Image: Lamborghini’s Aventador
FABRICE COFFRINI  /  AFP - Getty Images
Lamborghini’s Aventador is displayed at the 2011 Geneva motor show. Despite the supercar's six-figure price tag, it is designed “for everyday use,” the company says.
Image: Paul A. Eisenstein, msnbc.com contributor
By
msnbc.com contributor
updated 3/29/2011 7:24:32 AM ET 2011-03-29T11:24:32

Pumping 700 horsepower through a Formula One-style gearbox, the new Lamborghini Aventador is not just the Italian carmaker’s most powerful model, it’s also the fastest. It's capable of launching from 0 to 60 mph in just 2.9 seconds, “equal to what you do when you go bungee jumping or skydiving,” according to the company’s CEO Stephan Winkelmann.

But don’t let that stop you from thinking about this new supercar for your daily commute, assuming you can handle the expected $380,000 price tag.

Unlike the brand’s traditional extreme machines, the Aventador — like so many Lamborghinis, named after a legendary fighting bull — is designed “for everyday use,” Winkelmann insists.

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It’s a common refrain these days from the most exotic of luxury car makers, including Ferrari, Maserati and Aston Martin, among others. Porsche is even launching a new ad campaign designed to convince potential buyers that its line of high-performance products can be driven every day, rather than reserved for special occasions.

Despite an automotive arms race that has made 400-horsepower exotics seem almost wimpy, and top speeds of 200 mph nearly the norm, manufacturers recognize that “buyers also want to know they can take cars to work every day, and not just pull them out of the garage every other weekend,” said Rob Allen, U.S. product planner for Fiat’s Maserati brand.

Indeed, earlier Lamborghini models, such as the legendary Countach, were finicky beasts generally expected to clock, at most, just a few thousand miles of driving annually, and even then requiring extensive — read costly — maintenance.

But automakers are taking steps to improve the reliability and ease of use of vehicles like the Aventador, which among other things features a hydraulic lifting system that can add two extra inches of ground clearance for the front end, a definite relief to owners of older Lambos who have scraped their front spoilers going over speed bumps and parking ramps.

With the introduction of the California roadster in 2009, Ferrari addressed one of the most frustrating issues for owners of high-line luxury makers — maintenance. The Italian automaker slashed the required maintenance to about 11 hours of labor during the first 50,000 miles. That still isn’t cheap, of course, considering labor rates for mechanics specializing in exotics, but it’s not all that much more time in the shop than you might expect for a Ford Mustang GT, whose top speed is a good 50 mph slower.

Ferrari, meanwhile, shocked purists this month by lifting the covers on the all-new FF, which CEO Luca di Montezemolo describes as a “daily driver” despite its estimated $359,000 price tag.

That’s not the most sacrilegious part, however. What really shocked Ferrari traditionalists is the idea of a hatchback wearing the brand’s familiar “prancing pony” logo. The design, the carmaker insists, “represents not so much an evolution as a revolution.”

To its credit, Ferrari didn’t go back on its long-standing promise never to build a four-door, but the “bubble-butt” design is definitely not what one would have expected from the Modena-based maker. It provides plenty of room for two rear passengers — unlike the cramped California — and is roomy enough to hold luggage for a long weekend trip.

Of course, Ferrari insists that the car comes without sacrifice — the 651-horsepower FF is capable of racing to 208 mph in case you’re late for work.

Adding more room is something most exotic luxury carmakers have been addressing. And no wonder. Purists lamented the launch of the Porsche Cayenne, the carmaker’s first sport-utility vehicle, but it’s now the dominant model in the German carmaker’s lineup. That engendered the Panamera, Porsche’s first four-door, which also handily outsells traditional sports car models like the flagship 911.

Aston Martin has also weighed in with the sleek Rapide five-door (about $200,000) — as stunning a shift in strategy as Porsche’s Panamera ($74,000 and up) or the Ferrari FF. But Aston has gone even further and will soon launch production of the Cygnet, a luxury microcar it developed as part of a joint venture with the decidedly mainstream Toyota. The tiny Cygnet is expected to sell for the equivalent of $35,000 to $40,000 in Europe.

Even the most elite brands have to acknowledge the forces and trends reshaping the global auto industry, including demands for better fuel economy and lower CO2 emissions, it seems. At the recent Geneva Motor Show, Rolls-Royce unveiled a battery-powered concept version of its big Phantom sedan.

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While there are no plans to put the car into production, industry observers say the automaker may have no choice but to embrace “electrification” if it hopes to keep marketing its massive models.

Mercedes-Benz will introduce a battery-electric version of its gull-winged SLS supercar in 2013, and Audi is working up a similar concept, the eTron.

Porsche recently set a price tag of $845,000 for its upcoming 918 Spyder, a 2-seater that can generate a total of 718 horsepower out of its V8, which is paired with two electric motors. The plug-in hybrid supercar will be able to get as much as 16 miles per charge in pure electric mode, and it is estimated to get about 78 mpg in hybrid mode — about the same as the $42,000 Chevrolet Volt.

For someone driving the typical 15,000 miles a year, that could save perhaps 800 gallons a year compared to a sports car of similar performance — that’s about $3,000 annually as gas prices nudge $4. Of course, the “payback period” for that plug-in system would still be measured in the centuries.

But the 918 Spyder, like the Lambo Aventador, Ferrari FF and Aston Rapide underscore that even the most exotic of today’s automobiles are now expected to match some of the more mundane duties of mainstream vehicles.

© 2013 msnbc.com.  Reprints

Explainer: 2011: The year of the reborn minivan

  • Image: Dodge Caravan
    Dodge

    The minivan has been alternately pronounced dead and revived repeatedly as various alternatives have debuted and departed. But the van chugs onward, unassailable in its position as the best vehicle for transporting the maximum number of people in the least amount of space and with the least amount of fuel.

    Minivans are easier to park than long-snouted crossover SUVs, they have more fight-reducing elbow room inside and their sliding doors mean that the young’uns don’t inflict insurance claims on adjacent cars every time they climb in or out of the van.

    Are minivans cool? TODAY Moms weigh in

    Whether 2011 marks a renaissance for minivans or just the recognition that this is a critical segment that isn’t going to be displaced, carmakers clearly agree on one thing: They need fresh products because every minivan currently on the market will be replaced during the 2011 model year, or in calendar year 2011.

    Indeed, Americans bought more than 460,000 minivans last year, and with appealing all-new choices, 2011 should attract even more minivan adherents.

    Here’s a list of new minivans for 2011.

  • Chrysler Town & Country

    Image: Town and Country
    Chrysler

    When Chrysler Chairman and CEO Lee Iacocca conceived of a “leather minivan” for the 1989 model year, the Town & Country was his notion that just because a box on wheels is practical doesn’t mean it can’t also be comfortable and luxurious. Now that model is more feature-packed than ever. Leather doesn’t set a van apart from the rest anymore, so the 2011 Town & Country has standard rear back-up camera, blind spot monitoring and rear cross-traffic alert to minimize the chance for “I didn’t see it” accidents. The 2011 Town & Country should be well-received, as the 2010 model was already America’s top-selling minivan, accounting for a quarter of all minivan sales.

  • Dodge Grand Caravan

    Image: Dodge Caravan
    Dodge

    The Dodge Caravan was the minivan that launched the minivan segment (along with the Plymouth Voyager) in 1984. As vans in the class grew not-so-mini, so did the Caravan’s name as it became the Grand Caravan. The Grand Caravan is Dodge’s version of the same vehicle as the Town & Country, and it aims to be less expensive, with less standard equipment, while offering a hint of sportiness (presumably just in case you need to race to the local Target for another box of Pampers). Key is the new 283-hp Pentastar engine, giving Dodge (and Chrysler) van drivers Hemi-style bragging rights for the most power. Cue Tim Allen.

  • Ford C-Max

    Image: Ford C-Max
    Ford

    Minivans have become maxi-vans, leaving a potential opportunity for smaller vans. Mazda has been in this space with its Mazda5 for several years, but a large brand like Ford could legitimize this so-far marginal van sub-segment. Ford terms the C-Max a 5+2 seater, recognizing that the third row is suitable for car-pooling teammates on their way to soccer practice, but is also probably not ideal for adults on long drives. Segment exclusive gadget: a sensor that lets a person carrying the van’s key to wave a leg under the back bumper to open the hatch, saving them from fumbling for keys while carrying groceries. Ford has announced plans for hybrid and plug-in hybrid versions of the C-Max for 2012, making it potentially the most fuel-thrifty family hauler.

  • Honda Odyssey

    Image: Honda Odyssey
    Honda

    Honda destroyed the myth that “minivan” equals “Chrysler” when its innovative Odyssey van set new standards for convenience features and garnered large sales. Until the Odyssey, competitors blamed the weak sales of their poor products on customers’ reflexive purchases of Chrysler vans, but Honda proved that consumers just want practical features. The new-for-2011 Odyssey proposes that consumers want a sleek, stylish minivan. It remains to be seen whether shoppers will be attracted by the styling, or whether they will continue to look past exterior appearances and concentrate on interior features. The rear seat video screen is so wide that its can show two different episodes of Dora the Explorer (or any other video content) simultaneously, side-by-side on the screen.

  • Kia KV7 concept

    Image: Kia KV7
    AFP - Getty Images

    Kia is the only minivan maker that doesn’t have a fresh family hauler headed to showrooms in coming months, if not there already. But lest anyone think that the aggressive Korean upstart is satisfied with being left behind in the face of new competition, Kia unveiled the KV7 concept at the Detroit auto show, previewing the styling for its next generation Sedona. Of course, the Sedona won’t actually have the KV7 concept’s outlandish gull wing doors, but auto show concepts are supposed to be outrageous. Just don’t expect your kids to be able to disembark from the van’s back seat like Marty McFly climbing from his time-traveling DeLorean.

  • Mazda5

    Image: Mazda5
    Mazda Motor Corportaion

    People movers are smaller in Japan, but Mazda thought its best solution to replacing its old MPV minivan was to “hit ‘em where they ain’t” by importing a smaller Japanese-market model with no direct competitor in the U.S. market. The six-seat Mazda5 retains the light weight and simplicity of manual sliding side doors that are so carefully designed that they close with the push of one finger. The 2012 iteration carries expressive new styling too. And this van’s claim to fame? Enthusiast drivers can buy one with a manual transmission if they want. Zoom zoom.

  • Nissan Quest

    Image: Nissan Quest
    AP

    Nissan has followed its own path in the minivan segment, admirably and unsuccessfully, as family van buyers didn’t buy into the Quest’s quirks. For 2011, Nissan has punted that strategy, introducing a thoroughly conventional and completely equipped contender that should easily gain the attention of Odyssey and Sienna intenders rather than scaring them off. Available dual sliding glass moonroofs allow more light and air into the van’s interior depths than is normally the case, while still permitting space for the overhead video screen.

  • Toyota Sienna

    Image: Toyota Sienna
    AP

    Toyota saw Honda’s success in challenging Chrysler directly with a full-sized contender and followed up with a bigger Sienna that was an instant hit. The 2011 Sienna continues that path with available eight-passenger seating and the only available four-cylinder engine among full-size minivans. Unfortunately, there is only a slight fuel economy benefit from the smaller engine, but it could be a step in the right direction. And the Sienna is the sole all-wheel-drive minivan on the market, making it a viable alternative to a crossover SUV for customers concerned about all-weather security.

  • Volkswagen Routan

    Image: Volkswagen Routan
    Volkswagen

    The truth is that Chrysler did not invent the minivan; Volkswagen did, way back in the 1950s. The old Beetle-based microbus was the first minivan, but the company let that legacy wither away over the decades. VW still makes vans in Germany, but they are too expensive to be competitive in the price-sensitive U.S. market. So instead the automaker sells its own version of Chrysler’s minivan, branding it the Routan. So far sales have been tepid, but a refreshed version of the van (not yet revealed) featuring the improvements seen in the new Chrysler vans should make the Routan more appealing to U.S. car buyers.

  • Ford Flex

    Image: Ford Flex
    Ford

    Ford’s Flex gets an honorary mention here. It’s almost a van, and derived from the Fairlane concept, which like the Kia KV7 debuted wearing impractically designed rear doors. In the Fairlane’s case, they were rear-hinged “suicide” doors rather than Kia’s top-hinged gullwings. Regardless, they didn’t make it to production on the Flex. Ford considered proper sliding doors to make the Flex a minivan, but consumer clinics revealed such a strong customer aversion to minivans that Ford estimated it could sell triple the number of Flexes if the vehicle were equipped with SUV-style hinged rear doors, according to Ford styling chief J Mays. But in 2010 Chrysler sold three times as many Town & Country minivans and three times as many Grand Caravan minivans as Ford sold Flexes. Maybe if it had suburban-chic sliding doors Ford would sell more of them.

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Data: Latest rates in the US

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