Enzo Ferrari worked at Alfa Romeo through most of the 1920s before deciding to build his own racing and road cars.
After years of modifying and building racing cars using Fiat and Alfa Romeo components, Ferrari set up shop in Maranello, Italy, and produced his own car in 1948, the Tipo ("Type") 166.
As would be the Ferrari tradition for many years, its name was derived from the displacement of a single cylinder in cubic centimeters.
As it was a V12, total displacement equaled just 2 liters. Throughout the 1950s and 1960s, such greats as the 250 GT, 250 GTO and 275 GTB were produced, clothed in beautiful bodies that were penned by Pininfarina, the design house that Ferrari still uses to this day.
Other memorable models followed throughout the 1970s, 1980s and 1990s, such as the 246 Dino, 365 GTB Daytona, 512BB, 308 GTS (the Magnum P.I. TV show car), Testarossa, 355 and 550 Maranello.
Various roof styles were available on some of the models, including Berlinetta (coupe) and Spider (convertible).
Other models of note include the F40, produced in 1988 to celebrate Ferrari's 40 years of building automobiles.
Coincidentally, that was also the year Enzo died. Presently, Fiat owns Ferrari, and incredible sports cars, such as the 360 Modena, still roll out of Maranello.
Ferrari History
Ferrari F430
There's always been much more to Ferraris than just phenomenal performance -- their styling, exclusivity and sheer presence all play a part in their allure. Since the 1970s, Ferrari's line of midengine V8-powered sports cars has provided the most "affordable" means of accessing this mystique, though some of these cars have been more successful than others. While most offered a level of performance that few cars could match, more recent years have ushered in new competition, which effectively addressed the Ferrari's weaknesses while improving upon its strengths. The famous sports-car maker from Maranello answered with the Ferrari F430 coupe and Spider convertible.
The car's basic shape is similar to its predecessor, but is edgier and adopts design cues from the Enzo supercar. Thanks to a lightweight space frame draped with aluminum body panels, the F430 weighs in at a lean 3,200 pounds. The heart of the F430's improvements, though, lies within its drivetrain. For all to see underneath a clear rear hatch is a redesigned 90-degree V8, accompanied by a newer version of the "F1" sequential-shift manual transmission. It now shifts more smoothly in everyday driving situations while still allowing super-quick upshifts and perfect rev-matched downshifts at the pull of a paddle.
Given that the F430's price can easily break the $200,000 barrier, it's understandably difficult for many people to consider this Ferrari as an "entry-level" machine. Even for the well-heeled, the F430's cost might seem a little excessive considering that cars like the Corvette Z06 or the Porsche 911 Turbo offer similar (or better) performance for considerably less money. But there's no denying that the Ferrari F430 is an exceptional sports car by every measure. In terms of performance, it has but a handful of equals and even fewer superiors. It won't be mistaken for anything but a Ferrari, and will no doubt bring thoroughly satisfying ownership to the fortunate few able to afford one.
One interesting caveat: Potentially facing a ban on U.S. sales of the Modena in early 2006, Ferrari successfully petitioned the NHTSA for an exemption to a safety requirement related to airbag deployment. While the Modena includes numerous safety features, Ferrari argued that the airbag problem only affected particularly small passengers who are out of their normal seating position, and thus received a two-year exemption.
Ferrari F430 specs
Top Speed: 196 mph / 315 kph
0-60 mph: 4 seconds
Engine: DOHC 5 / cylinder 4.3 liter V-8
Ferrari F430 supercar is a successor to the older (and slightly overrated) sports car 360 Modena. It features an all-new engine that does not share any components with the 360 Modena’s engine. F430's 90-degree engine design derived directly from designs used in the Ferrari's Formula 1 engines. In fact, car name F430 came from its 4308 cc mid-engine which can produce 490 hp (an astonishing 114 hp per liter).
F430 supercar comes in two versions: a Coupe and an open top Spider, the latter being approx. $20,000 more expensive. 
Current Ferrari F430
The Ferrari F430 sports car is available as a coupe or Spider convertible. Despite its performance orientation, most modern conveniences come standard -- including keyless entry, auto-dimming mirrors, automatic dual-zone climate control and MP3-capable audio. The F430's standard 19-inch wheels wear different sizes of rubber front-to-rear for enhanced stickiness. And the F430 can also be customized through a long list of options, including competition wheels, race-oriented ceramic brakes, racing seats, carbon-fiber interior trim, fitted luggage, and special paint and leather colors.
The Ferrari F430 derives its power from a mid-mounted, 4.3-liter V8 engine. Its 483 horsepower and 343 pound-feet of torque is sent to the rear wheels through either a traditional six-speed manual or Ferrari's electrohydraulic F1-style transmission controlled by paddle shifters. The F430 also has an electronically controlled "E-diff" rear differential that helps to improve acceleration and vehicle balance. At full gallop, the F430 can hit 60 mph in less than 4.5 seconds and tops out just shy of 200 mph. Reining all this in are antilock brakes and driver-adjustable traction and stability controls.
Ferrari interior design has come a long way in recent years, and the F430's cockpit is relatively comfortable for drivers of all kinds. The Spider's top is fully automatic, and can be lowered in about 20 seconds. Its rear window is made of plastic, however, which detracts slightly from the car's premium status. Regardless, the F430 is a true exotic offering maximum driving thrills. Rocketing up to cruising speed is a gut-wrenching affair, and the V8's substantial power creates a shrieking wail that might be considered offensive or melodic, depending on context. Passing slower traffic is absurdly easy, and its superbly engineered steering and suspension connects the driver to the road in a manner few other cars can match.
Past Ferrari F430 models
The Ferrari F430 debuted as an all-new sports car entry for 2006.
Lamborghini Gallardo
Lamborghini Gallardo is the Italian supercar maker Lamborghini's "entry-level" supercar (owned by German Audi), sitting beneath the Murcielago. It is also the first car to feature the new Lamborghini V10 engine - only the third engine made by the firm. 5,000 Gallardos were built in just three years, making it the company's most-produced model to date. The second-place Diablo took a decade to sell 2,903 units. The car is named after a famous breed of fighting bull. Gallardo is also Spanish for the word gallant.
Although it's probably difficult for most people to think of a nearly $200,000 automobile as "affordable," that's the position the Lamborghini Gallardo coupe and spyder convertible find themselves in within the Lambo product lineup. But no matter -- sports cars with exotic looks and the performance to match have a built-in ownership audience.
Since its introduction, the mission for this "baby Lamborghini" has been to maintain the style and attitude of Lamborghini's 12-cylinder cars but be more livable in everyday use. It's been a successful strategy, as there's been no shortage of takers who rightly lust after such a usable and alluring sports car. In fact, the Gallardo has become this Italian automaker's best-selling model ever.
In terms of layout and design, the Lamborghini Gallardo is a true exotic. There's a mid-mounted V10 engine, all-wheel drive and the availability of an F1-style transmission. To keep weight down, the chassis is a composite blend of alloy stampings, extrusions and castings. And except for the traditionally opening steel doors (no scissors), the exterior is constructed of thermoplastic-formed panels.
Inside, the Gallardo's handsome furnishings sublimely marry form with function and offer a surprising level of comfort for a vehicle of this type. Credit is certainly due to the influence of parent company Audi, whose expertise with interior design has been of no small benefit since the Volkswagen Group purchased Lamborghini in the late 1990s.
Without too much difficultly, one can claim that the Gallardo is Lamborghini's best sports car ever. If there's anything lacking, it's the outrageous spirit and flair so often associated with the company's more expensive or legendary offerings. But the trade-off of a little spirit for a lot of functionality has been a good one, and there's no doubt that the Gallardo is a true, world-class exotic.
Current Lamborghini Gallardo
The exotic Lamborghini Gallardo is currently available as a coupe or spyder convertible, with the coupe available in two trim levels: base and SE. Standard equipment includes 19-inch alloy wheels, xenon headlights, fully powered accessories and a CD audio system. A winter package adds heated mirrors and seats along with winter tires and specific wheels. A sport suspension, navigation system, carbon-ceramic brakes and rear back-up camera are also available. In keeping with its pedigree, the Gallardo's trim and paint can be further customized, too. The limited-production SE is similar to the base coupe mechanically, but has a specific two-tone color treatment and includes as standard equipment some of the base car's optional features.
Produced only for 2008 was the Gallardo Superleggera. This coupe-only model is modified for even better performance. It features 10 additional horsepower, slightly different suspension settings and an approximate 150-pound-lighter curb weight thanks to extensive use of carbon fiber and reduced feature content.
For optimum dynamic balance, the 5.0-liter V10 engine is positioned just aft of the driver. It develops 512 horsepower (522 for the Superleggera) and 376 pound-feet of torque. Power is sent to all four wheels through a six-speed manual transmission. An automated, sequential-shifting manual "e-gear" transmission is also available, which can be placed in an automatic mode or shifted via steering-wheel-mounted paddles. Antilock brakes, traction control and stability control are standard safety fare, as are head-protecting side curtain airbags.
Audi's influence is obvious inside the Lamborghini Gallardo, with plenty of precisely fitting leather and soft-touch materials. Despite the fact that this is an exotic sports car, seating is comfortable enough to accommodate the occasional road trip. Though not as flamboyant as its extroverted exterior, the interior styling still befits a vehicle in this price range. Storage space is tight, though, with a minimal amount of room available behind the seats and in the nose-mounted trunk.
But once behind the wheel, you'll gladly leave everything behind in exchange for the sweet, sonorous symphony of its V10 at full throttle. With more than 500 horses at your command, the Gallardo is capable of spine-compressing speed in any gear. The big V10 and all-wheel-drive system do add quite a bit of mass, so it doesn't deliver the razor's-edge responsiveness of some of its rivals. And the powerful brakes can feel a bit inconsistent at the limit. But there's still plenty to like about the Gallardo. Its gearing practically begs you to rev the V10 for all it's worth, and its AWD system certainly gives it a clear advantage for safely wringing out maximum performance when the road ahead is slick and unfamiliar.
Past Lamborghini Gallardo Models
The Gallardo coupe debuted in 2004. An expanded lineup arrived in 2006 featuring the addition of the spyder convertible with an automatic folding soft top and the SE model featuring two-tone color treatments and a host of mechanical updates that ultimately extended to the regular Gallardo as well.
Porsche History
By the late 1950s it was obvious to Porsche that the 356, which had started as basically a heavily modified Volkswagen Beetle in 1948, was small and not particularly powerful in comparison to other sports cars at its lofty price level. But it was also the car upon which the company was built and was essentially Porsche's sole product. Replacing it was necessary, yet perilous. Who knew that the eventual replacement for the 356, the 911, would surpass its predecessor in sales, longevity and glory? Or that it would be so fanatically cherished by its owners that Porsche hasn't been allowed to replace it — despite trying a couple of times?
Almost immediately after it went on sale in September 1964 (as a 1965 model) the 911 established itself as an icon of '60s cool. Then it segued gracefully into being an icon of '70s performance, then an icon of sophistication and affluence in the '80s, then an icon of athleticism and power in the '90s and is now simply an icon of all that's right with Germany and automobiles.
It has also been an incredibly successful racecar. Almost as soon as it went into production, buyers were using it in hill climbs and autocrosses and Porsche itself has come up with dozens of racing variations, including the legendary RSRs, 935s and Paris-to-Dakar winning 959s. To keep this story down to a somewhat manageable length, untangling the tale of 911 racing will have to be left for other venues.
The 911's evolution through the decades has often been incremental but occasionally radical. While other cars have been around as long as the 911, none have so unwaveringly sustained such a singular personality. Or had more racing success. And if you ask most engineers, the 911's engine has always been in the wrong place.
First Generation (1965-1969)
With Porsche's limited resources and the enormous consequences for the company in getting the 356's replacement right, the gestation of the 911 was a long one. Development of a 356 replacement was instigated by Ferry Porsche (son of the firm's founder, Dr. Ferdinand Porsche) way back in 1956. He was assisted by 1960 stylist Butzi Porsche (Ferry's son), body engineer Edwin Komenda and powertrain engineer Ing Hans Tomala who had developed the "Type 7" prototype with styling that obviously led to the 911.
Like the 356, the Type 7 was built as a 2+2 with useful rear seats and a fastback shape. However, the front end was an obvious precursor to the 911. What the Type 7 retained from the 356, and this was supposedly unquestioned within Porsche, was a rear-mounted, air-cooled engine with horizontally opposed cylinders. The 2.0-liter engine in the Type 7 had six cylinders (two more than the 356's) but was otherwise similar in that it used pushrod valve actuation and two valves per cylinder.
It was the decision to build an all-new flat six with overhead camshafts in place of the pushrods that defined the direction of 911 development after the Type 7. The new engine not only had more efficient valve actuation, but also was physically hefty enough that it could accommodate future displacement increases. Through its life the engine would prove amazingly flexible and grow from its original 2.0 liters to as much as 3.6 liters. It was also turbocharged for both production and racing purposes.
By early 1963 the new engine, along with a decision to cut back on the rear-seat accommodations, resulted in what was then called the Type 901 and shown publicly by Porsche. The wheelbase had been slashed to a mere 87.0 inches, which was 4.4 inches longer than the 356's, but 16.1 inches less than the wheelbase of a 2003 Honda Civic coupe. Prototype and preproduction 901s were such common sights in Germany during 1963 and 1964 that many consider these cars the first of their type. But French carmaker Peugeot claimed the right to any car names with a numeral zero in the middle, so when the 901 went into regular production in the fall of 1964, its name was changed to 911.
The 1965 911 was a tiny machine packed with high-tech pieces. In an era where most sports cars offered a four-speed manual transmission as standard equipment, the 911 had five forward gears. Most '65 cars used solid rear axles suspended on leaf springs. The 911 had a sophisticated semitrailing arm and torsion-bar-sprung independent rear suspension that was also a big step forward from the swingarms used on the 356. Up front, the 911 used MacPherson struts (at a time when practically no one knew what they were) and a precise ZF rack-and-pinion steering gear in an era when steering was typically by recirculating ball. The first 911 also carried four Dunlop disc brakes and rode on P165HR15 radial tires.
The first 911 coupe (the only body style) was almost delicate-looking, with chrome accents around the windows and bumpers along with chrome steel wheels with flat hubcaps similar to the 356's. The Porsche name was spelled out across the tail in block letters with 911 in script just above and to the right of the maker's name, and below a large single air intake at the top of the lid.
Breathing in through twin Solex carburetors, the original 2.0-liter 911 flat-six made an impressive SAE gross 148 horsepower, which was enough, claimed Road & Track, to push the 2,360-pound car to 60 mph in 9.0 seconds and to a top speed of 134 mph. But it wasn't cheap at $5,990. A '65 Cadillac Coupe DeVille was, for comparison, $5,408 and a base '65 Chevrolet Corvette coupe went for just $4,321.
There's essentially no difference between a 1966 911 and the '65 edition. In fact, the best way to tell the two apart is by referencing the serial numbers. In mid-'66 however, Porsche did replace the troublesome Solex carbs with new Webers and fitted booted constant-velocity joints to the rear half-shafts in place of U-joints.
The big news for '66 was the introduction of the 912, essentially a 911 fitted with the 1.6-liter, four-cylinder motor from the just-discontinued 356 1600 SC with a price tag over $1,400 cheaper. The 912 may be unloved today, but back in '66 Porsche sold almost twice as many of them as 911s.
Just about a year after showing it in prototype form, Porsche put the 911 Targa into production in the fall of '66 as a 1967 model. Using a roll bar under a stainless steel cover, the Targa featured a removable, foldable top from that bar forward to the windshield header and a soft canvas cover with a flexible plastic window that could be unzipped from the car and removed. The first Targas were miserable; the tops leaked and the rear windows were distorted when new and quickly yellowed after being exposed to the sun. But the Targa would improve.
For enthusiasts, even more exciting news for '67 came with the introduction of the 911S — for Super — available as both a coupe and a Targa. Porsche threw some spark curve and timing changes into the regular 911 engine, bumped the compression ratio up from 9.0 to 1 to 9.8 to 1 and the result was an output jump to 180 horsepower in the 911S. The S also came with a new set of gears in the five-speed transmission; a set of gorgeous, unmistakably Porsche, Fuchs five-spoke alloy wheels; a rear anti-sway bar; and ventilated disc brakes. There was also, in a fit of inelegant engineering, a 24.2-pound weight fitted to the front of the S in an attempt to help the car's weight balance.
Worth a mention were 20 911 "R" models built during the '67 model year with stripped interiors (no carpet, for instance), thin-skinned aluminum doors, fiberglass deck lids, taillights swiped from a Fiat, oversize carbs, a magnesium engine case, dual spark plug cylinder heads and much more. With about 210 horsepower on board, these race-ready, lightweight rockets were the start of the 911 racing legend.
New emissions regulations knocked the 911S out of America for 1968, so Porsche instead shipped over a 911S with the regular 911 drivetrain and called it the 911L to sell alongside the regular 911 and 912 (both carrying new emissions equipment). Both the 911S and a new, lighter 911T were offered in Europe during '68. Around the middle of the year customer complaints about the Targa's crummy rear window persuaded Porsche to offer a neat wraparound piece of glass as an alternative. Beyond that, the wheels were widened an inch, the door handles were new, the engine case switched at midyear to magnesium construction and the four-speed "Sportomatic" semiautomatic transmission was offered — and for the most part promptly ignored. The widened wheels brought with them slight fender flares as well.
Porsche made major improvements to the 911 for 1969. First by increasing the wheelbase 2.25 inches by shifting the rear wheels back, thus improving weight distribution, and then by bringing back the S and equipping it with fuel injection. The company also introduced a new injected 911E model and brought over the 911T as an entry-level 911 (the 912 carried forward almost unchanged).
Rated at 125 horsepower, the 911T's 2.0-liter engine used a low 8.6-to-1 compression ratio and carburetors and fed a four-speed transmission. The 911E's 2.0-liter had a 9.1-to-1 compression ratio and Bosch mechanical fuel injection and put 158 horsepower through its five-speed. The 911S was again the ultimate Porsche and used a stout 9.9-to-1 compression ratio to knock out a thrilling 190 horsepower that it piped through its own aggressively geared five-speed transmission. The Sportomatic was needlessly offered on the 911T and 911E and all three were available as Targas.
The '69 is the best of the 2.0-liter 911s (Car and Driver had a 911S rip to 60 mph in just 6.5 seconds). But the best was yet to come for the 911.
Second Generation (1970-1971)
Porsche pushed the 911 into the '70s with a slightly larger 2.2-liter version of its flat six. Otherwise the 1970 911 lineup varied little from 1969. However, the 912 was killed off as Porsche was now selling the midengine, Volkswagen-powered 914.
The extra displacement boosted output of the Zenith-carbureted 911T to 142 horsepower, the injected 911E to 175 horsepower and the injected, high-compression 911S to a full 200 horsepower. Not only was the new engine larger, but it also used new aluminum cylinder heads with larger valves for better respiration. Also for the first time, a limited-slip differential was offered as an option.
With a myriad of other detail changes like new undercoating and a buzzer that went off if the driver left the ignition key in, the 1970 911s were easily the best ever. So good that they continued through 1971 basically unchanged.
Third Generation (1972-1973)
Building on the success of the 2.2-liter engine, Porsche bumped the 911's six to 2.3 liters (actually 2,341 cubic centimeters, which Porsche badged as a "2.4") for 1972 by bumping the stroke up to 70.4 millimeters from 66 millimeters while keeping the bore at 84 millimeters. This pushed output of the 911T engine (now with Bosch fuel injection) to 157 horsepower, the 911E to 185 horsepower and the 911S to a potent 210 horsepower. The new power led Porsche to install a new, stronger five-speed transaxle and a new, more robust version of the still ludicrous Sportomatic.
Except for a small chin spoiler on the 911S (offered as an option on the other two models) and the "2.4" badge on the deck lid's air intake, the '72 911s were visually almost indistinguishable from the '71s.
Porsche applied the name "Carrera" to the 911 for the first time during the 1973 model year. The RS Carrera was a homologation special for racing and as such featured more radically flared fenders, larger (185/70VR15 front and 215/60VR15 rear) tires on appropriate wheels, a big 2.7-liter version of the 911 engine (achieved by blowing the bore up to 90 millimeters) making 200 "net" (more conservative than "gross") horsepower and, of course, the classic ducktail rear spoiler. Not surprisingly, this lightweight car was too good to sell in the United States, but 1,800 were built for the rest of the world.
Meanwhile, over here, the '73 911s had their "2.4" engines also rerated using net figures to 135 horsepower for the 911T, 159 horsepower for the 911E and 181 horsepower for the 911S. Otherwise, if you could perceive a difference between them and the '72s, you were a Porsche fanatic of the highest order. Midway through the year, Bosch electronic fuel injection replaced the mechanical unit on the 911T and that engine was rated down a single pony to 134 horsepower, but drivability soared.
Fourth Generation (1974-1977)
Both the 911T and 911E disappeared from the 1974 lineup as the 911 got its most serious makeover yet. Taking their place were a letter-free 911 and, finally in America, a Carrera. All featured versions of the 2.7-liter engine introduced on the Carrera RS and new styling to accommodate energy-absorbing bumpers mandated by U.S. regulations.
The new body-colored bumpers made the '74 911s look more contemporary and featured black rubber boots at the ends that looked like bellows. All the engines also adopted electronic fuel injection as emissions regulations grew even tighter. That put the output of the 911's 8.0-to-1 engine at 143 horsepower, and the 911S' and Carrera's 8.5-to-1 power plant at 167 horsepower.
The U.S. Carrera carried the same bodywork, wheels and tires as the European Carrera RS, but had to stay with the 911S engine to meet emissions. Other changes to all 911s included new aluminum and magnesium suspension components, new front seats with integrated head restraints, some other interior revisions and a rigid fiberglass top for the Targa.
Porsche eliminated the base 911 for 1975, narrowing the line to just the 911S and Carrera with one engine. More modifications were made to deal with emissions regulations and that hacked the output of the 2.7-liter six down to 157 horsepower in every state except California, where it was rated at just 152 hp. These were not the quickest 911s ever.
Except for a new rubber-rimmed "whale tail" rear spoiler on the Carrera, the '75s looked much like the '74s. But there were 1,500 special "silver anniversary" edition 911s created to celebrate the company's first quarter century. All the silver anniversary cars were painted, well, silver.
But the big news for '75 was taking place in Europe with the introduction of the fabulous Turbo Carrera that didn't quite make it to the United States that year. But it would for 1976.
The 911S was the only normally aspirated 911 for '76 and, virtually unchanged from '75, it was easy to overlook. In fact it was a joy to overlook as all eyes fixated on the 234-horsepower 930 (Porsche's internal model number) Turbo, which had one real, live turbocharger blowing into its big 3.0-liter engine.
With even bigger fender flares over humongous (for the time) 215/60VR15 front and 225/50VR15 rear tires, a deep chin spoiler, headlamp washers and that whale tail spoiler, the 930 was an instant classic. Surprisingly, because of the Turbo's torque output, the only transmission aboard it was a four-speed manual. Car and Driver had the $25,850 Turbo blitzing to 60 mph in just 4.9 seconds and topping out at 156 mph — simply astounding performance for a time when most cars were strangled by primitive emissions controls. The 911 Turbo Carrera is one of the few great performance machines of the 1970s.
Except for a move of the Turbo from 15- to 16-inch wheels and tires, the 1977 911s were very much carryovers from '76. The front quarter windows no longer opened, the ventilation system was revised for more output, and there were new vacuum brake boosters, but otherwise status quo was maintained.
Fifth Generation (1978-1983)
In 1978, with emissions regulations threatening engine outputs, Porsche upped the displacement of all naturally aspirated 911 engines to 3.0 liters, switched back to aluminum engine cases and reworked the 911S into the new 911SC. The injected 911SC engine was now making a healthy 180 horsepower (172 in California) and 16-inch wheels were optional.
The Turbo's engine swelled to 3.3 liters and now featured an intercooler to boost output to a stunning 253 horsepower. The intercooler put the whale tail spoiler atop a large box covering most of the rear deck lid.
But '78 was supposed to be the beginning of the end for the 911 as Porsche introduced the front-engine, water-cooled, V8-powered 928 as its replacement. The 928 was at least interesting when it was introduced and it matured into a fine touring machine.
So Porsche didn't change much on the 911 for 1979. After all, the '80s would belong to the 928. Or would they?
Inauspiciously, Porsche started the 1980s by canceling the Turbo in the United States. While the most powerful 911 continued to be sold across Europe during 1980, North America made do with just the 911SC, which was now equipped with a catalytic converter and rated at 172 horsepower in all 50 states and Canada. Air conditioning and electric windows were made standard for the first time and all the window trim was now black, eliminating chrome from the 911 completely.
If there was any compensation for the loss of the Turbo, it was the special "Weissach" model offered with larger wheels and tires, special paint, specific interior trim and the whale tail spoiler. Hey, it was something.
Canada got the Turbo back for 1981 (with the special order option of the 935-like flat-nose bodywork available), but the U.S. went forward with just a barely changed 911SC. If you had always wanted halogen headlights on your 911SC, '81 was the year for you! And the '81 was so popular they almost completely left it alone for 1982.
Big news for 1983 came in the form of the first 911 full convertible, the Cabriolet. Based on the Targa body shell, the Cabriolet featured a manually operated canvas top with a zip-out rear window. But otherwise, the 911SC was virtually unchanged. The introduction of the Cabriolet devastated sales of the Targa.
Sixth Generation (1984-1989)
The 3.0-liter 911SC was gone from Porsche's 1984 line and replaced by the 911 Carrera as the sole 911 model sold in the United States. A virtually all-new 3.2-liter version of the 911 flat six powered the Carrera and knocked out an impressive 200 horsepower. That new engine, equipped with Bosch's latest Motronic fuel injection, provided scintillating performance. Motor Trend reported a 5.7-second 0-to-60-mph time for a 911 Carrera coupe with a 146-mph top speed and outstanding everyday drivability. But if scintillating performance wasn't enough, Porsche also offered the infamous "Turbo Look" body package for the 911 Carrera coupes that mimicked the appearance of the Turbo — including the whale tail spoiler — without that pesky turbocharger.
For 1985, Porsche added one-touch centralized locking to the 911 Carrera (especially helpful to those who couldn't or wouldn't reach across the narrow cockpit to the only other door to lock or unlock it). Otherwise the 911 was unchanged.
Finally, the Turbo returned to the United States during the 1986 model year thanks to new engine electronics that finally got the 282-horsepower, 3.3-liter engine through emissions compliance. However, the $48,000 Turbo was still offered only as a coupe and with only a four-speed manual transmission. The regular '86 911 Carrera soldiered forward through the year almost indistinguishable from the '85.
Tweaking the engine electronics boosted output of the 911 Carrera's 3.2-liter six to 214 horsepower for 1987 and it fed a new Getrag five-speed manual transmission. Also for the first time, the Turbo was offered as a Cabriolet and Targa in addition to the coupe. And if you wanted that "slant nose" look (at $23,244) on your $76,500 Turbo Cabriolet and then picked just one more option, the result was the first factory 911 to cost more than $100,000. But at least that Cabriolet, like all '87 Cabriolets, would have a power-operated top.
One 911 that never made it to the United States (at least in a legal road-going form) was the awesome 959. Delivered to its patient buyers beginning in late '87, the 959 was a homologation special built to qualify the car for FIA's Group B racing. The 959 featured wildly soft-edged bodywork, electronically controlled all-wheel drive fed by a six-speed transmission and a radical twin-turbocharged, 2.85-liter flat six with liquid-cooled DOHC cylinder heads, four valves per cylinder and every other technology imaginable to mid-'80s man. Porsche sold only 200 of the 450-horsepower, 197-mph 959s at somewhere north of $240,000 apiece. Oh yeah, a 959 would blast to 60 mph in just 3.7 seconds according to Auto Motor Und Sport.
What's most amazing about the 959 is that it presaged future development of the 911. Much of what made the 959 exotic was normal 911 stuff by the mid-'90s.
Exhausted by the 959 effort, Porsche could only tweak the electronics on the regular 911 Carrera for 1988. That was good enough to push output up to 231 horsepower, just three ponies less than that of the original '76 930 Turbo. Also new for '88 was a "Club Sport" model of the Carrera with a stripped-down interior to minimize weight — perfect if you wanted a 911 but didn't want to be comfortable. And finally, the Turbo was now equipped with a five-speed transmission.
The year 1989 brought forth few changes to the regular 911 Carrera lineup as all the major mechanical pieces carried over intact in both normally aspirated and turbo form. However there was one significant addition to the line that year, the Speedster.
Inspired by the late-'50s 356 Speedster, the '89 version used a cut-down windshield, lightweight convertible top and deleted the rear seats. If you liked the styling, and could live with the impracticality, the Speedster was available for $65,480, which was just about $9,000 more than a regular 911 Cabriolet.
About halfway through the '89 model year, Porsche introduced a heavily revised 911 known internally as the 964. While the 964 may have been introduced as a 1989 1/2 model, it's more properly considered as the first 911 of the '90s.
Seventh Generation (1990-1994)
With new bumpers, new mirrors and other detail changes, the 911 sold during late '89 and into 1990 was a definite break with traditional 911 styling and incorporated a small spoiler that would rise mechanically from the rear deck at speed. All that new styling was wrapped over new engineering.
First, the new 911 Carrera was offered with both two- and four-wheel drive for the first time, with the two-wheel drivers now known as Carrera 2s and the four-wheelers known as, you guessed it, Carrera 4s. The accommodation of the all-wheel-drive system meant the underside of the 911's structure was heavily revised for the first time.
Also offered for the first time during the '90 model year was the Tiptronic four-speed automatic transmission that could be shifted using buttons on the steering wheel. It was better than the old Sportomatic, but still not the transmission of choice for most Porsche lovers.
Both Carreras were powered by a new 3.6-liter, twin spark plug version of the 911 engine making a stout 247 horsepower — that's 13 horsepower more than the first 911 Turbo. The suspension was also revised with MacPherson struts retained up front and a new rear suspension using coil springs instead of torsion bars with new trailing arms. Also part of the rear suspension was Porsche's "Weissach" rear axle that added self-steering elements to the rear end to minimize the chance of unwanted oversteer. And with the "964," the 911 got front airbags for the first time. Initially at least, there was no Turbo model, but the coupe, Targa and Cabriolet all returned.
The 964-based Turbo emerged for the 1991 model year with its turbo-inflated 3.3-liter engine whacking out an astounding 315 horsepower. Available only with rear-wheel drive and a five-speed transmission, the new Turbo was the quickest 911 yet (outside the 959) with Motor Trend measuring a 0-to-60-mph time of just 4.8 seconds. The other 911s went forward with few changes.
For 1992 Porsche offered a 911 Turbo S2 with a lofty $118,935 price (not including luxury tax) that had longer gearing and, to many minds, somewhat disappointing performance. Also offered in '92 was a 911 Carrera 2 RS with a fixed whale tail rear wing. Other changes were slight.
Though technically a '94 model, Porsche introduced the awesome Turbo 3.6 about halfway through the 1993 model year. While otherwise similar to the previous 3.3-liter Turbo, the 3.6-liter Turbo blasted forth with a jaw-dropping 355 horsepower.
Other models offered during '93 included an RS America coupe and the America Roadster that mated a Turbo cabriolet body with the standard 3.6-liter, normally aspirated engine and deleted the rear seats.
While most 911 Carrera 2 and Carrera 4 models carried over into 1994 almost unchanged, the chopped-top 911 Speedster did return for a second appearance. But by the middle of the year, the new 911 was ready and it is rightly considered the best air-cooled 911 of them all.
Eighth Generation (1995-1998)
With its distinctive laid-back headlamps and gracefully rounded bumpers, the 1995 911 (known internally as the 993) wasn't just a new-looking 911; under that new bodywork was a much better car in almost every way.
A new A-arm rear suspension and thoroughly revised front MacPherson strut suspension underpinned the 993. The 3.6-liter engine now made a thrilling 270 horsepower in both Carrera 2 and Carrera 4 models and fed a new six-speed transmission. The disc brakes were larger and controlled by a new ABS system, and 17-inch wheels were now standard equipment. About the only things missing from the new 1995 911 was the Turbo and, alas, the Targa.
The Turbo returned for 1996 with two compressors now feeding its 3.6-liter maw and a six-speed and all-wheel drive delivering the resulting 400 horsepower to the pavement. It was almost everything the 959 had been a decade earlier for the bargain price of just $105,000.
Also new for '96 was a heavily revised Targa, which used a new Webasto-built roof with sliding glass panels on the 911 Cabriolet's body (a body which in turn was based on the original Targa). However, as Motor Trend noted, "Particularly at night, the reflections in the two [overlapping] rear windows can be wacky."
The new Targa, like all normally aspirated 911 Carreras that year, also benefited from engine revisions (new cylinder heads with 1-mm-larger intake and exhaust valves, a revised camshaft and a new "Varioram" variable induction system) that swelled output to 282 horsepower. Motor Trend's six-speed Targa leapt from zero to 60 mph in just 5.0 seconds and gobbled up the quarter-mile in only 13.5 seconds at 103 mph.
Also new in '96 was the Carrera 4S that featured the wide body of the 911 Turbo (but not the rear spoiler) and the Carrera 4's normally aspirated drivetrain.
For 1997 most 911s were barely changed from '96. The major exception being the new Turbo S model that featured a power boost to 424 horsepower — something no one really needed, but was appreciated nonetheless.
While Europe was already getting the all-new water-cooled 996 during the 1998 model year, the 993 marched on in the U.S. shorn of its Turbo and Turbo S models and otherwise mostly unchanged. 
Ninth Generation (1999-2003)
The first truly all-new 911 finally appeared for the 1999 model year with the "996." Sharing no body panels, no underbody structure and no major mechanical components with previous 911s, the 996 had more in common with the Boxster than it did with any previous car that wore the 911 name. The 996 was 6.8 inches longer than the 993 overall (a total of 174.5 inches — just two-tenths of an inch shorter than a 2003 Civic Coupe) and rode on a relatively long 92.6-inch wheelbase. The engine, however, was still in the back where it "doesn't belong." The front suspension was again MacPherson struts and the rear was held up by a new multilink system with coil springs.
The 996's engine was a wholly new piece itself. Still a flat six, it was now water-cooled and used DOHC heads with four valves per cylinder and incorporated variable valve timing. Displacing 3.4 liters, the new engine ripped out 296 horsepower while breathing through the latest Bosch Motronic fuel injection.
The driving experience of the 996 is different than all previous 911s. It's a more civilized ride, with less immediate reflexes and more composure over bumps and road irregularities. Is it as good as the old 911? That's a subjective evaluation. Some like it more, some feel it to be a betrayal of the car's air-cooled heritage.
There were no Turbo or Targa models available during '99 but both two- and all-wheel drive were offered with either the coupe or Cabriolet. That just gave Porsche a Turbo and Targa to develop during the 21st century.
The 2000 model naturally aspirated 911s were carried over from '99 except that a new exhaust bumped output to 300 horsepower. And stability control, already standard on the Carrera 4, becomes optional on Carrera 2 models. This was enough to impress Edmunds' own Karl Brauer. However, in Europe, the Turbo was already back, and it would return to America during 2001 with a vengeance. A 911 GT3 was offered during 1999 and 2000 in Europe with a 3.6-liter engine making 360 horsepower and featuring a radical two-tier rear wing. It was mighty special and indicated to the world that special-edition 911s would continue with the 996 generation.
The new 2001 911 Turbo used a twin-turbocharged, water-cooled 3.6-liter flat six to make 415 horsepower which it distributed through an all-wheel-drive system. Edmunds.com got its first taste of the 911 Turbo in 2001 with Senior Road Test Editor Brent Romans pronouncing, "This car is the pinnacle. It is The Beatles' Sergeant Pepper's, a bottle of Dunn 1980 Cabernet Sauvignon or Star Trek's Wrath of Khan." For the first time, the Turbo could also be had with an automatic Tiptronic transmission. Why anyone would want that remains open to speculation. Other updates for '01 included power releases for the engine cover and front luggage compartment, a new audio system boasting a subwoofer, a redesigned (three-spoke) steering wheel and "Turbo Look" wheels for non-turbo 911s.
For 2002, Porsche rolled out the most extreme 996-based 911 yet, the GT2. Weighing 200 pounds less than the mighty Turbo and with an even more powerful engine, the 456 horsepower GT2 was not for the foolhardy or inexperienced pilot — it sent all those restless horses to the rear wheels (unlike the Turbo with its all-wheel drive) and couldn't be had with Porsche's stability control system. The standard 911s got more power (now up to 320 horsepower) via a bump in displacement, from 3.4 liters to 3.6 liters). Other big news included the return of the Targa model after a four-year vacation and the fitment of a glass rear window to the Cabriolet. Detail changes included the fitment of Turbo-style headlight clusters (that helped differentiate the $70,000 911 from its $43,000 baby brother, the Boxster), the installation of a real glovebox and a single cupholder along with the option of Bose audio and a number of new wheel designs.
The 911 quietly rolled into 2003 with minor changes including slightly revised front and rear fascias and gray-tinted (versus the previous yellow) turn signal lenses.
Lamborghini Murcielago
Lamborghini Murcielago is a supercar produced by a Italian automaker Automobili Lamborghini S.p.A. and designed by Luc Donckerwolke. It was introduced in 2002 as the successor to the Diablo. The Murcielago is a two-door, two-seat coupe. To celebrate the company's 40 years in operation, 50 special edition Murcielagos were built during the autumn of 2003.
An open-top version called the Murcielago Roadster was introduced in 2004 for the 2005 model year. The roadster features similar performance to the coupe with a more aggressive rear flank, as well as a considerably higher price tag.
Lamborghini family collection consists of the especially designed Murciélago LP640 and the Murciélago Roadster, both of which are speed engaged, middle engined two seaters, and with basic all-wheel drive systems. In the front of the car, a carbon fibre spoiler decreases the lift of the Murcielago.
Current Lamborghini Murcielago
In Spanish, Murcielago means "bat," though Lamborghini says the name actually refers to a 19th-century Spanish bull that earned fame through its courageous nature in a bullfight. The supercar comes in two body styles -- coupe or convertible -- and both are powered by the same 6.2-liter V12 engine. Positioned amidships, it's capable of 580 horsepower and 478 pound-feet of torque. The Murcielago LP640, promised for 2007, has even more power. Its 6.5-liter V12 delivers 640 hp and 487 lb-ft of torque.
Feeding and cooling this powerful engine are a variety of scoops and ducts, including two electronically controlled air scoops that automatically raise from the car's rear haunches when needed. Power is sent through an all-wheel-drive system. A six-speed manual transmission is standard, and e-gear -- a paddle-shifted automated-clutch manual gearbox -- is available as an option.
The Lamborghini Murcielago's top speed is in excess of 200 mph. All body panels except the roof and doors are constructed of ultra-lightweight carbon fiber. The suspension features electronic adjustable damping, which can raise the car's front suspension 45 mm to avoid scraping the Murcielago's (normally) low-slung chin on driveways and inclines.
In contrast to the wildly styled exterior, which includes the trademark Lamborghini scissor doors, the Murcielago's interior is an exercise in simplicity. The seats are supportive and comfortable, though difficult to get into. Standard equipment includes air-conditioning, a tilt and telescoping steering wheel, power windows and locks, and an audio system with CD player. Options include a navigation system and a variety of custom accents for the interior, including carbon fiber.
In road tests and reviews, we found the Lamborghini Murcielago drives every bit like the supercar that it is. Its trucklike amble at low revs gives little clue as to the apocalyptic power delivery that awaits. At full throttle, there's a quick surge at 3,000 rpm, which gets more urgent at 4,500 as the exhaust clears its throat. This thrust is followed by the all-wheel-drive system shuttling torque to the rear and the most magnificent feral yowl up to redline. You can feel the accelerative Gs weighting your very fingertips, the scenery exploding through the wide-screen windshield. Handling, though never known as a Murcielago strength due to the car's size and weight, is still quite impressive.
Past Lamborghini Murcielago models
Through its general design and overall purpose, Lamborghini's flagship carries on the tradition set by its predecessors, the Diablo and the Countach. Introduced in 2002, the Murcielago has not undergone many major changes, though there have been a few spin-off models. In 2005, Lamborghini released the Murcielago convertible, which came with a removable hardtop.