with even the most rigorous safety requirements. Thanks to the two front airbags (a 60-litre single stage air bag on the driver side and a 130-litre two stage airbag on the passenger side), the Murciélago LP640 complies with every international law in effect in terms of head-on and side crashes, impacts against posts, occupant safety, fuel supply integrity and flammability of materials. The luggage compartment also complies with childproof safety regulations.

The seats in the cockpit have undergone the most radical changes; more spacious and equipped with redesigned head restraints, the seats now ensure better comfort. The leather upholstery features lozenge-shaped stitching called "Q-citura". The same design is recaptured on the upholstery on the door panels, the panel between the seats and the engine compartment, and on the roof panel.

A new instrument panel has been developed with lights featuring a new graphic design, flanked by a new Kenwood car radio with a 6.5” widescreen monitor and DVD, MP3 and WMA player. An optional navigation system is also available (standard in Japan).

Like its predecessors, the new Murciélago LP640 can be customised thanks to the special fittings and upholstery packages. For the first time, the renowned characteristic Murciélago Roadster asymmetric and driver-oriented fittings and upholstery are available for the Coupé, featuring a perforated leather driver’s seat and door panel.

Thanks to the "Privilegio" customisation program, any Murciélago LP640 can be transformed into a customised sports car. For example, the cockpit can be enhanced with an extremely refined carbon finish applied to the air conditioning control panel, the control lever console and the parking brake.

American muscle! Everybody knows what this particular phrase refers to. It’s not about American jocks on steroids, no it’s about that good old brawny cars that doesn’t need any aftermarket kits to leave you in the dust. We have seen these types of cars in countless movies usually paired with a rough and rugged actor. Muscle car is a term used to refer to a variety of high performance automobiles. The term principally refers to American, Australian and to a lesser extent South African models from the late 1960s and early 1970s and generally describes a 2-door rear wheel drive mid-size car with a large, powerful V8 engine and special trim, intended for maximum torque on the street or in drag racing competition. It is distinguished from sports cars, which were customarily considered smaller, two-seat cars, or GTs, two-seat or 2+2 cars intended for high-speed touring and possibly road racing. High-performance full-size or compact cars are arguably excluded from this category, as are the breed of compact sports coupes inspired by the Ford Mustang. Other factors used in defining classic muscle cars are their age and country of origin.

The term "muscle car" did not enter common usage until after production of the cars had essentially ended. It is generally accepted that popular, widespread usage of the term took hold by the early to mid-1980s. During their heyday, print media usually referred to this class of vehicle as "supercars". There are many types of American muscle car to be had. Top choices are usually from ford, Chevrolet, Dodge and GM. We all know and love those GTOs, Mustangs and of course who could ever forget the Camaro.

There was a strange time warp at the 2006 North American International Auto Show in Detroit. The calendar said it was January 2006 but the cars on display made many think the clock had been turned back more than three and a half decades.

On display were a new Shelby Mustang, a new Dodge Challenger and a new Chevrolet Camaro. The last time all of those constellations aligned were a quarter-century plus 11 years ago.

But it appears the pony car era, created in the mid-1960s with the birth of the original Ford Mustang and then resurrected a couple of years ago with the rebirth of the '69 Mustang as a 2005 model, is galloping again. Not only did Chevrolet unveil its Camaro concept but the Chrysler Group unveiled a very retro Dodge Challenger concept.

While the smoothly curvaceous Challenger looked like it was simply reissued, though in a somewhat more modern size because of its Chrysler LX underpinnings, the Camaro concept had a more contemporary and angular appearance that looked cutting edge, and we mean that both literally and figuratively.

This was not a retro or reissued '69 Camaro. In fact, some might have wondered if this car was designed in the Chevy studio at all. It's edginess looked Cadillac inspired, and if all you caught was a quick glance through the crowd around the car, you might have thought you'd wandered out of the GM display and into the Mitsubishi stand.

GM says the Camaro concept is a "thoroughly modern interpretation of the classic sport coupe" with "dramatic design" and "responsive performance."

GM still is working on the rear-wheel-drive Zeta platform on which a future production Camaro would be built. The concept version was based on the same architecture as the Pontiac Solstice, though that platform was modified to accept a 400-horsepower, small-block V8 powertrain borrowed from the Chevrolet Corvette.

By using Active Fuel Management to shut off cylinders not needed for highway cruising, GM figures the modern Camaro could achieve 30 miles per gallon in such circumstances, yet still provide the off-the-line muscle that made the pony cars appealing in the first place. Putting that power to the pavement in the concept cars are huge 22-inch rear wheels, with 21s up front to provide steering control and with 14-inch disc brake rotors to provide stopping power.

While the exterior has a modern edge and attitude, the interior has more retro styling cues with two large main gauges and with other gauges located at the front of the center console.

GM says the concept "is intended to explore customer reaction to design and engineering elements that might lead to an all-new version of the Camaro," the Chevy pony car that ceased production after the 2002 model year.

The Camaro concept was unveiled at the 2006 North American International Auto Show in Detroit. We're looking for production to resume as soon as 2008.

Apparently, people are really starting to see the benefits of owning a hybrid car. According to figures released this week by Toyota, sales of the iconic Toyota Prius, the first hybrid to be mass marketed, have now surpassed the 1 million mark. From January to April 2008 dealers sold 66,100 Prius units, a pace that, should it continue, will bring end of the year sales to 198,300 an increase of 7.9% over 2007. Currently overall sales are smaller in Japan and Europe, but climbing at a faster rate than in the North American market, which is suffering fallout from the weak credit market and anxieties about recession.

Since the Prius was first launched in 1997, cumulative sales of the gas-electric hybrid have reached 1.028 million as of the end of April 2008. It is estimated that use of the vehicle over the past ten years has accounted for a decrease in global carbon dioxide emission of 4.5 million tons.

For the first four months of 2008 there were 24,200 Prius sales in Japan, an improvement that should generate a 24.5% increase over 2007 for that market by the end of the year. In Europe, Prius sales in the first four months reached 14,200 units, a projected increase of 32.3 percent over 2007 by the end of the year.

Toyota has a stated goal of selling 1 million hybrid vehicles per year by the early 2010s. Many are getting Priuses due to the fact that it can really be customized to utilize electric power. This means that you can actually charge the car as would a cell phone. There are still many that aren’t completely sold on the whole hybrid-car thing however, with these abovementioned number, things are really changing fast. 

The 2008 BMW M3 is either a complete winner or a big disappointment. It all depends on your expectations. If you're looking for a supremely fast, incredibly capable back-road stormer, you won't be disappointed; the E92 is even faster than the previous E46 M3. If, however, you think the M3 should be more than just speed, you'll be disappointed. After only a few seconds behind the wheel, it becomes obvious that the M3's engineers traded some driver involvement in return for more speed.

More speed, in this case, comes from the retirement of the inline-six cylinder engine that has defined the previous two generations of M3s. As it turns out, there was no more power to be had from a block with six holes in it. The previous 3.2-liter developed 333 horsepower, and the only way to add more ponies would have been to add more displacement. That sounds easy enough, but it wasn't - the engine block was already bored to its maximum, and increasing the stroke would have reduced the engine's maximum RPM. Thus, the engineers had no choice but to add two more cylinders.

The new V-8 is anything but a half-hearted attempt at fixing the problem. It is, after all, based on the powerhouse V-10 from the M5. Whereas the old inline-six was iron, the V-engines' larger bore spacing allows them to be made of aluminum, and as a result, the V-8 actually weighs 33 lb less than the old six. We've covered the detailed engine specifications in previous stories, but the important numbers are very impressive: 4.0-liters, 414 horsepower, 295 lb-ft, 8400-rpm redline. Press the start button and the V-8 barks to life instantly with a tinny clatter from its thin-walled, equal-length headers. Eight individual butterflies minimize the distance between the throttle butterflies and intake valves, so the engine responds instantaneously to prods of the accelerator.

Though the clutch is a twin-disc design (the first in an M3), the pedal is soft and easy to modulate. The shifter is familiar 3-series, which is to say precise and satisfying, if slightly rubbery. Mash the loud pedal, and the quiet V-8 turns into a screaming demon. Thrust builds gradually until 3900 rpm (the torque peak), but never falls off. In fact, the engine's note becomes more and more hysterical as the tach swings clockwise. From 6000 to the 8400-rpm rev limiter, it sounds angrier and more ferocious than any V-8 you've ever heard this side of Maranello. The soundtrack is nothing short of magic.

From a review:

Thanks to our tester's Electronic Damper Control, ride quality is phenomenal. On Spain's smooth roads, it seems far more complaint than the previous M3's, and yet body motions are perfectly controlled. The new M3 understeers mildly, but that's easily fixed with a nudge of the right foot: in second gear, the rear will easily step out into a controlled power slide. In faster corners, lots of throttle induces gorgeous four-wheel drifts.

The biggest letdown - and it's a huge one - is the steering. Whereas other 3-series (and all previous M3s) read the road surface to your fingertips, the M3 is frustratingly numb on center. It transmits only the largest of messages, and effort is too light and doesn't build naturally. The ratio is wonderfully quick but, to add insult to injury, the M3's turning radius feels vastly larger than any other 3-series.

Brake feel is excellent, but pedal effort rose precipitously during lapping of the 26-turn Ascari racetrack in Spain despite aggressive (read: noisy) pads. Even though we had to pull into pit lane for a few minutes after each lap, brake fade set in after a few laps. The M3's hefty curb weight is to blame - we expect it to weigh more than 3,700 lb when it arrives stateside. And while BMW has gone to great lengths to keep curb weight down - the carbon fiber roof, a huge cost item, saves eleven pounds - the fact is that the M3 has gained almost a half ton in twenty years.

The list of 3-series parts redesigned and re-engineered for M3 use is staggering - the V-8 car shares surprisingly few parts with those with a six-cylinder under the hood. BMW isn't known for frivolous modifications, and all of the changes serve a performance purpose. Unfortunately, they seem to also dilute the driving experience. Once a direct, raw, and frenetic monster, the M3 has morphed into a polished and refined grand tourer.

The original M3 was a track-ready, high-strung performer that made no excuses in its performance. As fun in a 15-mph school zone as it was at ten-tenths on a race track, it dominated everything that came its way. And while it's likely that the new M3 is faster around the Nordschleife than its competitors, it's lost a good bit of the driver involvement that has made previous Ms Legends. At the end of the day, we don't just expect fast lap times from an M3; we expect it to put a big smile on our faces. And this time around, the smiles just aren't as big.

Toyota is proud to introduce the 10^th generation of its very successful Corolla line. The 2009 Toyota Corolla continues its ancestors’ legacy of being the world’s most popular passenger car. Corollas have been making waves the world over due to its relatively low price tag and outstanding fuel economy. This is the primary reason why more than 30 million have been sold already in over 140 countries. The new Corolla comes at a low price tag without feeling cheap. Indeed Toyota has not sacrificed quality with its latest offering. It has a feel not unlike those found at more expensive models. New and experienced drivers will not have second thoughts on getting this deliciously crafted automobile. Like before, the 2009 model comes with few distractions and straightforward controls.

For the ultimate low-budget wheels you turn to the Corolla base model, but it has manual, wind-up windows and manual door locks. Upgrading to the Corolla LE includes power windows and door locks. If you fancy a fancier interior, the wood-grain trim in the Corolla XLE goes in that direction, although you can't get leather. Finally, there are two sportier models, the Corolla S which looks the part and has some seat and chassis upgrades, and the Corolla XRS which brings a bigger engine, brakes, and tires to the party.

All models come with standard safety features like six airbags, ABS, Electronic stability control and traction control. Also, it features high-grade seatbelts that will hold even in extreme accidents, that is assuming of course that you are wearing them.

The 2009 model offer a much more spacious cabin than its predecessor. Once inside, you will be forgiven in thinking it’s a Camry. It’s that roomy. All in all it’s definitely a good investment for those looking to purchase a budget car with bangs and whistles that rival those of more expensive models. The future once again looks rosy for Toyota and its uber-succesful Corolla line.