The 2013 Lexus GS 350 was made its first North American Auto Show appearance at the 2011 Los Angeles Auto Show along with the GS 450h and GS 350 F SPORT.

2013 Lexus GS 350

This luxury sports car is marked by precision handling and aggressive performance. The 3.5 liter v6 engine sorts a four-cam, four valve per cylinder engine with dual Variable Valve Timing design that gives the gs 350 a 0-60mph track time of just 5.7 seconds pushed along by 306 horsepower.

Safety System

The 2013 Lexus GS features a class-leading 10 airbags, along with new Whiplash Injury Lessening (WIL) front seats. Available options to help further enhance occupant safety include a pre-collision system, featuring a first-in-class infrared camera to monitor the driver’s eyes to check on driver status.

Lexus GS 350 Base Price

The 2013 Lexus GS 350 is available in rear-wheel drive (RWD) with a base MSRP of $46,900 or all-wheel drive (AWD) with a base MSRP of $49,450. The configurations are available as F SPORT models or can be equipped with the available Premium or Luxury packages for greater personalization.

The GS 350 is offered in a Premium and Luxury package. The new GS will be equipped with many standard features such as bi-xenon HID headlamps, L-shaped LED daytime running lights, Drive Mode Selector, paddle shifters, a new energy-saving auto climate control system, S-Flow, that uses the occupant-detection system to focus air-flow only to the front area where passengers are actually seated.

Next-generation Remote Touch with one-push confirmation that allows the user to operate the climate, audio, phone controls and optional navigation, synthetic leather instrument panel with contrast stitching, LED interior lighting, a new multimedia system (with available next-generation Lexus Enform) and color TFT multi-information display.

Lexus GS 350 Premium Package

For $1,400, the Premium Package includes rain-sensing wipers, heated and ventilated front seats and power rear sunshade. The Luxury Package, priced at $5,750, includes those features plus Adaptive Variable Suspension; an Adaptive Front Lighting System; unique high gloss linear espresso wood ornamentation; semi-aniline leather, 18-way power front driver and passenger seats with articulated back, side bolster and thigh support controls; four-way lumbar; butterfly headrests; driver and passenger seat memory; rear HVAC and audio controls; rear manual side sunshades; 18-inch alloy wheels; and wood and leather steering wheel.

Check here for more information and the 2013 Lexus GS 350 Specifications.

2013 Scion FR-S

“The goal was to create an authentic rear-wheel drive sports car… with compelling style… exceptionally balanced performance and handling… flexible utility… and surprising MPG.” Says the Vice President of Scion Jack Hollis. “Tonight will go down in history as not only the night when Scion introduced its fifth car, but more importantly…as the night Scion brought the ’SPORT’ back to the ‘Car.’ A car that is truly made for the people in this room.”

This “dynamic maneuverability and confident handling” is achieved by a dynamically tuned suspension with MacPherson struts, in the front and double wishbone suspension in the rear. The low flat shape also gives the car a impressive front to rear weight ratio of 53:47 achieving near perfect balance.

2013 Scion Interior

Looks are deceiving! While it may appear that the scion is a 2 seater it is designed to seat 4 (no word on how comfortable the two in the back will be). The rear seats are designed to fold down to give some cargo space. The large center-mounted tachometer is the focus of the three-gauge cluster, keeping the driver informed of the engine’s vitals. Speed is monitored by both digital and analog gauges.

Awesome Specification

The specifications of this new car is pretty impressive, starting with a 200 hp engine, rear wheel drive and 6 speed transmission. You can check out all the specification in our review section of norcalcars.com 2013 Scion FR-S review.

2002 Jaguar For Sale

Not what you are looking for? How about a classic 1983 Porsche 944? Needs a little work, but what can we say, but everyone would like to own a Porsche.

Maybe fixing up a 1956 Cadillac is something you’ve dreamed of, or the 1967 Ford Mustang might be your next car show baby. Speaking of muscle the 1966 Plymouth Fury ll with a 440 engine should add a little excitement to your life.

These are only a few of the cars currently for sale by owner in our automotive classifieds section so stop by today and see if we have the right one for you!

This year may be the end for the Dodge Viper, an icon among American sports cars, and they’ve decided to go out with style. Last year Chrysler confirmed that the line was in danger of termination, and this year, with the help of Fiat, they wanted to mark the end of the series with a number of special encore models. Several faithful Viper customers took advantage of this last chance opportunity to create their own custom Vipers.

The Last Viper Off the Floor

On July 1^st the last of the Dodge Viper series, a 2010 Viper SRT10 Coupe, rolled off the Connor Avenue assembly line in Detroit. This extremely customized and historic Viper boasted a House of Kolor gold paint job with copper racing stripes, aluminum five spoke wheels painted in dark gunmetal graphite, and bronze leather interior with gold trim.

Conceived in 1988 at Chrysler’s Advanced Design Studios, the Viper is Dodge’s take on the classic American sports car. The original conceptually designed clay models were presented to Chrysler president Bob Lutz, where the design was approved, and the design team proceeded to bring the Viper from the Shortly thereafter the first sheet metal prototype was made and showcased at the 1989 North American International Auto Show to gauge customers reactions to the proposed Viper design. It was a resounding success, and the design was developed as the proposed standard for the production Viper vehicle.

In 1990 the design team received final approval from the Chrysler chairman to proceed with finalizations on Dodge Viper production. In 1991 the Viper debuted to reviewers and two pre-production models raced in the Indianapolis 500 as pace cars to showcase the new line.

The first generation production line ran from 1992-1995 with a 2-door roadster body style, a 7.998 liter V10 engine with 400 bhp, 6-speed manual transmission, 96.2 inch wheelbase, and weighed in at 3,284 pounds. This generation completed the quarter mile in 12.6 seconds with maximum speeds of over 189 mph, and the tires made its close to corners rate among the highest of its sports car class.

Second generation (1996-2002) added few upgrades and changes. This generation had two available body styles (the 2-door roadster and 2-door coupe), the 7.998 liter engine ranged from 415-450 bhp depending on the model year, and Dodge added dual front airbags and anti-lock brakes as a safety features. The roof above each seat was slightly raised to give occupants the option of wearing helmets, since this generation was often used in drag and road racing.

Third generation Vipers (2003-2006) changed the engine to an 8.3 liter V10 with the horsepower ranging from 500-535 depending on the model year, the transmission was upgraded to a T56 Tremec 6-speed manual design, the wheelbase was upped to 98.8 inches, and weighed 3,380 pounds. . In addition to the mechanical changes, Dodge gave this series a serious facelift, redesigning the body to give it a more angular and sharp look.

Fourth generation (2008-2010) upped their horsepower to 600 bhp, added a TR6060 6-speed transmission, and the base model weighed 3,460 pounds. The major change in this generation was that the engine heads were redesigned to improve head air flow and overall power.

A Possible Future Generation

Chrysler says that although the current Viper has dissipated, that they are working under new management to design a new Viper. If this is approved for production, it is possible that the Viper could return, with a whole new look and feel, by 2012. We will just have to wait and see how things go until then.

Maybe the 512 is neither the most practical nor the nimblest of Ferraris, but it still has an almighty presence that shouts Ferrari; 78 inches wide, 44 inches low it still manages to be graceful in its Pininfarina clothes; and with 428 bhp from its flat 12 (boxer) 5 liter midships engine, it is also very fast but user-friendly with it. If Ferrari didn’t keep producing even more exciting but considerably less practical devices like the 288 GTO and the F40/ 50, ‘Berlinetta Boxer’ would have attracted the stronger following which its all-round ability deserves; that those that can afford them don’t usually buy a big Ferrari for its practically and the other offer more short-term exhilaration.

It started life back in 1973 when the Daytona was still in production. Ferrari was never one to leap into new technologies, although the company has always been good at perfecting them once proven – a sound small company philosophy. Thus Ferrari was beaten to the mid-engined road car draw by Lamborghini; such was the caution that both the mid-engined Ferraris were to be shown as styling exercises, well ahead of possible production, as a means of sampling public opinion before taking the plunge.

Its first public airing was at the 1971 Turin Show, two years before the production launch. At the time the Grand Prix and Sports, prototype racing cars were using a 3 liter flat-12 which gave a usefully low centre of gravity. It was a good configuration for a road car, too, giving a low rear deck height for better visibility but it dictated quite a wide car; however Ferrari preferred to keep the masses between the wheel-base and lifted the engine to put the gearbox within the rear of the sump – practically ruled over the last word in handling and the model has lived with that ever since.

While the engine followed the layout of 3 liter, its dimensions and many of its components came from the 365 V-12 Daytona unit, although its camshafts were belt driven; with 344 bhp, it was slightly less powerful than the Daytona with a lower compression ratio but would pull similar speeds – Motor recorded 172 mph.

Its style was unique, neither a big Dino nor a preview of the 308, with matt black below a line from the sharp nose to the rear bumper set under the short stubby tail. Its title was a mouthful 365 GT4BB, Berlinetta Boxer denoting the different layout from that of the 365GT B4 Daytona. The first model was usually known as the Boxer, even though all subsequent models used a boxer engine.

The first update came in 1976; in response to restrictive emission legislation the capacity was increased to 5 liter for no power increase, the engine was fitted with a dry sump, and the rear tyre size was increased – these had been the same size front and rear on the first car – adding also to body width; a front spoiler helped to keep the nose down at high speeds. This became the 512, following the new numbering system of capacity followed by number of cylinders; the fuel injection 512i followed in 1981 again with no power increase.

The first major change came in 1984 with a dramatically revised shape whose major feature was the side strakes leading to intakes for the radiators which had been moved from the front to just ahead of the rear wheels; the front intake stayed as a feed for brake cooling ducts. The 5 liter engine adopted 4 valves per cylinder to recover emission strangled outputs and generated 390 bhp; its heads were painted red to justify the revived Testarossa name. These changes, plus bigger rear tyres, widened the car by six inches, put another two inches in the wheelbase and increased the overall length of five inches – it had become a big car. It was faster too with a maximum speed around 182 mph.

Since then, it had minor styling changes with small power increases. For 1992 the 512TR had 428 bhp and anti-lock brakes, and the front showed a family identity that would be carried across to the 355. only two years later came the 512M, recalling the final version of the late sixties racing GT car, with 440 bhp in slightly less weight, new wheels and a revised front, with headlights now visible behind clear plastic, but the overall shape unchanged from the 512TR. The design has moved with the times, but the times may have overtaken the design.
]]> http://blog.norcalcars.com/ferrari-512tr/feed/ 6 http://blog.norcalcars.com/ferrari-365-gtb-4-daytona/ http://blog.norcalcars.com/ferrari-365-gtb-4-daytona/#comments Mon, 08 Mar 2010 19:50:13 +0000 Fahad Majidi http://blog.norcalcars.com/?p=666 Tweet

For ever known as the Daytona, the 365GTB4 was Ferrari’s final fling for the front engined two seater; four seaters would continue with front mounted engines, but two seater sports Ferraris would be mid engined after this. But what a finale. It was a bold statement of sheer power and shameless aggression, from sharp front end to the wide fastback that had lost any semblance of its predecessor’s narrow cabin, inset from a curvaceous waist line.

It was a big car too, heavy and bulky, but a muscle car designed to appeal to the American market; its performance and maximum speed would leave all of those and the Europeans standing, it was king of the road in its day. Its predecessor had been the 275 GTB4.

The 250 GT series, running from 1954-64, had marked the transition from race cars adapted for the road to purpose built road cars; the 275s were the first Ferraris to be designed and developed from the outset as road cars. As ever, the type number referred to the capacity of a single cylinder; last of the original small-block engines, the 275 was a V12 3.3 liter mounted in the front. Unlike previous road cars, it had the gearbox, now with five speeds, mounted in the rear – a transaxle – to keep the weight distribution more even. The chassis followed the familiar tubular frame and had independent rear suspension.

Announced at the 1964 Paris Show it was available in two body forms, the open 275 GTS and the coupe 275 GTB with 250-275 bhp. It was at the 1966 Paris Show that the final version was launched, the 275 GTB4 for four overhead cam shafts, two per bank six cylinder; with 300 bhp at 8000 rpm it would run to 160 mph. it was a fast and agile car with an almost comfortable ride.

But while the 4-cam was launched in October 1966, extending the life of the 275, the new 330 range had been presented in March of the year. With the traditional V-12 single cam stretched with a new longer block, the 330 bhp 4 liter was used to power the 330 GTC and GTS. The chassis remained similar to that of the 275, but the drive-line incorporated a torque tube. The new body style featured a lower waistline with deeper windows, a notchback tail treatment and an oval grille more reminiscent of the superamerica series.

The same engine had been used in the mid-engined sports racing 330P in 1964; the factory continued to develop the 4 liter engine but produced a 4.4 liter 365P for the non works teams for 1965. The ultimate factory development came with the 1967 330P4 which had twin cams per bank with each cylinder having three valves and twin plugs fuel injection to generate 450 bhp at 8200 rpm; privateers made do with 380 bhp at 7300 rpm with carburetters and single cam 365s. Ferrari won the world championship three times in those four years, including victory at Daytona for the 330P and 330P4.

First production car to use the 4.4 liter single-cam V-12 was the 365 GT 2+2, an extremely elegant Pininfarina stretch of the 330 GTC with an extra 25 cm in the wheelbase but 58 cm more in overall length to provide more luggage space as well as the extra seats; it also had self-leveling rear suspension. The 330 GTC and GTS had to wait until late 1968 to be uprated to 365-series.
]]> http://blog.norcalcars.com/ferrari-365-gtb-4-daytona/feed/ 1 http://blog.norcalcars.com/chevrolet-corvette-zr-1/ http://blog.norcalcars.com/chevrolet-corvette-zr-1/#comments Fri, 15 Jan 2010 12:22:06 +0000 Fahad Majidi http://blog.norcalcars.com/?p=532 Tweet

For many years the Corvette was American’s only sports car and it has entirely been the most consistent while others have come and gone; and it has remained essentially Americans, despite the steady inward flow of Italian exotica. In a land where speed limits have applied for many years, outsight top speed has been less important than accelerative ability and the Corvette has long supplied that, with its top range option.

None more so than the ZR-1, the first to have a European engine; it was designed by Lotus at the time the company was owned by General Motors, although it derived from a previous project for the still born Lotus Etna. The first Corvette rolled off the line in 1953, a pioneering glass fiber body on well tried mechanical components with a 3.8 liter six cylinder engine developed to produce 150 bhp.

Nothing about it would set European eyes on fire, but it was a step in the right direction; sales were initially slow but the introduction of the first V-8, a 195 bhp 4.3 liter, in 1995 set the Corvette on the performance trail. A new body style in 1956 gave it a more aggressive air, and the 1957 adoption of Rochester fuel injection on the new 283 cu.in (4.6 liter) V-8 gave it 283 bhp and the performance that European began to notice, a four speed gearbox arrived too. A 327 cu.in (5.4 liter) version followed in 1962 offering up to 360 bhp.

It was the 1963 Sting Ray that brought the Corvette into the world acceptance, an elegant fast back coupe with an equally attractive roadster version, and a new stiffer frame incorporated independent rear suspension. Initially engines were based in the same small block engine, but the success of Shelby Cobra persuaded GM to insert a big block unit, initially 396 cu.in, and then 427 cu.in to give a massive 7 liter lump.

When this became available in 1966, Corvette could clear 150 mph (depending on gearing) and reach 60 mph in less than 6 seconds. A longer, sleeker style for 1968 initially carried the same engine options but there were gradually stultified during the ‘seventies’ in the search of cleaner emissions. Horsepower figures shrunk for other reasons too; the Americans stopped quoting gross power (the engine shorn of all power robbing ancillaries) and quoted net power as measured at the flywheel of production engine, seemingly as much as 100 bhp less.

When the new style appeared in 1983, the engine was just a 200 bhp 5.7 liter, but the chassis had received a major redesign and the car was shorter and lighter, and the aerodynamics were considerably more slippery, it would still to 142 mph and reach 60 mph in 7 seconds. Over the next ten years, engine efficiency has been much improved and the same engine now produces 304 bhp to give a near 160 maximum. But that wasn’t enough for some.

As early as 1984 GM engineers were seeking more power with the idea of getting Lotus to put twin-cam heads on the existing engine. Lotus came up with an all new aluminium four-cam four-valve 5.7 liter engine instead which fitted into the same engine bay; when it went into production in 1989, this developed 380 bhp which was increased to 411 bhp in 1993. Along with the new engine came a new six speed gearbox, a selective ride system, ABS brakes and roadholding developments that have the Corvette up with the best mid engined devices. Maybe the fact that it is still front engined limits its following outside. American, but the ZR-1now has everything that the supercar enthusiast could want, superb style, superb drive-train and very real performance.
]]> http://blog.norcalcars.com/chevrolet-corvette-zr-1/feed/ 4 http://blog.norcalcars.com/superb-style-bmw-850csi/ http://blog.norcalcars.com/superb-style-bmw-850csi/#comments Fri, 01 Jan 2010 10:04:47 +0000 Fahad Majidi http://blog.norcalcars.com/?p=468 Tweet

The German factory has a long history of producing high speed coupes. In the thirties, the construction of the autobahns encouraged manufactures to create ever faster cars; the BMW 327/ 80 was an elegant streamlined coupe that would reach over 90 mph on its 80 bhp and its design was carried over to become the post war Bristol 400 with a style that was still modern ten years later.

In the ‘fifties BMW were struggling for an identity, making big V-8 powered saloons and little motorcycle powered Isettas with nothing in between. The 507 was the two seater sports coupe, using the running gear of the bigger saloons in a somewhat different style, the traditional twin intakes on a horizontal plane – very much a period classic.

Came the 1961 resurgence of BMW with the launch of new generation heralded by the 4 door 1500 and the Munich firm embarked on the line that is recognizably still with us clean, modern lines characterized by the ever present twin radiator intakes in a variety of proportions, and always classically front engined rear drive. The basic single overhead camshaft engine configuration was unchanged for many years, but all expect the smallest 4 cylinder engines now have twin camshaft four valve heads. The first coupe in this range was the 2000Cin 1966, the top of the range at that time.

When the 6 cylinder engine arrived for larger cars in 1968 the 2800CS came too, slightly shorter and with two doors. This became the 3.0CS in 1971 and on into the competition 3.0CSL, the same, only lighter, with some aliminium body panels. By 1975 BMW had embarked on the new model designation, a type number preceding the engine size, as 525 – 5 – series with 2.5 liter engine.

Form then on, the coupes have had their own series and more distinctive styling to set them apart form their saloon cousins; the first was the 630CS in 1976, a range enlarged two years later with a new cylinder block for the 635CSi, its 218 bhp making it a 140 mph car. When BMW introduced the M range, the 1983 M635CSi had a twin overhead camshaft 4 valve engine to give bhp 286 bhp and over 150 mph, still a very desirable car 12 years on.

The coupes were always the top of the range and were produced in smaller numbers but, by using many body panels form the saloon series, they were not too much more expensive; the 6 series used a 7 series front end and running gear, and continued to use the old parts when the new 7 series arrived in 1986; part of this new range was 750i using a 5 liter V-12 with 300 bhp which could obviously outperform the 635CSi, which was also looking a bit dated.

So to get coupe back on top of the range, BMW created the 850i using the same magnificent V-12 in a style that stood well apart form the other models still a beautiful car several years after its 1989 launch. The late ‘eighties was the heyday of the very fast car and it was appropriate that BMW should have one capable of 160 mph. Greener thoughts brought in a smaller engine, the all new 4 valve, 4 liter, V-8 with 286 bhp which was added to the 7 series range in 1992. The lighter, more efficient unit made the car almost as fast as those with the V-12, so a 5.6 liter 850CSi version was added with 380 bhp, and the 850Ci was enlarged to 5.3 liters and 326 bhp; those who wanted the looks and less power could have the 286 bhp 840Ci which was added to the range at the beginning of 1993.

Performance figures taken on the 300 bhp 850i produced a maximum speed of 159 mph. Although BMW now limit the maximum to 155 mph, another 27% of power should certainly yield 170 mph, so the acceleration figures below have also been adjusted. Some have described the 8 series as anachronistic, a car with only style, even more performance and less space to separate it form the 7 series; but it is a superb style
]]> http://blog.norcalcars.com/superb-style-bmw-850csi/feed/ 2 http://blog.norcalcars.com/italian-design-and-german-engineering-bmw-m1/ http://blog.norcalcars.com/italian-design-and-german-engineering-bmw-m1/#comments Fri, 25 Dec 2009 17:40:35 +0000 Fahad Majidi http://blog.norcalcars.com/?p=454 Tweet

Undeniably sleek and sporting, the Giugiaro designed M1 is thus far unique in BMW history of its mid engined layout; the six cylinder 3.5 liter 277 bhp unit, featuring twin overhead camshafts and four valves per cylinder, sits in line behind the cockpit, driving the rear wheels through a ZF transaxle.

Its purpose was to take part in the Group 4 and Group 5 categories of international sports car racing. Where Porsche had dominated with the competition 911 Turbo, the 934 and 935. for, this at least 400 examples had to be produced over a 2 years period; in competition tune the M1 engine could be made to produce 470 bhp, so it had a theoretical chance against the 934, and the mid engine layout gave it potentially better roadholding. The turbocharged versions, with up to 850 bhp, could challenge for outright victory.

Although Giugiaro drew up the M1’s shape, its origins were firmly based in the experimental safety vehicle’ Turbo concept car that BMW displayed to celebrate the Munich Olympics in 1972; designed by BMW’s Paul Bracq, this incorporated side impact bars in its gull wing doors and soft end panels mounted on rams among many safely features, but it was the mid engined layout that was of particular interest.

The power unit was the, then familiar, four cylinders 2 liter, mounted transversely and fitted with a turbo charger to give around 200 bhp; it was this engine that was fitted to the 2002 turbo the following year, albeit de-tuned to 170 bhp. Only two of the concept cars were built, but they gave BMW the chance to assess mid engined handling advantages, and provided styling cues when it came to the M1; the black belt-line and low slender nose, later to appear in similar form on the 850, were obvious carry overs for Giugiaro to adopt.

With the decision taken in late 1976 to produce the M1, BMW contracted Lamborghini to do the design, development and production build of the car, low volume production of such a car wasn’t possible within BMW, and Lamborghini were looking for outside work. And Giugiaro wasn’t far away to keep an aye on the lines. Design and development during 1977 went well, but the Lamborghini then had financial problems and couldn’t understand the production.

Eventually in late 1978, production commenced as a joint exercise between Giugiaro and Bauer in Stuttgart. Giugiaro’s ItalDesign Company didn’t have production space, but the sub contracted the build of the tubular chassis and glass fiber bodywork, mated the two and timed the interior. Bauer installed the mechanical components and completed the trim; thus it wasn’t until 1980 that the required 400 were built, by which time the racing rules were set to change for 1982 and they didn’t suit the M1 which was too heavy for the new formula.

Meanwhile BMW launched the Procar series for the 1979; M1s in 470 bhp form had their own races at Grands Prix with GP drivers like Nikki Lauda at the helm. It certainly gave the M1 instant acclaim and justified another 50 or so racing versions being built. They had some success in other races, but the loss of those two years meant that the M1 never had the chance to tackle the Porches seriously in the Group 4 racing or the faster Group 5.

Despite the fact that it couldn’t achieve what it set out to do, the M1 was a superb 160 mph road car in the supercar mould and it played a useful part in promoting BMW’s high performance image. It looked the part, it was well built with luxurious trim; it was good cross between Italian design flair and German production engineering.
]]> http://blog.norcalcars.com/italian-design-and-german-engineering-bmw-m1/feed/ 4 http://blog.norcalcars.com/murcelago-lp-640-roadster/ http://blog.norcalcars.com/murcelago-lp-640-roadster/#comments Fri, 13 Nov 2009 18:01:10 +0000 Fahad Majidi http://blog.norcalcars.com/?p=353 Tweet

Believe it or not, but Italians have a great car sense. They have been giving us the best cars on the streets. And also have been providing us with these for a long time. The Italian car manufacturers have gained a lot of respect from the entire world where ever their cars have reached. Now a lot of Italian cars have invaded the automotive market. This has been quite a controversial issue that which manufacturer has been providing the best cars of them all. Now with due respect I would say that proclaiming someone on top in this market is utter stupidity. This is generally because the manufacturers produce new models so quickly that one doesn’t have any time to judge the car or the manufacturer.

But with experience one can definitely pick out the top 5 manufacturers. Now experience is needed in this to judge this because only facts matter in such topics and not opinions. For me one of the top manufacturers in the italiano business is Lamborghini. And all the due facts support this statement too. Well the latest proof of this has definitely been the all new Murcielago LP640. Now you might be thinking that wasn’t it released quite a time ago. Well do not worry friends; Lamborghini has now released a new version of that. And this time we are getting a roadster!

That’s right; Lamborghini has released a Roadster version of the Murcielago LP640. Lamborghini has kept its brilliant designing yet again. The roadster has been installed with a soft top that rests just about two inches above your scalp. The aerodynamics and the height of the car have been maintained in this version too. So that means that you can now also experience the low rise of the car when the top is in the trunk.

The roadster LP640 has been given a soft top for the convertibility purpose. And as we all know the material and quality of the cloth will be above than that available in the market. Will you call that a manufacturer’s secret recipe? Well others in the business will be quite glad to know the recipe. The whole procedure of conversion of the car is of about 3-4 minutes. So when you have bought this you might need some patience to enjoy the topless driving. This is quite due to the manual operation of packing the soft top in the rear trunk.

One of the trademark features of the LP640 Roadster has been the scissor doors. And yes, the scissor doors have returned again. But it is quite obvious that features like these never go out of fashion. And are the perfect tools to impress the chicks around, only if you want someone to sit in your new supercar. Of course no one likes their interior ruined over worldly matters!

Apart from all the dimes and shines of the LP640 Roadster the performance of the new model has also been improved. But there is a restriction in the driving part. With the roof intact you are not supposed to drive over a 100 mph. Or else you might have to run back the road to get your roof top back. But that is cleared off when you are driving without the roof. And with an increase of 20 units of hp in the engine the new LP640 is able to reach speed up to 205 mph.
And once again the Italians have proved their greatness. And believe me a ride in this will clear all your questions. So next question!
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