As our clientele and enthusiasts know oh so well, there are many factors that contribute to a genuine and unique experience with luxury and with luxury vehicles.  Being situated in the great state of California provides us with the opportunity to understand a wide array of settings and how they can best complement each one of the exotic cars in our paddock.  Whether weaving through the Bay Area backroads in the Lotus Elise, cruising wine country in our Porsche 550 Spyder replica, or making a statement at your next L.A. event in our Ferrari 458 Italia, coupling a fine automobile with an equally unique location is a key factor to an emotional, luxurious experience.  Also, aside from the word “pleasure,” where is the reference to emotion in the definition for luxury?  When all is said and done, a luxury car experience is not just about sheer pleasure.  When you hop in and start the engine in our Audi R8 rental, its burbling exhaust and superior mechanics brings about emotions of nervous excitement, the quintessential knot in your stomach, not from impending doom but from impending excitement.  Step on the gas and that knot releases, sending G-forces and an unparalleled rush that only a luxury vehicle can offer.

With that said, perhaps a luxury vehicle is not so much defined by its use of industry standard components and materials, but by its ability to churn and stimulate a wide array of our emotions.  Getting a little better understanding of what you deserve and seek out of a luxury experience is an important consideration before indulging.  But, indulge all you want. With the world’s most exclusive supercars at a tiny fraction of the price of ownership, we’re poised to offer all personalities a truly luxurious exotic car experience.

Photo credits: http://wheels.blogs.nytimes.com/2012/01/09/away-from-cobo-center-automobiles-for-the-other-half/

Generously clad in carbon fiber, aluminum and kevlar meant a truly lightweight car and an intimate relationship with its twin-turbo V8.  And if nothing else proved this model to be range-topping, the $400k price tag made sure you knew.  Noted as the “greatest supercar the world had ever seen” by Hammond and Clarkson, this stunning trophy for Ferrari would be succeeded by the F50 and perpetuate the idea of an ultimate Ferrari.  Increased to 12 cylinders and dressed in even more aggressive bodywork, the crown jewel gained carats to say the least.  One glance at the gaping hood scoops and you know this car has truly exotic intentions.  One tap of the acclerator and you at 60 in under four seconds.  One push on the window button and…well nothing.  This car, like its F40 and Enzo brethren, were tried and true race cars paying no mind to luxuries like power windows, which were often times plastic to reduce weight.  We’d see the F1 styling evolve wonderfully in the Enzo, with the sharp snout becoming more pronounced at the expense of a lesser spoiler visual.  Power was naturally increased as was the price (most often traded above $1m), and Ferrari’s range-topping bloodline was officially substantiated.

But, the question becomes, which is the best?  Such exclusivity forces us enthusiasts to make such a choice.  If you can’t make a choice we’re hoping a successor will help you decide, but such a development is a long time coming and in no rush.  In the meantime, consider experiencing the next best exotic car from Ferrari, the 458 Italia.  Our 458 Italia is the pinnacle of the exotic auto rental experience.  But, don’t fret, we have two other Ferrari V8’s waiting patiently just for you.

Photo credits:
http://www.sportcarwallpaper.us/wp-content/gallery/ferrari-f40/ferrari-f40-1.jpg
http://www.carautoportal.com/car-images/ferrari/ferrari-f50/ferrari-f50-2008.jpg
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Porsche started testing turbocharging technology in the 1960’s for racing purposes and experimented with forced induction in its 911 series in the early 1970’s.  A perfect answer to homologation regulations, the 911 Turbo was Porsche’s opportuniy to reiterate how serious the brand took motor sports, and their drive to provide the racing experience to enthusiasts and moneyed consumers.  The homologation regulations behind the 911 Turbo’s coming-to-be would prove unnecessary, but there were a few other standards to surpass, a few of those being Ferrari and Lamborghini; the 911 Turbo would be Porsche’s perfect competitor.

Debuted in 1974 at the Paris Auto Show and first exported to the U.S. in 1976, the Porsche 930 (“nine-thirty”), or Turbo Carrera as it was first dubbed in the U.S., was the very first version of this finely-tuned and ferocious 911.  A widened wheelbase, “whale-tail” spoiler and optional “Flachbau” (“slantnose”) design scheme represented the Turbo Carrera’s departure from lesser 911 offerings.  Over the 930’s lifespan, which was 1975 to 1989, power ranged from 3.0 to 3.3 liters and were rated at 260 to 330 horsepower.  These cars were fast, but don’t think our Porsche Turbo rental’s widened power range has always been true.  The original Turbo Carrera suffered from extreme turbo lag, forcing spirited drivers to keep the car at high revs or risk teetering on a literal slippery slope of burnouts and unwanted drifting.  With a sprint to 60 taking only about 5 seconds in the 260hp 1975 model, we can see that the 911 Turbo has always produced supercar figures; the last 930 producing 330hp achieved a 4.6 second 0-60.

As time went on, we would see the much more powerful and exclusive 911 Turbos produced.  The successor to the 930, the 964 Turbo, first used the same 3.3 liter flat 6 from the original, but this was soon altered to 3.6 liter and 3.8 liter variations among a few highly exclusive variants, one of which being the 360 horsepower 3.6 Turbo that is commonly thought of as the most sought after Porsches produced since the exotic 959.  Next up to grab the torch was the 993 Turbo which started selling in 1995 with a bevy of new technologies.  These technologies made this generation one of the most accomplished, with the 993 Turbo rated as the fastest production car when it was produced and one of the cleanest sports cars.  The next 911 Turbo, debuted n 2000, would carry over no aesthetic features from previous models, a first for the 911 Turbo.  It featured all-wheel drive and was capable of over 400 horsepower, good for a 0-60 around 4 seconds.

Our 997 turbo would be next and debuted in 2006 at the Geneva Motor Show.  A mixture of 3.8 liters, 470 horsepower, a 6-speed manual and state-of-the-art technology makes it the absolute best road 911 to date.  When you get the chance to indulge in a Porsche rental or exotic auto timeshare, set your lead foot free on this one.  All-wheel-drive will keep tire chirps to a minimum but won’t keep this beast from reaching nearly 200 mph, a feat we don’t fully endorse proving in our turbo treasure.  Ergonomics are excellent and looks are truly stunning, making you comfortable, powerful and looking damn good.  And although the newest 911, the 991, has hit the streets, our Turbo continues to be the standard-bearer in Porsche performance.  So, now that your knowledge of Porsche’s 911 Turbo is a bit more well-rounded, we encourage you to grab our keys and experience how one of the most coveted sports cars from one of the most desirable automotive brands has evolved into the gold standard.

Photo credits:
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http://photos.evo.co.uk/images/front_picture_library_UK/dir_614/car_photo_307315_7.jpg
http://www.ssip.net/upload/porsche-997-turbo-side-3_190.jpg

Porsche is undoubtedly a favorite among both our sports car rental and membership consumers, reminiscent of the several porsches in our current and reitred lineup.  We currently have two 997 911’s in our paddock, one of them a Carrera S Cabriolet and the other a beautiful silver Turbo.  Porsche knows that their 911 design scheme is timeless, a fact that is reflected in the subtle evolution of the 911 for 2012.  Marked by sexy squinted tail lights and an elongated rear that makes up for the nearly 3 inch increase in overall length.  And while some enthusiasts have shown a distaste for the increased girth of the 911, its new stance brings each and every new 911 closer to full-on supercar status; we’ll be keeping our eye out for the new cabriolet and turbo.  Also, if you haven’t had any time in our own cabriolet or turbo, do yourself a favor and get some seat time, our models are the epitome of Porsche’s renowned driving experience.

Mercedes has also presented us with a substantial change in its iconic SL-series, both in its design and in its now legitimate claim to being a “sport light” vehicle, as it is now constructed completely of aluminum.  It borrows cues from the handsome SLS series and offers more powerful standard V8 variants.  Since the car is so new, no modified or AMG models have surfaced yet, but you will be the first to know when info or pics leak.  And if you’re looking to get a taste of the SL right now, look no further than a Mercedes rental from us.  Our SL55 AMG is, for lack of a better word, a beast.  There is something about a supercharged, torque-tastic Mercedes motor that you just can’t replicate.  But don’t let the hand-stitched, ergonomically-friendly interior fool you, these tires are begging to spin.

In terms of exotic cars and supercars, 2012 is the year to go topless.  The one and only Lamborghini Aventador will he chopping the top very soon, along with the new 911 that we described a bit earlier; both of which likely to be revealed as 2013 models.  Also, the insanely fast and unique Hennessey Venom GT has dropped its top in the 2013 Venom GT Spyder variant.  Can you imagine going 200+ with the top off?  We’d like to take the imagination out and inject some reality into the notion, that’s for sure.  Also, the Ferrari 458 Italia, a car that we so proudly offer for rental and to our members, has gone Spyder on us.  Amazingly enough, Ferrari has done so with an electronic retractable roof that operates smoothly and quickly, and is seemingly unaffected by the fact that there is a high-powered V12 sharing the space.  Let’s just say, when you’re seeing Ferrari red, look no further than our red Ferrari 458 Italia rental and timeshare.

Lastly, when we consider the very newest in the top of the exotic auto food chain, all eyes are on Shelby Super Cars (SSC) with its new Tuatara model that has gradually shed more and more skin for enthusiasts.  This is a car that will compete with the likes of Bugatti, Pagani, Kenigsegg, Ferrari, and Lambo in its quest to reach closer and closer to 300 mph.  Claims have been thrown around that the Tuatara will come close to, or beat the Veyron SuperSport’s 267 mph landmark, but once we actually see track figures, its hard to know.  Nonetheless, it is an exciting offering to keep an our eye out for in the new year.  All in all, 2012 seems to be more of an evolutionary year than a revolutionary one, and that is just fine.  We see some of our favorites, like the Mercedes SL, Porsche 911 and BMW M5 shedding old skin this year, and so far the efforts are nothing short of stunning.  Some other brand new offerings will definitely shake up the exotic auto scene and we will be keeping close tabs.  All in all, we’re proud to see our lineup of exotic and luxury auto rentals and timeshare opportunities continue to be the best of the best within the automotive industry and are constantly excited to see our paddock evolve.  The bottom line is that your taste for exotic autos will not cease in 2012, so come wet your palate here at Club Sportiva.

Photo credits:
http://newscartrends.com/wp-content/uploads/2011/09/New-2013-Porsche-991-911.jpg
http://www.newautoreviews.net/wp-content/uploads/2011/12/2013-Mercedes-Benz-SL-Class-side-view2.jpg
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http://www.thesupercars.org/wp-content/uploads/2011/07/2012-SSC-Tuatara-Profile-480.jpg

There’s no better proof of this presence than in the tireless fight that its corporate backbone and deep-seeded fan base engaged in to keep the brand alive.  So back to the question, what went wrong?  The brand’s offerings were no doubt getting tired, but it really came down to finances and corporate clout.  Since 1990, Saab was heavily influenced by its parent, GM, who acted more-so as a stabilizing force than one of innovation.  But when GM’s notorious failure led to trimming the fat off its collection of automotive brands (i.e. Pontiac), Saab was salvaged through a sale to exotic auto manufacturer, Spyker.  With that in mind, there was even a chance there to see a Saab in our lineup of exotic cars.  A seemingly crazy idea, now knowing that the brand is no more, to have Spyker efficiently inject life back into Saab’s interesting and unique design scheme of the past could have been a fun and refreshing experience for auto enthusiasts like ourselves.

Before this could simmer in our automotive imagination too long, the burden became too great for Spyker and the hunt for investors was on.  Where to go to find big money nowadays?  You guessed it, China.  But since GM didn’t want too much of its technology being manipulated by the comparably infant Chinese auto manufacturing industry, there seemed to be just too many hurdles.  And when Saab’s brand ambassadors cried foul, their cry was not loud enough.  Enough of this somber rhetoric.  It is important to remember that beneath the financial turmoil and bland mainstream offerings, Saab produced some cool and exotic concept cars that always sparked interest.  Remember the Aero X (see below)?  Or even just the new 9-5; that car is truly handsome.  But more than concepts were Saab’s fiery turbocharged hatchbacks that were venerable sports cars.

Whether you remember the sexy Sonett or the 900 turbo, Saab seemed to always have the soul of a sports car prevalent in the idea of its makers.  This mindset was not always clear, though.  Mercedes-Benz conjures up the idea of unequaled luxury, and BMW an authentic sports car experience…but what about Saab?  Its cars were often practical, luxurious by default, sometimes sporty, and mostly good-looking.  In short, Saab seemed to be in that “does most things well” category more-so than the “does one thing great” category.  Despite all of that, Saab was an exotic in its own right.  Its Nordic origins, unique styling and turbocharged heart built a fan base that Pontiac may not have been able to match.  So, judging by all the times the word “remember” has already been used, perhaps Saabs recent years have not done the brand justice.  But, it is our memory of Saab that keeps the brand alive and shining, so in the end, Saab’s may not be driven anymore but they will always be remembered.

Photo credits:
http://www.thetorquereport.com/saab-aero-x-concept_new.jpg
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In particular, the Chinese and Indian luxury car markets are some of the most booming globally as more and more of their citizens amass wealth.  But we’ll say it again and again, you don’t need massive wealth to experience the luxury lifestyle.  Whether it is a daily rental of a luxury car or luxury car fractional ownership, our diverse collection is truly the cream of the crop.  Let’s put it in perspective.  Take a moment and think of a few brands that you feel represent quintessential luxury car brands…Now let’s take stock.  Did Mercedes, BMW, Bentley or Audi come to mind?

Recognized as some of the most well-known and respected luxury car manufacturers, these brands encompass all the diversity possible in a luxury car that we mentioned earlier.  And what’s better, we have each and every one of these luxury brands in our collection, some two or three times over.  From the BMW 335i to the Bentley Continental Flying Spur, all levels of luxury are represented.  If you consider a smooth, strong torque curve your sign of luxury look no further than the twin-turbo 12-cylinder of our Bentley or the high-tech clean diesel of our brand new Mercedes E350 Bluetec that packs a forceful 400 lb. ft. of torque.  Sometimes a little wind in your hair is a luxury in itself, in that case look no further than our Mercedes SL55 AMG or our Aston Martin DB9.

When it comes down to it, luxury is often seen as an excess, but should really be seen as a necessity.  We all work hard and get caught up in our daily schedules, but sometimes we just need to take a deep breath, buckle up and escape in a luxury car rental.

Well, while some might like to think he had a high-priced Italian or had someone else drive altogether, the SL55 AMG could not be more fitting.  Clean and timeless lines, appropriately luxurious trim and a state-of-the-art powerplant…sounds a bit like your iPhone.  Moreover, think of it as a Ferrari in turtleneck.  But, of course, interest in what Steve Jobs drove can easily go stale in time, so a dose of “scandal” is in order.  Call it evading the law or an attempt to fly under the radar, but the intentions behind keeping his car unidentified likely has nothing to do with “staying different” or as a “rich man way” to be lawless as some are speculating.  I mean, what would’ve been better, an iPod white SL55 with center caps adorned with Apple logos?  The bottom line is that Mr. Jobs had a classic, powerful and tasteful ride for a man of his means, and being one of the revered sports cars in our paddock, we like his style.

But wait, how could he have possibly driven legally without license plates?  Could he possibly have skeletons in the closet we haven’t known about all this time?  We all love a little bit of gossip, but whether or not he legally complied with a six-month lease cycle or had multiples of the same car, let’s focus a bit more on the Mercedes he drove; the same model we have waiting for you to drive.  Fitted with a high displacement, supercharged V8, the SL55 AMG is the model that takes the Mercedes SL series touring classification into exotic car territory.  This beast packs just under 500 horsepower and just over 500 lb. ft. of torque (493hp & 516lb.ft.), enough to reach 60 in 4.5 seconds.  From these facts alone we can see the intentions here might have been to provide enough spin to give the chassis a workout and the tires a healthy traction test.  Add in all of the creature comforts and exceptional design you expect from Mercedes and you have yourself an exotic coupe that is exceptional for a road trip or to add a bit of spirit and style into your next arrival.  If nothing else, our silver Mercedes SL55 AMG can be an ode to the ingenuity and excitement that Steve Jobs instilled in his products right here in Silicon Valley.

So, hop in, drop the top for Jobs and enjoy the ride.

Rent a Mercedes Benz in the San Francisco Bay Area Today

Photo credits:

http://www.celebritycars.tv/wp-content/uploads/2011/pictures/steve-jobs/jobs.jpg
http://www.brightsideofnews.com/Data/2011_2_17/Dont-sell-AAPL-on-the-Enquirers-report/Steve%20Jobs%20Mercedes.jpg
http://images.carpictures.cc/photo/m/00007835_Mercedes__Thecarspy.jpg

To Lamborghini purists, this is the LP700-4, the newly crowned flagship taking the throne from the Murcielago series.  Its other name comes from the legendary Aventador, a trophy-winning bull in the world of Spanish bullfighting; a bull that took part in a notably spirited, bloody and violent battle in 1993.  Whether it is the ferocity of the driving experience or the name alone, Lamborghini (more than any other brand) provides us the most sinister supercars around.  I mean, Murcielago came from a different bull who survived 28 sword strikes and Diablo, well, that just flat out means devil.  With that in mind, choosing your Lamborghini is truly choosing your battle.  So suit up, get that red flag out, and let’s see what the Aventador can do.

Firstly, the V-12 is a brand-new design for the Aventador. To give some perspective, the most powerful rendition of the Murcielago was the LP670-4 Super Veloce with 661 horses and 487 pound-feet. The Aventador is the perfect example of automotive evolution, though, seeing as how the Aventador pumps out  690 horsepower and 509 pound-feet of while using 20% less fuel, translating into 20% fewer carbon dioxide emissions.  In fact, the engine sits 2.36 inches lower in the car, reducing the center of gravity height.  All of this results in a sprint to 60 in 2.9 seconds and a top speed of 217 mph.  YES PLEASE.

Next, Sant’ Agata created a new transmission, a seven-speed robot based on an Independent Shift Rod design. It uses four shifting rods that allow the next gear to be selected while you’re still in a different gear. It only uses only one clutch, a far cry from the slower and heavier DSG. A hundred milliseconds too slow for you?  No worries, this powertrain shifts in 50.  As if these advancements aren’t convincing enough, it is the very core of the Aventador that may be the biggest change, and a very welcome change at that.  Rather than using steel and aluminum (that’s so 2010) Lambo fit the car with a full carbon-fiber monocoque.  The entire chassis weighs 505 pounds and is extremely stiff.  The Aventador chassis is rated at 35,000 newton-meters per degree of deflection.  The Countach? 2,600 newton-meters.  All in all, this car is about 200 pounds lighter than a standard LP640.  This reduced weight sits atop Full aluminum unequal length control arms that use pushrods to actuate inboard mounted springs and dampers, helping to distribute mass to the center of the car.

Dare to go inside and you’ll find a beautiful, uber sporty cabin that is completely in tune with the driver.  The raised and very lateral center stack is very user friendly and gives you a very intimate relationship with the controls of the car.  This is important since the Drive Select System enables vehicle characteristics (engine, transmission, differential, stability control, steering) to be set in accordance with individual driver preferences in one of three modes — Strada (road), Sport and Corsa (track).  Wrap all of this in a wide array of color combinations (custom colors are also available, of course) and you have yourself one of the most attractive and sought after cars today.  From our point of view, one of the most exciting parts of this is the fact that the prospect of offering you an Aventador experience is on the horizon.

If interested in being a fractional owner or an Exotic Car Share owner contact us by clicking here!

Credit: Sports Illustrated – May 9, 1994

So without further ado let’s take a quick journey through the evolution of the raging bull by looking at the most stunning and impactful models.  Birthed from the yearning for a high-powered, purely road-ready V12 tourer, the 350GTV was a tumultuous project whose warm critical response ultimately outweighed the heartache and profit losses it entailed.   The 350GTV was designed and built in only four months, in time for an October unveiling at the 1963 Turin Motor Show…with an engine bay full of bricks.  See, Ferruccio was a bit of a perfectionist and until the 1964 Geneva Auto Show, the 350GTV was a car that Mr. Lamborghini was not so enthused over.  Regardless, production began shortly after Geneva, and by the end of the year, cars had been built for 13 customers; Lamborghini sold each car at a loss in order to keep prices competitive with Ferrari’s. The 350GT remained in production for a further two years, with a total of 120 cars sold.

Comfort and road manners would soon give way to true performance accolades with the introduction of the famed Miura.  In actuality, the Miura began as a clandestine prototype, a car that had racing pedigree in a company that was entirely against motorsport.  Again, not completely satisfied with the heart of his new creation, the Miura had a soft debut with another locked engine bay full of dead weight.  What is most important here, though, is where this empty engine bay was situated: in the middle.  In fact, Miura’s layout and styling would become the standard for mid-engine two-seat high-performance sports cars, a trend that continues today.

With some added stimulants from the Miura, Lamborghini was on its way to becoming a brand revolving completely around high-powered, track-ready sports cars.  Produced from 1974 to 1988, the Countach elevated the exotic intrigue of the Lamborghini brand and undoubtedly introduced the angular design scheme that stays strong to this day.  Although world politics (aka oil) plagued the brand’s fervent passion with mileage restrictions and financial woes, the Countach, then, would become the most popular and successful bull in history.  In light of oil and gas crises of the time, might we add that the Countach got 6 mpg in the city.  Maybe that number is more a shock today considering gas prices, but damn, 6 mpg.  Anyway, although the financial sacrifices were undoubtedly painful, the undertaking from Chrysler that these problems induced would ultimately help Lamborghini to have a more substantial, less disoriented presence in the U.S.

The company’s U.S. presence had previously consisted of loosely affiliated and disorganized private dealer network; Chrysler established an efficient franchise with full service and spare parts support. This would be the essential backbone to the stunning Diablo that became the benchmark of what we consider an exotic automobile.  Known as the fastest car in production when it was released in 1990, and with brisk sales, Lambo turned profits that increased past the $1 million mark in 1991; only to be back in the red a few years later.  Despite its $239,000 sticker proving a bit too steep for many American consumers, the Diablo was Lamborghini’s poster child through the 90’s and would give way to the modern models we see and drive most today.

An effort to expand lineup and increase profitability came in the form of German ownership under Audi.   Under Audi, the first new Lamborghini in more than a decade, the Murcielago (known internally as Project L140), represented the rebirth of the marque.  And coupled with the fresh, V-10 powered Gallardo that we so passionately keep in our collection, Lamborghini made the new millennium its time to shine.  Today we find an exciting, but not dilutive, expansion of the Lamborghini brand with the prospect of a sedan offering (ie the Estoque) and a brand new, absolutely ferocious flagship, the Aventador.  So although we’ve left out the register of astonishing performance figures and engineering technicalities that are so dear to the hearts of exotic auto enthusiasts, taking a look behind closed doors reminds us of Lamborghini’s tumultuous past, a past that will produce an even stronger kick from the bull in the future.

Rent a Lamborghini in the San Francisco Bay Area Today

Image references: http://www.cartype.com http://www.lamborghiniblog.com http://www.carhdfwallpapers.com http://cdn.egmcartech.com

This blog written in honor of the newest edition to our stable of exotics, the 2012 Nissan GT-R.  Currently en route from the East Coast, we expect the GT-R to arrive at the Clubhouse within the week!

When the Japanese legacy that is the Nissan Skyline series crept out of the shadows and caught a boat to the States in the form of the GT-R, excitement was fervent.  Not only did the car represent an American homecoming for Nissan’s most advanced performance capabilities but it had killer aggressive looks with all the turbo rush you could ask for.  A few years have passed and while the GT-R is still the poster child of Japanese high performance (calm down Lexus LFA), some of the unabashed excitement has subsided.  All you really need to do to bring back this Godzilla fever (“Godzilla” is the GT-R’s widespread nickname), is pit it against the industry’s most ferocious, well established (and more expensive) competitors and you’re reminded that this is one powerful machine that is superior in many ways.

One of the most notable features of the GT-R is its amazing all-wheel drive system.  Called ATTESA E-TS, for Advanced Total Traction Engineering System for All Electronic Torque Split (say that five times fast), the GT-R’s AWD keeps all of its 3,900 pounds firmly planted to the pavement during its astonishing 2.8 second launch to 60 and .  Sure, wheel spin is only natural and the common high-pitched swirl and plume of smoke that accompanies a pedal to the metal launch is highly satisfactory, but without that the ease of reaching lightning fast speeds is raised exponentially.  Just watching the GT-R takeoff is a feat in itself, with all four wheels set in hyper motion simultaneously and its burly tailpipes spewing off a sort of vacuum cleaner from hell tone that instantly reminds you of its forced induction under hood.  This sub-three second 0-60 time was not always the case until 2012 rung in a highly revised Godzilla. Not only did it become more powerful with 530 horsepower available at 6400 rpm and 448 pound-feet of torque coming at 5200 rpm (the result of a raised turbo boost pressure to 13 psi from 11 psi, among other revisions), but it is more refined thanks to a healthy roster of suspension, driveline, and exterior improvements.

Nips and tucks also took place to give the GT-R a wider, more dominating presence on the tarmac.  In front, the lower chin spoiler extends slightly to improve downforce. To either side of the gaping lower air intake is a trio of canards (with LED daytime running lights) that better deflect passing air around the car and improve downforce.  Rear elements have been improved as well. Spats directly behind the rear wheels are ventilated to dispel passing air and cool the Brembo brakes. A pronounced carbon fiber diffuser directs airflow under and away from the car. With the new exterior components in place, downforce improves by 10% while drag coefficient slides to a slim 0.26 Cd.

Both cars come in around 500 ponies with the Porsche at an exact 5 bucks and Godzilla with now pushing 530.  We will note that Porsche has recently introduced us to the Turbo S which matches the GT-R’s 530 hp and sub-three second 0-60 time, but at nearly $80k more, price alone is pushing how comparable these two cars are.  The way that these exotics deal with that power is very different.  It’s hard not to be biased toward the Porsche here – how can you remove yourself from the rich history of the Porsche Turbo? – but the GT-R puts up a fight that you may even find yourself preferring.  Both cars give the driver supreme control over their environment, the Porsche providing immense road feel and connectedness to the driving experience and the GT-R allowing the driver to fine tune the specs of his car in seconds.  The result?  When tuned appropriately, the GT-R carves the road with alarmingly quick steering and throttle response, exceptional precision and gear changes in 0.15 seconds, woohoo!  Pair that with a 3.8 liter twin-turbo V6 with barely any turbo lag and you have yourself a supercar that provides scary fast performance but that won’t bite back or induce an “Oh S***” lack of control moment.  With that said, our incoming 2012 GT-R is perfect for a novice that wants to experience blisteringly fast supercar performance or an experienced driver that just feels like an experience that is a bit less labor intensive.  Either way, our incoming 2012 GT-R is a highly sought after new model that will stand proudly among the automotive elite in our paddock and challenge your decision process.  Godzilla 2.0; can you really resist?

Powered by an F1 derived 195 horsepower 4-banger, the original M3 was the quick kid on the block and looked the part too.  Sporting fender flares and a dramatic rear wing, the differences between the M3 and the regular 3-series were prominent, but likely effective in setting this specials sports car apart for years to come, especially when it shed its skin in ’94.  This refreshed E36 M3 ushered in a new (but not totally altered) personality for the M3 with subdued design cues that more wholeheartedly embraced its “sleeper’ status.  Pop the hood and you’d find BMW’s fiery, bored out inline six that revved so sweetly you craved its 7,000 rpm redline before and after dinner and any time between.  This was a car that was the essence of sporty driving, a car that provided TRULY sporty reflexes to the everyday driver while maintaining ease of use, tasteful design and the multifaceted prestige of a special edition BMW.  It was also in this generation that the M3 harbored some of the most complicated and simple transmission technology simultaneously.  While the M3 introduced the SMG gearbox in ’97 (the same year as the sedan became available), it still maintained a fully manual tranny.  While providing a manual option in the 90’s sounds like anything but a feat, the M3’s adherence to an authentic driving experience through self-instructed gear changes is special seeing as how the cherished drivetrain is nearly extinct today.

After the E36 comes the E46 M3, a car that proudly carried the torch that is a high-revving dynamic six cylinder wrapped up in subtle yet muscular and attractive skin.  To prove that the M3 was only gaining momentum as it aged, Road and Track magazine announced the 2006 M3 with the SMG transmission as its favorite sports car of all time in 2009.  With the accolades racking up and a legacy steadily becoming plated in gold, what else could BMW do to heighten the M3 experience?  Take the high-revving, versatile nature of the M3 and convert it to eight cylinders.  It is here that we’d like to introduce our E92 M3 coupe.  Dressed in all black, our 2009 M3 is a proud member of the Sportiva paddock.  With 414 horsepower coming from its 4.4 liter V8 mated to a 7-speed dual clutch DSG, this M3 guarantees a legendary, or shall we say “ultimate” driving experience.  And with drivability around town mixed with its track-ready specs, this driving experience can be had anywhere and everywhere, making it one of the most versatile members of the Sportiva garage.  At only $349 a day or about 1,900 points at peak demand, the M3 is one of, if not the most valuable driving experience we offer.  So whether it is blurring category lines or blurring scenery, the BMW M3 continues to be the benchmark sports car experience that you won’t want to miss time and time again.

Rent a BMW M3 in the San Francisco Bay Area Today

Sometimes we get caught up in the shiny paint, squeaky tires and satisfying stench of virgin leather seats that we forget about how all the beauty of a new, fine automobile comes together.  In fact, to know how and where your car was made only enriches one’s driving experience and it is these production facilities that often trump track figures in determining the superior auto marque.  And while hundreds of hours of hand craftsmanship and eyeball-monitored quality has its merits in producing super high end cars from the likes of Bentley and Ferrari, the uber advanced lazar precision of today’s more widely produced sports cars is just as admirable.  There’s no better way to delve deeper into this production process than examining the flagship production facilities of Germany’s trophies, BMW and Mercedes.

Enter Mercedes-Benz’s Sindelfingen plant and you enter a trance, a sort of sober blackout.  Take the experience of going to buy groceries.  You enter the store and fall into an altered state of mind surrounded by fluorescent lighting and millions of food options.  Now take that experience, inject some steroids into it, replace food items with supercharged motors and other-worldly robotic machinery and you have yourself Sindelfingen, the auto enthusiast’s voyeuristic peer into the origins of their favorite vehicles.  You’ll soon find the process broken into a few simple, understandable steps: Press, Body Assembly, Paint, Powerplant Mating and Inspection.  Raw materials are first subjected to nearly 7,400 tons of pressing force and molded into the sweeping curves and sharp, clean edges we come to enjoy in today’s Benzo’s.  Perhaps more intriguing than the precision at which body panels are molded is the speed at which this is achieved.  By employing lightning fast, automated tool changes, the presses become highly flexible in the shapes they can construct and highly efficient.

Making these pieces a cohesive unit is an astonishing process.  You’ll find infinitely limbed robots sniffing around, poking, prodding, shooting lazers and delivering materials.  In fact, when the seemingly obsolete human requests a part, it is delivered by a robot that will lap the factory with no human intervention whatsoever.  Sound like something out of a science fiction movie?  Well, the similarities only grow stronger.  Once the shell is sculpted it dives into a steaming slurry of cleaning chemicals where it flips and twirls more gracefully than Germany’s olympic synchronized swimming team.  Add numerous layers of environmentally friendly paint mixtures and glosses and you have yourself a mouth watering candy shell.  The most important stage follows when body, frame, engine and drivetrain are mated together in what Mercedes calls the ‘Pearl Chain.’  Finish off with an intense round of inspection and testing and before you know it your new S550 is rolling gracefully off the line.

It is important to note that while all the robots, gadgets and lazers are awe-inspiring, it is the efficiency and cleanliness at which they run that really helps deem a manufacturer advanced.  Rival BMW’s flagship facility in Dingolfing helps show how accomplished these facilities are.  21,000 people are employed at the Dingolfing Plant, where they manufacture up to 1,300 units per day, or 280,000 automobiles a year; approximately 5.5 million BMW automobiles have come off the production lines since the plant’s inception in 1973.  Producing such a magnitude of vehicles with so little impact on the environment is where these facilities shine.  Between 1996 and 2000 the sewage water produced during the production of one unit was reduced by 17 percent.  In the same period the energy consumption dropped by about 20 percent.

When it comes down to it, the amazing machines we see and enjoy today are rooted in an equally amazing process that reflects a level of ingenuity and advancement that we only see in the automotive industry.  So next time you step back and admire your ride, dig deeper and boost your ego even more by realizing the seemingly magical process by which your prized machine came about.

Oh Lotus Elise, how you will be missed.  Your power to weight ratio was the envy of all your competition and the source of giddy adrenaline rush for all that occupied your leather-lined bucket seats.  In fact, you were arguably the reason Lotus stayed afloat as a viable sports car brand through the new millennium.  How could you leave us like this, and so abruptly!  Okay, okay enough of this sappy eulogizing.  The Lotus Elise is a car that encompasses the idea of a ‘celebration of life’ rather than a passing away.  On that note, let’s celebrate the Elise by going all the way back to its inception within the British racing house that is Lotus.  Born as a bug-eyed little roadster back in 1996, the Elise, like it is to this day, was a strikingly attractive small coupe.  Often times it is hard to take stumpy length and make it sexy, hence why the most mouth watering supercars have sizable length to them; if not in terms of actual measurement, in terms of design scheme.  The Elise, though, came in at about 150 inches, which is a whole 20 inches shorter than today’s Porsche Boxster.  Something has to be said for the fact that this little roadster was being formed by a marque that represents British racing legitimacy and supremacy so well.  Large hood scoops, seamless curves and an aggressive yet subtle snarling grille made this little guy quite the petite powerhouse.

In addition, the insistence on feather-light proportions was made clear right from the beginning.  The first generation, or Series 1 Elise weighed in at only 1,600 pounds.  And while the Elise was known throughout its run as a car with low weight and low power ratings, the Series 1 had only 118 bhp; that’s economy car material.  Again, although power was seemingly low, when mated to its 5-speed and sporty reflexes, a sub-6 second 0-60 is achieved in all its zippy and high-revving glory.  Eventually Lotus dumped the 1.8L 4-banger from Rover for a more powerful 1.8L from Toyota in the Series 2 Elise, the Elise that we essentially know today.  Performance and styling naturally progressed for the better with our 2005 Elise sporting an even more exotic, windswept look that still encompasses the scoops, headlight arrangement and aggressive grille found on the original.  Power to weight ratio remains high, but with 190 horsepower, our Elise has graduated to true enthusiast levels of performance, providing exceptional handling coupled with a 0-60 time of 4.7 seconds and a top speed just shy of 150.

When it comes down to it, there is little to no doubt that the Elise was one of the most exciting lightweight sports cars available, offering exotic style, exotic prestige and exotic performance.  And although no more Elises will roll off the Lotus production line soon, there is no doubt that she will be survived by an exciting new lineup in the next few years.  So as long as our Elise in sitting comfortably in our paddock, the model is immortal to us, and once you get behind the wheel you’ll see that a halt to production will never take the soul out of this sports car.

Rent a Lotus Elise in the San Francisco Bay Area Today

We’re back in the U.S. this week, hopping from Cicuit de la Sarthe (Le Mans) in France to the Sebring International Raceway in the red, white and blue of Florida.  While images of Miami Beach, half naked women and garish sunglasses peeping out of brightly colored prancing stallions and raging bulls may come to mind, we here in California aren’t the only ones with the U.S.’s best tracks.  Tucked away in an air force base turned commercial airport, the Sebring International Raceway is not only 17 turns of auto racing glee, but arguably the most important track in the U.S.  With its first race being run in 1950, Sebring is one the oldest continuously-operating tracks in the country and home to the first U.S. F1 Grand Prix in 1959.  Okay, so the U.S. F1 was quickly moved to California the next year, but Sebring was by no means doomed.  Perhaps its biggest trophy is as host to the 12 Hours of Sebring, held 7 years before the first U.S. F1 GP, which has become a major international race, officially putting Sebring on the map of sought-after circuits.

Major international racing events don’t just end up on old army base, though; this course is fast, challenging and dynamic.  At 3.7 miles long (after being shortened a handful of times in the 80’s due to safety concerns among active runways), Sebring packs 17 turns, with both high-speed corners and highly technical slower maneuvers.  Most of these turns are named after teams and drivers, with Turn 17, or the ‘Sunset Bend,’ being the most famous for its long, fast right turn that can fit up to three cars wide.  What makes this track fun and interesting for drivers and spectators alike is its non-traditional, and dare we say, non-ideal attributes.  As mentioned before, this track sits on a retired air force base so the asphalt is no baby’s bottom.  Large seams between concrete slabs still remain, often times sending sparks from under the endurance racing machines that grace its surfaces.  Mix these varied surfaces with minuscule elevation changes and a minor camber effect and you’ve got yourself a highly challenging but highly unique racing experience.

So whether you catch the next 12 Hours of Sebring, learn to race at Skip Barber or play nearly any auto racing video game, Sebring, in all its rough, Floridian glory will be on your mind.  And just as the Sebring International Raceway is known for elevating challenge and excitement, our ‘Sebring’ Membership Program adds miles, time, options and exclusivity to your Club Sportiva experience.

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As we chose specific names for our Membership Levels at Club Sportiva, we loved the idea of selecting some of our favorite race courses across the world to represent each package.  Over the coming weeks, we’ll be covering each of these famous tracks to enlighten our readers and give a greater insight into their place in history.  You’ll learn more about Le Mans, Sebring, Nurburgring, and Monaco.

When we think of famous race courses historical connections are most often the determining factor in our admiration.  An ideal setup with abundant straights, wide turns and sharp corners, like that of the Nurburgring (the ‘Ring) are inherently ideal, but others rely largely on their historical goings-on as a claim to fame.  One of these is the famed Le Mans race course, more accurately called the Circuit de la Sarthe.  Located near Le Mans, France, the Circuit de la Sarthe is most famous for being the home to the 24 hours of Le Mans.  Using local roads, Le Mans is a sprawling course of abundant fast sections set up in an oval-triangle hybrid and covers a whopping 8.5 miles, making it one of the longest circuits in the world; a feat very conducive to a race that involves significant seat time.  Along the famous Mulsanne straight, Le Mans cars reach over 200 miles per hour, only to slow down to double digits when approaching sharp turns like that of Arnage.  If you read our entry last week on Bentley sedans you may notice some familiar names, Mulsanne and Arnage, both sections of the Circuit de la Sarthe that have a second home as Bentley nameplates, likely because of Bentley’s victory during the first years of Le Mans from 1923 to 1928.

When taking a closer look at the champion’s roster of Le Mans, we see a few brands that clearly stand out in their dedication to endurance race engineering prowess.  In terms of number of wins since the start of the Le Mans race, Jaguar leads the pack, followed by Audi and Porsche.  Audi has dominated the track since 1997 and recently won the 2011 Le Mans race with its accomplished R15, a few of which met their demise on the track last week.  But while the track has historic nostalgia tied to it, the race we saw last week was on a very different track than we see today.  In its early days the Cicuit de la Sarthe went straight into the city but was eventually diverted in 1932, the same time the iconic Dunlop Bridge was installed.  As cars got faster and casualties made their grim appearance, further changes were inevitable and several modifications have been made since.  Speaking of casualties, the Circuit de la Sarthe is scarred by one of its feats, that being the 1955 24 hours of Le Mans where driver Pierre lavegh crashed his Mercedes 300 SLR in such a manner that its damaged hull hurled into the stands, killing an additional 83 spectators.

Don’t view this sobering event as just a tragedy, though, but as a marker of the racing ingenuity and passion that is deeply seeded in this track.  Almost 90 years of the automotive industry’s most advanced technologies and sought after brands choose this track as the stage for motorsports accomplishment.  Whether it is the circuit’s notable shape, colorful history or the flagship race in which it hosts, there is no doubt that the Cicuit de la Sarthe (Le Mans) is one of motorsports’ most important icons.

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What do you think of that new Chevy saloon?  Okay, something is wrong here.  Sure, some of you know we’re talking about a sedan, essentially a four-door car, but the term literally keeps most of us in the U.S. in the dark.  You know what Bentley would say to those people? Pop the bonnet and shut the boot while you’re at it.  These British nuances define Bentley saloons, a class of four-door automobile that’s trumped its competition decades over and have sustained a brand that is arguably one of the strongest and most revered.  Something is going right here, so let’s get to the bottom of it.  Our Continental Flying Spur is an absolute beauty, but let’s take a look at its ancestry a bit before we delve into the modern Bentley saloon.

Go back a few rounds of ownership and you’ll see the closest relationship between Rolls-Royce and Bentley ever, and probably forever.  Produced in Crewe and eventually financed by Vickers, a British engineering firm who’s name is now extinct, the Bentley saloons of the 70’s and early 80’s were, well, forgettable.  Saying this is almost painful seeing as how exciting and drop-dead gorgeous the new models are.  Often times indistinguishable from its brethren at Rolls, Bentley saloons were in a major sales slump during this time, with less than 5% of combined production carrying the Bentley badge; yikes.  Crewe didn’t give up though, that’s not how Bentley operates.  Drawing on Bentley’s rich sporting heritage, brand rejuvenation was well underway and laden with success; that measly 5% production ratio was even with Rolls by 1991.  By this time, Bentley was bigger and badder than ever.  Venerable saloons like the Brooklands and its high-performance Turbo variants were cars that portrayed a clearly different goal than Rolls-Royce.  Sure, Roller provided them the famous six and three quarter V8, but the driving experience was completely different.  Just look at both cars in the eye: While you wanted to pinch Rolls on the cheek of its cushy smile, you shook the Bentley’s hand and hoped it wouldn’t hurt.

At this point it’s important to note the aura of this ‘modern’ class of Bentley in the 90’s.  Aside from the invigorating smell of dozens of hides of scandinavian leather and glossed sheen from the finest and most exotic veneers, there is an even more subtle panache inherent in the Bentley saloon.  Push button door handles, bountiful chrome, length, fat tires and more, these cars had weight to them, literally and figuratively.  As if etched from a single slab of steel, there is an aura of strength and brute force about these cars, achieving this while maintaining incomparable elegance.  Driving and even riding in a Bentley saloon is a state of mind all its own.  With Volkswagen’s leadership, this state of mind would continue as the brand fully modernized and expanded its modern lineup into what we’d consider the modern Bentley of the new millennium.

There is no better car to represent the modern Bentley saloon than our Continental Flying Spur.  One of the most notable breaks from past saloons is the dropping of the six and three quarter V8 for a six-liter VW Twin-Turbo W12 that produces 552 horsepower at 6100 revs and 479 ft. lbs. at a relaxed 1600 spins.  Don’t worry though, you’ll find this break from tradition more than welcome as you reach nearly 200 mph and suddenly realize you’re in a saloon with the most advanced luxury features and a set of clubs in the back; at this point you know what this car is all about.  Styling is equally as intriguing.  Ditching the attractive but boxy scheme of Bentley’s past, our silver Continental Flying Spur has a simple and sleek design that is unmistakingly modern.  A tasteful mesh grille and quad headlight set up adorn the front, with a discrete chrome strip leading you to the rear where you’ll find the prominent Bentley wing badge and a set of exotic and sleek wide oval exhaust tips.  Hop inside and you’re sucked into a black hole of luxury.  The bright and warm veneers that stretch along the doors, down the center column, into the backseat and fully covering the steering wheel are stunning.  Lay them against the soft black leather trim and you have yourself a uniquely luxurious and bad-ass interior, for lack of a better word.

All in all, every time you look, drive or ride in our Continental Flying Spur you’re reminded of the rich history and graceful evolution of the Bentley four-door, the quintessential saloon.

Rent a Continental Flying Spur in the San Francisco Bay Area Today

Squaring off against 150 years and trillions in gasoline motor research, the Tesla Roadster would offer exceptional features and technology in order to produce supercar performance, class-leading efficiency, and feasability of use.  More importantly, this was not to be a car that dwelled only on test tracks and showroom floors, but rather a car that actually took you places, burning plenty of rubber on the way.  By 2008 the brand was garnering significant attention in the auto world and in our neck of woods, seeing as how headquarters are nearby in Palo Alto.  While our Lamborghinis and Ferraris are by no means unsatisfactory (ha!), there seemed to be a void in our paddock, so what to do?  What else but to go next door and scoop up one of these electric, gravity bending hotrods.

Clad in a fiery red overcoat, our new 2011 Tesla Roadster made itself at home in our collection right away.  With a 3.7 second 0-60 and world-renowned technology and dynamics, how could it not?  Okay okay, it’s not really all about track figures.  This car is the first production automobile to use lithium-ion battery cells and the first production EV with a range greater than 200 miles (320 km) per charge.  Also, according to Tesla Motor’s environmental analysis, it’s twice as energy efficient as the Toyota Prius; take that Prius junkies.  The 3-phase elecrtic motor is designed for rotational speeds of up to 14,000 rpm, and delivers a typical efficiency of 88% or 90%; 80% at peak power.  This results in 288 horsepower and 273 ft. lb. of torque.  By the way, the motor weighs less than 70 pounds.  What this ultimately means is pure, clean, linear thrust…and lots of it.  When you floor the gas in a gasoline supercar like, say, our 458 Italia, throttle response takes time, even if that time is miniscule.  In the Roadster, though, tip-in is absolutely instantaneous, making for a truly unique experience.  You’re not “flooring the gas” anymore in this one, you’re “flooring the wattage.”  The thrust that this car produces is intoxicating and is something that should undoubtedly be on every driver’s bucket list.

It’s styling and dynamics are similar to that of our Lotus Elise; small, sexy, light and aggressive.  And while body panels are manufactured under the eye of Lotus, the Tesla Roadster has a parts overlap of less than 6 percent with the Elise.  Moreover, with lightweight construction, exceptional handling and tight steering (don’t expect power steering in this one), the car is eager to carve up the California coast.  In essence, this is more spacecraft than sports car but still maintains an intimate automotive experience that auto enthusiasts expect.  Electric naysayers say what you will, but hop in this car for just a few minutes and you just might see the gasoline get sucked right out of your veins.

Rent a Tesla Roadster in the San Francisco Bay Area Today

Most commonly known simply as the DeLorean, the DMC-12 was the one and only model to come from the brand, and in its short life and small litter of about 9,000, the car still garners international attention for its exotic “good” looks and Hollywood associations.  With most relating the car to its cameo in the hugely popular “Back To The Future” franchise, the DMC-12 evokes a futuristic and bizarre design scheme that undoubtedly catches your attention, though not always for the right reasons.  If the DeLorean is actually a peak into the future, we’re doomed.  But we all know the controversy surrounding the cars design so we’ll stop bullying.  Under all the stainless steel panels (all except for three plated in 24-karat gold left the factory uncovered by paint or clearcoat) is a powerhouse that is anything but exotic or supercar worthy. With a French-designed and produced PRV (Peugeot-Renault-Volvo) fuel injected 140 horsepower V6 mated to either a 5-speed stick or 3-speed auto, the U.S.-spec reached 60 in a blisteringly cold 10.5 seconds.  Although bad, this was still likely an improvement over the initial plans to install a Citroën Wankel rotary engine.  Based largely on on the Lotus Espirit, the car had four-wheel independent suspension, a comfortable ride and 4-wheel disc brakes; all features that you could consider admirable in the early eighties.  Also, while the name DMC-12 came from its original list price of $12,000, new DeLoreans had a suggested retail of $25,000, or about $60k today.

So, while the car had a very short life, controversial styling, little power and likely illegal substances in the trunk, it is an automotive pariah that receives love and admiration across the globe.  And if it is mostly because of its perceived ability to travel through time, so be it.  Happy 30th DeLorean.

Contact us if you’d like to reserve our DeLorean for special events & occasions.

Bolstered by AMG musculature, the already beautiful fifth-generation SL series is taken new heights inside and out.  Perhaps one of the most appealing things about this car is how perfectly and tightly it is put together aesthetically.  Exuding flashy luxury with sporting relevance, every design cue has its place.  Inside is no exception, with quilted leather seats, great sports car ergonomics and high-tech features, the SL55’s environment substantiates it as Benzo’s flagship sporting vehicle.  But while its beauty undoubtedly draw

s you in, its torquey power plant will suck you in even faster.  The hand-assembled AMG version of Mercedes’ big bad V8 is stroked from 84 millimeters to 92, increasing displacement from 4966cc to 5439.  And the star of the show, the IHI belt-driven supercharger, is of the Lysholm type, with a Teflon-coated screw-style impeller delivering boost up to 11.6 psi.  All of this is good for 493 horsepower at 6100 rpm and 516 pound-feet of torque along a deliciously flat curve from 2650 to 4500 rpm. It reaches 60 in 4.5 seconds, 100 in 10.9, and a quarter-mile in 13 seconds flat at 110 mph.  It also comes with what some might find a problem and some a blessing, no supercharger whine.  But don’t worry, the V8 will do all the talking wonderfully.  The motor is not the only thing that is big and brawny on this car.  The manhole covers that they call brake discs are 14.2 by 1.3 inches in front, 13.0 by 0.9 in the rear, and vented and cross-drilled at both ends.
Keeping control of all this power and weight is an Active Body Control electro-mechano-hydraulic suspension, re-calibrated for firmer responses while maintaining Mercedes ride quality.  The sophisticated system manages weight extraordinarily well, whether the car is clawing the pavement or gripping the skidpad at .91g.  All in all, this teutonic hard-top convertible carries on the legacy of well proportioned, powerful and luxurious offerings from the SL series and remains a car that anyone would be happy to see in their driveway.

Rent a Mercedes SL55 in the San Francisco Bay Area Today

Sure, any Porsche horizontally opposed six cylinder will get the fuel burning in your veins, but we wanted the most out of Stuttgart’s little rocket, so the “S” model it is, bumping output to 3.2 liters from 2.7.  In addition, power is a more respectable 280 hp at 6,200 rpm and 236 lb-ft at 4,700 rpm.  With a uniquely athletic disposition, this little powerhouse is really a hoot to drive and can be thrown around surprisingly fast; pace is really just a matter of skill, guts and conditions.  Six seconds is all you need to get to 60 and at that point all you want are curves, curves and more curves; this is where the Boxster S truly shines.  This car is overflowing with grip, even with a less overbearing Porsche Stability Management System.  In fact, the new system lies back until the brake pedal is pushed hard enough to exceed the ABS control threshold on at least one front wheel.  Point is, electronics won’t get in your way unless you’re taking a corner too fast or one of our furry friends makes an appearance on the Bay Area back roads.  While you’d be silly to expect a supple ride from such an aggressive German, the firmness, which is really never harsh, is a small sacrifice for the two-seater’s quick reflexes.  The relationship between the suspension and steering is a match made in heaven; the steering lives and breathes and the throttle is skin tight.  You’d never think the brakes would be the mechanism you’d be so thrilled to use, but the Boxster S’s stoppers are magnificent, stopping the roadster from 60 in only 105 feet.

All in all, the Boxster S seems to borrow all the right moves from its bigger brethren while still maintaining a personality as unique as the classic 550 Spyder.  And with reflexes good enough to take on Lombard Street in a hurry, this is one addition to our paddock that is sure to satisfy all your sports car cravings with flying colors.

Rent a Porsche Boxster in the San Francisco Bay Area today!

Imagine the 550 Spyder parked right next to our Boxster S; which car do you respect more?  The Boxster is undoubtedly quicker and naturally more advanced, and the fact that it is a Porsche alone give it immense credibility.  But think of it this way (yes, we’re about to allude to the Royal Wedding), Kate Middleton is a beautiful, modern rendition on the British Monarchy, but sit her next to the Queen of 50 years and tell us who you respect more.  You get the point, the historical accolades of the 550 Spyder, and its contribution to the Porsche brand as a whole, are valuable assets that any modern exotic would drop horsepower for.  The most important part, though, is that this classic panache is injected into the driver the minute you climb in the cockpit, making for an experience unlike any other.

It’s not just the 550’s benevolent disposition that fuels the driver’s friendship with the car; driving the classic will bring this friendship to a whole new level.  The simplicity of its mechanics and gadgetry allow for a true automotive experience.  The sheer size of its tight cockpit force you to become one with the car, a repercussion that you’ll find refreshingly intimate.  Start the engine and you’ll hear the 550 clear its throat with pops and gurgles, prompting you to also take a deep breath and clear your own throat before you set off on a journey together.  Aside from the admiration of your fellow drivers and the subconscious adrenaline that comes from being so close to the past, our replica dually provides a powerful, hands-on experience.  With 145 horsepower coming from a flat 4 and mated to a 4 speed manual, the 550 looks modestly zippy on paper.  Remember, though, that this car tips the scales at only 1400 pounds, allowing for nearly 10 horsepower per pound, almost the same as our Lotus Elise.  In short, this is one quick classic.  The steering is really a blast because you are able to truly feel the road; something lost in most modern cars, even some Exotics.  The nice thing about our replica is that while all specs are exact and quality is at a maximum, reassurances such as disc brakes help to ensure a classic yet competitive experience.  So whether you’re looking to garner admiration and respect, transport yourself back in time, or just enjoy a lightweight convertible, the 550 Spyder Replica is a heightened experience.  We’re sure this car will be your best friend and not a “little bastard,” as James Dean would put it.

In all probability, the DB9 was the correct answer to Aston Martin’s yearning for a renewed legitimacy among exotic auto brands and our paddock wouldn’t be the same without one.  Did we mention how she sounds?  Intoxicating…like the rest of the car.

Rent an Aston Martin DB9 in the San Francisco Bay Area today!

There are a few design attributes that enthusiasts and industry leaders simply couldn’t ignore. The first of which is the R8’s beautiful and aggressive ‘big mouth’ grille that has become a trademark of Audi’s design direction across its whole lineup. Other manufacturers are reaping the rewards of this wildly popular design cue, with even economy cars from Mitsubishi, Ford and Hyundai borrowing the large, in-your-face grille style. And then there is its LED daytime running lights that seem to help the car cut through the night just as much as its slippery smooth body work. As much as we baby our R8, the second we look into those LED eyes it looks like its ready to bite our head off…and we like it. Probably more so than its distinctive grille, manufacturers across all classes have adopted this lighting from Audi to add intrigue and a sense of luxury-by-default to their lineups. These simple yet enticing designs substantiate the R8 as a branding success for Audi, with auto novices across the country preferring Audi for its “cool lights.” Once you hop inside you realize the tight cockpit and minimal headroom make you feel like you’re in a $100k+ sports car, but its orderly ergonomics and overall comfort suggest it intends to provide an elevated sense of luxury while you throw it around the curves. This is no “luxury” car though, just slam the gas and you’ll see.

Once the freeways dissipate and the back roads appear, Audi’s signature Quattro system keeps the R8’s feet firmly planted on the road, showing it to be more versatile like our F430 rather than the blatantly track-hungry Gallardo. Audi spent several engineering hours to ensure Quattro would make its appearance in the R8, explaining why the modified, heavy-breathing RS4 4.2 liter V8 is set a bit off-center. Our R8 is equipped with the metal-gated six-speed Graziano box, which makes rev-matching exercises easy and is great for our members & renters who aren’t ready to make Schumacher moves. But before you put the R8 through its paces, the supercar clearly expresses its intentions when it talks back, producing a polished guttural V8 sound with hints of the F1 tinge that would undoubtedly make the R8 the most in-demand spokesperson if cars could talk.

In the end, the R8 provides the true excitement and performance of a supercar but is polite and won’t step on your feet when you take it out to dance. The R8 is not only a trophy for Audi, but a trendsetter for the industry.

Rent an Audi R8 in the San Francisco Bay Area today!

Photo Credit: Wallace Chane

Rent a yellow Lamborghini Gallardo in the San Francisco Bay Area today!

Rent a red Ferrari F430 in the San Francisco Bay Area today!

Photo Credits: Ferrari.com, autocarspics.com

The question, though, becomes, how does the 458 Italia stack up against current Ferrari offerings, most notably the F430? It seems as though Exotic automakers have been expanding their lineup’s at an accelerated pace in recent years, and Ferrari has even noted that its 4-year model plan will allow for a new model every year. Let’s get down to the nitty gritty; how does the 458 Italia stack up? Like its brother, the F430, it packs a mid-mounted V8 mated to a RWD platform, but this time to a 7-speed F1 double clutch tranny. With 150 pounds less baggage and 72 more horses, the 458 sprints to 60 in 3.3 seconds and reaches 205 if you’re brave enough; compare this to the F430’s 490 horsepower, 3.7 second 0-60 and 192 mph top speed. Though it also comes with a steeper price tag, the unique and fresh curves are worth the extra dollars when compared to the 360 Modena successor. Whether or not the new Italia trumps its brethren is quickly becoming irrelevant as competition builds with exotics such as the new McLaren MP4-12c. Porsche has also taken the Italia head-on when they recently announced a potential direct competitor on the streets in the near future; no exact timeline was given.

So as the 458 Italia continues to marinate in the automotive world amid countless more exotic debuts, even within the Ferrari brand itself, it begs the question as to how long this curvaceous mid-engine monster will be relevant. On that note, does the question of relevance even apply to such history-rich and glamorous brands such as Ferrari? Is it even possible for Ferrari to dilute its brand? If Maranello keeps churning out stunning examples of its automotive prowess like the 458 Italia, we hardly think so.

Rent a Ferrari 458 Italia in the  San Francisco Bay Area today!

Photo Credits: Ferrari.com