Clube Aston Martin
- Iniciador de tópicos PeLeve
- Data de início
]
TiagoFrs
Membro ativo
O carro vai estar disponível a todos os donos de Astons, pelo que li, por 20k£.O carro esta engraçado, e mesmo divertido de ver um AM tao pequeno como este, acho que para a maioria ver um carro destes na rua é indiferente para para quem reparar no logo da Aston Martin vai ficar a pensar WTF?? []
Ja agora esse carro vai sempre ser so para quem comprar o One-77?
E qual o motor que isso vai ter? []
A Aston coloca a hipótese de no futuro o vender ao público geral também.
Em relação ao motor, vai usar o 1.33L a gasolina do iQ.
leblanc
Membro participativo
Autocar: Aston Martin Rapide
Autocar: Aston Martin Rapide
Test date 10 February 2010 Price as tested £139,950
Rear seats are for children or adults on short journeys
What is it?
It’s the first four-door Aston Martin since the Lagonda of the mid-1970s.
Although when we say four-door, bear in mind that the new Aston Martin Rapide comes with a recommended technique for getting in and out of it.
Aston advises that on both entry and exit you employ a foot-bum-foot routine that threatens serious inelegance for skirt-wearers. If you never see a Rapide decanting guests onto the end of a red carpet, this is why.
So don’t confuse it with a Mercedes S-class. I'm sure you can tell by the way it looks that the Rapide is based on other Astons, using the same VH architecture that underpins them, comprising aluminium components bonded to form a monocoque.
Even though its engine is Aston’s 6.0-litre V12 in its torquiest 470bhp and 443lb ft output, and the gearbox is a six-speed automatic gearbox, think of it more as a sports car with rear doors and a hatch, rather than a limousine. And a £140,000 one at that.
What’s it like?
See the exclusive Aston Martin Rapide pictures
The Rapide is built in Austria by Magna rather than at Aston’s Gaydon factory and, if a static walk-around is anything to go by, is none the worse for it. Much of the Rapide’s interior is newly designed and it feels beautifully crafted.
Things still happen gradually and on a budget, though; the dashboard is carried over from existing Astons and it wouldn’t hurt to be updated, particularly the dreadful Volvo-sourced sat-nav. But progress is slowly being made; where there are new switches or trimmings they’re neatly designed and feel solidly built.
Aluminium is extremely stiff, but building a car out of it isn’t without compromise. For a given stiffness it’s lighter than steel but it also occupies more volume, so the holes in the Aston’s body have to be quite small to retain torsional stiffness. Opening the Rapide's doors or boot is like opening a safe door; you're greeted not by a gaping aperture but by structural aluminium, framing a far smaller hole than you'd been expecting.
Nevertheless, the Rapide is far and away a more spacious car than the DB9 on which it is ostensibly based. It's a foot longer than a DB9, measuring a full five metres front to rear, and, truth be told, at 5ft 10in I could fit in the rear seats behind my own driving position with about an inch and a half of head room but precious little knee room.
The seats, four individual chairs, are new to the Rapide and to be truly comfortable in the back you need to keep a knee either side of the front seat's back. Toes, though not enough of your foot, can slide underneath the front seat. Aston says it's pleased with the Rapide's spaciousness, given that its aim was to provide short-distance comfort for airport or restaurant hops. I'd say it's just about acceptable.
Even a short drive is enough to discern that the Rapide rides genuinely well. It's supple yet tightly damped, with a comfort level that no current Aston can match. That comes as no suprise, but what might be is that there are also hints of a poise that you won't find in too many other Astons either.
It also steers very pleasingly. Hydraulically assisted, the rack has been quickened to offset the Rapide’s longer wheelbase and, like other Astons, it's middling weighted, consistent and smooth. Better, though, is that it has a new-found freedom from kickback. Aston has found a way to isolate what is a feelsome, accurate system from the unwanted knocks that an unyielding aluminium structure usually transmits through a rack like this.
It's a smoothness that seems to be matched by other elements of the Aston's demeanour. When an automatic is as good as this ZF-sourced six-speeder, you wonder if it's worth the bother of robotising a manual or fitting a dual-clutcher. In Drive it makes bright decisions, but far more often than not I found myself making the choices myself via the sweet column-mounted paddles.
Foibles? I wouldn't mind if an extended pull on the right-hand lever reselected drive, rather than having to reach for the dash-mounted buttons, but other than that it's spot on.
The Rapide has magnetically controlled dampers (best left out of Sport mode on the road), while springs are steel all round. Go for a strop and you’ll find the Rapide is a communicative, engaging car to drive. The stiffness of its shell and lack of complication in the drivetrain – the V12 is as big-hearted as it is big-cylindered – mean you genuinely understand what is going on mechanically. It flows along A and B-roads with a poise you'll not find in many five-metre-long cars.
In extremes it does the obvious: understeers unless you trail its brakes to keep the nose settled, and it'll push its tail on the power. Possibly it could feel quicker. It's funny to think that a car with the same power as a Lamborghini Diablo doesn’t feel brutally rapid, but because it weighs virtually two tonnes, the Aston could use a bit more shove.
Should I buy one?
See the exclusive Aston Martin Rapide pictures
The real mark of a car like this is how happy you are to climb into it at 7pm on a Friday evening in the centre of town, and how you feel climbing out again 150 miles away three hours later.
The Rapide is absolutely first class at that sort of thing. What's most impressive is that there's an absence of niggles. It’s positively engaging on any journey and, on a long haul, there are few better cars to be in.
Yes, it’s small in the back and expensive to buy, but the Rapide is a triumph.
Matt Prior
Autocar: Aston Martin Rapide
Test date 10 February 2010 Price as tested £139,950
What is it?
It’s the first four-door Aston Martin since the Lagonda of the mid-1970s.
Although when we say four-door, bear in mind that the new Aston Martin Rapide comes with a recommended technique for getting in and out of it.
Aston advises that on both entry and exit you employ a foot-bum-foot routine that threatens serious inelegance for skirt-wearers. If you never see a Rapide decanting guests onto the end of a red carpet, this is why.
So don’t confuse it with a Mercedes S-class. I'm sure you can tell by the way it looks that the Rapide is based on other Astons, using the same VH architecture that underpins them, comprising aluminium components bonded to form a monocoque.
Even though its engine is Aston’s 6.0-litre V12 in its torquiest 470bhp and 443lb ft output, and the gearbox is a six-speed automatic gearbox, think of it more as a sports car with rear doors and a hatch, rather than a limousine. And a £140,000 one at that.
What’s it like?
See the exclusive Aston Martin Rapide pictures
The Rapide is built in Austria by Magna rather than at Aston’s Gaydon factory and, if a static walk-around is anything to go by, is none the worse for it. Much of the Rapide’s interior is newly designed and it feels beautifully crafted.
Things still happen gradually and on a budget, though; the dashboard is carried over from existing Astons and it wouldn’t hurt to be updated, particularly the dreadful Volvo-sourced sat-nav. But progress is slowly being made; where there are new switches or trimmings they’re neatly designed and feel solidly built.
Aluminium is extremely stiff, but building a car out of it isn’t without compromise. For a given stiffness it’s lighter than steel but it also occupies more volume, so the holes in the Aston’s body have to be quite small to retain torsional stiffness. Opening the Rapide's doors or boot is like opening a safe door; you're greeted not by a gaping aperture but by structural aluminium, framing a far smaller hole than you'd been expecting.
Nevertheless, the Rapide is far and away a more spacious car than the DB9 on which it is ostensibly based. It's a foot longer than a DB9, measuring a full five metres front to rear, and, truth be told, at 5ft 10in I could fit in the rear seats behind my own driving position with about an inch and a half of head room but precious little knee room.
The seats, four individual chairs, are new to the Rapide and to be truly comfortable in the back you need to keep a knee either side of the front seat's back. Toes, though not enough of your foot, can slide underneath the front seat. Aston says it's pleased with the Rapide's spaciousness, given that its aim was to provide short-distance comfort for airport or restaurant hops. I'd say it's just about acceptable.
Even a short drive is enough to discern that the Rapide rides genuinely well. It's supple yet tightly damped, with a comfort level that no current Aston can match. That comes as no suprise, but what might be is that there are also hints of a poise that you won't find in too many other Astons either.
It also steers very pleasingly. Hydraulically assisted, the rack has been quickened to offset the Rapide’s longer wheelbase and, like other Astons, it's middling weighted, consistent and smooth. Better, though, is that it has a new-found freedom from kickback. Aston has found a way to isolate what is a feelsome, accurate system from the unwanted knocks that an unyielding aluminium structure usually transmits through a rack like this.
It's a smoothness that seems to be matched by other elements of the Aston's demeanour. When an automatic is as good as this ZF-sourced six-speeder, you wonder if it's worth the bother of robotising a manual or fitting a dual-clutcher. In Drive it makes bright decisions, but far more often than not I found myself making the choices myself via the sweet column-mounted paddles.
Foibles? I wouldn't mind if an extended pull on the right-hand lever reselected drive, rather than having to reach for the dash-mounted buttons, but other than that it's spot on.
The Rapide has magnetically controlled dampers (best left out of Sport mode on the road), while springs are steel all round. Go for a strop and you’ll find the Rapide is a communicative, engaging car to drive. The stiffness of its shell and lack of complication in the drivetrain – the V12 is as big-hearted as it is big-cylindered – mean you genuinely understand what is going on mechanically. It flows along A and B-roads with a poise you'll not find in many five-metre-long cars.
In extremes it does the obvious: understeers unless you trail its brakes to keep the nose settled, and it'll push its tail on the power. Possibly it could feel quicker. It's funny to think that a car with the same power as a Lamborghini Diablo doesn’t feel brutally rapid, but because it weighs virtually two tonnes, the Aston could use a bit more shove.
Should I buy one?
See the exclusive Aston Martin Rapide pictures
The real mark of a car like this is how happy you are to climb into it at 7pm on a Friday evening in the centre of town, and how you feel climbing out again 150 miles away three hours later.
The Rapide is absolutely first class at that sort of thing. What's most impressive is that there's an absence of niggles. It’s positively engaging on any journey and, on a long haul, there are few better cars to be in.
Yes, it’s small in the back and expensive to buy, but the Rapide is a triumph.
Matt Prior
TVRfanboy
Membro participativo
Aston Martin Vantage Facelift
Aston Martin Vantage Facelift
"Aston Martin is on a roll of late, the latest creation its four-door masterpiece, the Rapide. While that car has its quirks, it's certainly one of the most attractive four-door sports cars in existence. Last year, the company shoe-horned a brawny V-12 engine into the Vantage, taking the car's performance to a new level. Now Aston martin is preparing a facelift of its Vantage grand tourer, captured in these spy shots.
The car spied is something of a mule, wearing the minimally-vented hood and smooth side skirts of the V8 Vantage, but otherwise wearing the aggressive carbon lip spoiler, larger rear spoiler and carbon rear diffuser of the V-12 Vantage.
It's not clear what powerplant is under the hood, though it may be a V-12, as the cold-weather environment where the testing is taking place may help make up for the lack of active hood vents. On the other hand, it may be a V-8-powered Vantage wearing a more aggressive treatment, pointing the way forward for the car's facelift.
Whichever powerplant is under the hood, it's not likely to have received any updates, as the V-8 updates from the 2009 model year--a bump to 4.7-liters and 420 horsepower, up from 4.3-liters and 380 horsepower previously--are expected to suffice until a more complete redesign in several years' time. The 510-horsepower V-12, having just been introduced last year, is likewise staying put.
Other features notable in these spy shots include new 10-spoke 19-inch wheels, Kevlar and carbon fiber seats that save about 35 pounds over the standard units and a 1,000-watt Bang & Olufsen stereo system.
Fonte:
Spy Shots: Aston Martin Vantage Facelift - MotorAuthority
Tradução (dentro do possível...)
"Aston Martin está em um rolo de tarde, a última criação de sua obra-prima de quatro portas, o Rapide. Enquanto que o carro tem as suas peculiaridades, é certamente uma das quatro mais atraentes carros esportivos porta de existência. No ano passado, a empresa de calçados chifres um musculoso V-12 motor para o Vantage, tendo o desempenho do carro a um novo nível. Aston Martin agora está preparando um facelift do seu Vantage grand tourer, capturada nestas fotos do espião.
O carro espiado é algo de uma mula, vestindo o mínimo-vented capuz e saias laterais lisas do V8 Vantage, mas de outra usando o spoiler agressiva de carbono, maior spoiler traseiro e difusor traseiro de carbono da V-12 Vantage. "
Não é claro o motor está sob o capô, porém, pode ser um V-12, como o ambiente frio e úmido, onde o teste está ocorrendo pode ajudar a compensar a falta de ventilação no capô ativo. Por outro lado, pode ser um V-8-powered Vantage vestindo um tratamento mais agressivo, apontando o caminho a seguir para o restauro do carro.
Qualquer que seja o motor sob o capô, não é provável que tenham recebido quaisquer actualizações, como o V-8 atualizações a partir do ano 2009 modelo - uma colisão de 4,7-litros e 420 cavalos de potência, acima dos 4,3-litros e 380 cavalos de potência anteriormente -- Espera-se que basta até uma reformulação mais completa em tempo de vários anos. O 510-horsepower V-12, tendo apenas sido introduzida no ano passado, é também ficar.
Outras características notáveis nestes espião tiros incluir 10 novos falou rodas de 19 polegadas, Kevlar e assentos de fibra de carbono que economizam cerca de 35 libras sobre as unidades padrão e um 1000-watt Bang & Olufsen sistema estéreo."
Aston Martin Vantage Facelift
"Aston Martin is on a roll of late, the latest creation its four-door masterpiece, the Rapide. While that car has its quirks, it's certainly one of the most attractive four-door sports cars in existence. Last year, the company shoe-horned a brawny V-12 engine into the Vantage, taking the car's performance to a new level. Now Aston martin is preparing a facelift of its Vantage grand tourer, captured in these spy shots.
The car spied is something of a mule, wearing the minimally-vented hood and smooth side skirts of the V8 Vantage, but otherwise wearing the aggressive carbon lip spoiler, larger rear spoiler and carbon rear diffuser of the V-12 Vantage.
It's not clear what powerplant is under the hood, though it may be a V-12, as the cold-weather environment where the testing is taking place may help make up for the lack of active hood vents. On the other hand, it may be a V-8-powered Vantage wearing a more aggressive treatment, pointing the way forward for the car's facelift.
Whichever powerplant is under the hood, it's not likely to have received any updates, as the V-8 updates from the 2009 model year--a bump to 4.7-liters and 420 horsepower, up from 4.3-liters and 380 horsepower previously--are expected to suffice until a more complete redesign in several years' time. The 510-horsepower V-12, having just been introduced last year, is likewise staying put.
Other features notable in these spy shots include new 10-spoke 19-inch wheels, Kevlar and carbon fiber seats that save about 35 pounds over the standard units and a 1,000-watt Bang & Olufsen stereo system.
Fonte:
Spy Shots: Aston Martin Vantage Facelift - MotorAuthority
Tradução (dentro do possível...)
"Aston Martin está em um rolo de tarde, a última criação de sua obra-prima de quatro portas, o Rapide. Enquanto que o carro tem as suas peculiaridades, é certamente uma das quatro mais atraentes carros esportivos porta de existência. No ano passado, a empresa de calçados chifres um musculoso V-12 motor para o Vantage, tendo o desempenho do carro a um novo nível. Aston Martin agora está preparando um facelift do seu Vantage grand tourer, capturada nestas fotos do espião.
O carro espiado é algo de uma mula, vestindo o mínimo-vented capuz e saias laterais lisas do V8 Vantage, mas de outra usando o spoiler agressiva de carbono, maior spoiler traseiro e difusor traseiro de carbono da V-12 Vantage. "
Não é claro o motor está sob o capô, porém, pode ser um V-12, como o ambiente frio e úmido, onde o teste está ocorrendo pode ajudar a compensar a falta de ventilação no capô ativo. Por outro lado, pode ser um V-8-powered Vantage vestindo um tratamento mais agressivo, apontando o caminho a seguir para o restauro do carro.
Qualquer que seja o motor sob o capô, não é provável que tenham recebido quaisquer actualizações, como o V-8 atualizações a partir do ano 2009 modelo - uma colisão de 4,7-litros e 420 cavalos de potência, acima dos 4,3-litros e 380 cavalos de potência anteriormente -- Espera-se que basta até uma reformulação mais completa em tempo de vários anos. O 510-horsepower V-12, tendo apenas sido introduzida no ano passado, é também ficar.
Outras características notáveis nestes espião tiros incluir 10 novos falou rodas de 19 polegadas, Kevlar e assentos de fibra de carbono que economizam cerca de 35 libras sobre as unidades padrão e um 1000-watt Bang & Olufsen sistema estéreo."
Audax
Membro participativo
E na autocar já está o vídeo do teste ao Rapide:
LINK
O Rapide que saiu é um pouco diferente do concept apresentado, desiludiu um pouco, mas por outro lado tem um certo appeal que não me deixa indiferente e cumpre ao que se propõe de forma muito astonmartiniana.
E oiçam bem o som do V12, [br
][br] que som!!!!!!!!
LINK
O Rapide que saiu é um pouco diferente do concept apresentado, desiludiu um pouco, mas por outro lado tem um certo appeal que não me deixa indiferente e cumpre ao que se propõe de forma muito astonmartiniana.
E oiçam bem o som do V12, [br
][br] que som!!!!!!!!
Ruben99
Membro participativo
Aston Martin Vantage Facelift Spy Photos
Aston Martin Vantage Facelift Spy Photos
2011 Aston Martin Vantage facelift first spy photos
Fonte: WorldCarFans
Aston Martin Vantage Facelift Spy Photos
2011 Aston Martin Vantage facelift first spy photos
Fonte: WorldCarFans
TVRfanboy
Membro participativo
TILT
Membro participativo
Esse tópico é geral da Aston Martin enquanto que este tópico é sobre este modelo em particular [
]
Ruben99
Membro participativo
Aston Martin Rapide Review
Day one – Valencia, Spain.
Five years ago Aston Martin boss Ulrich Bez, told the six-foot plus Aston Martin Director of Design Marek Reichmann, that he wanted him to build the most beautiful four-door sports car in the world.
That’s easier said than done, but if you know Ulrich Bez, you also know that he means what he says.
From what I have seen tonight in Valencia albeit briefly, that job is done.
While no one can deny that the accompanying shots of the Aston Martin’s Rapide clearly show the car to be stunningly beautiful, its only when you see it in the metal for the first time, do you realise that the competition may as well pack up their tools and go home.
If you have any concerns about the car’s proportions, banish those fears immediately and start thinking about what you can get rid of in your property and shares portfolio, to properly fund the acquisition of this piece of automotive art.
At every other Aston Martin launch I have ever been to, a nondescript minibus has been employed to transport the press to various functions. Not any more, the four-door, four-seat Rapide means a first class ride to any venue on the after hours schedule.
Admittedly, it was a only a 10 minute ride to the local tapas bar, but enough time to partly evaluate life in the back seat of an Aston Martin.
The rear seats are part part Recaro, part Aston Martin, and are infinitely more comfortable than I expected. I’ve heard the term ‘cosseted’ used to describe the experience, but I can assure you, that description falls short of the mark.
There’s a large rear window, which means passenger vision is better than many of today’s 4-door coupes, and there is plenty of leg and headroom for those up to 184 centimetres, or dare I reveal my height of a diminutive 176 centimetres. Taller folks can slip their feet under the front seats.
Luggage space won’t be an issue either, with what looked like ample load area for weekend trips or even airport pick-ups.
Tomorrow, I’ll be behind the wheel of the Rapide, and more than looking forward to exploiting the big V12 to its maximum road going potential, in the hills surrounding Valencia.
Fonte: CarAdvice
Day one – Valencia, Spain.
Five years ago Aston Martin boss Ulrich Bez, told the six-foot plus Aston Martin Director of Design Marek Reichmann, that he wanted him to build the most beautiful four-door sports car in the world.
That’s easier said than done, but if you know Ulrich Bez, you also know that he means what he says.
From what I have seen tonight in Valencia albeit briefly, that job is done.
While no one can deny that the accompanying shots of the Aston Martin’s Rapide clearly show the car to be stunningly beautiful, its only when you see it in the metal for the first time, do you realise that the competition may as well pack up their tools and go home.
If you have any concerns about the car’s proportions, banish those fears immediately and start thinking about what you can get rid of in your property and shares portfolio, to properly fund the acquisition of this piece of automotive art.
At every other Aston Martin launch I have ever been to, a nondescript minibus has been employed to transport the press to various functions. Not any more, the four-door, four-seat Rapide means a first class ride to any venue on the after hours schedule.
Admittedly, it was a only a 10 minute ride to the local tapas bar, but enough time to partly evaluate life in the back seat of an Aston Martin.
The rear seats are part part Recaro, part Aston Martin, and are infinitely more comfortable than I expected. I’ve heard the term ‘cosseted’ used to describe the experience, but I can assure you, that description falls short of the mark.
There’s a large rear window, which means passenger vision is better than many of today’s 4-door coupes, and there is plenty of leg and headroom for those up to 184 centimetres, or dare I reveal my height of a diminutive 176 centimetres. Taller folks can slip their feet under the front seats.
Luggage space won’t be an issue either, with what looked like ample load area for weekend trips or even airport pick-ups.
Tomorrow, I’ll be behind the wheel of the Rapide, and more than looking forward to exploiting the big V12 to its maximum road going potential, in the hills surrounding Valencia.
Fonte: CarAdvice
dyogocardoso
Membro ativo
Milionário compra 10 AM One-77
Milionário compra 10 AM One-77
Quem eu critico é a Aston Martin. Produz 77 carros e vende 10 a uma pessoa? Vende um para destruir? Não me parece a atitude de uma grande marca.
A Ferrari (que já não é um grande exemplo) escolhe a dedo os clientes a quem vende as suas edições especiais, como o Enzo. A Lexus vai vender o LF-A em regime de leasing para evitar especulação e a Aston faz isto...
É assim que se destinge as grandes marcas das marcas com grandes carros...
Milionário compra 10 AM One-77
Não vou dizer que não é justo ele gastar 23 milhões em carros com tanta gente a morrer de fome. Quem sabe se ele não deu também 23 milhões de dólares em ajudas sociais. Cada um sabe de si, e se ele consegue gastar essa quantia em carros, melhor para ele.
Quem eu critico é a Aston Martin. Produz 77 carros e vende 10 a uma pessoa? Vende um para destruir? Não me parece a atitude de uma grande marca.
A Ferrari (que já não é um grande exemplo) escolhe a dedo os clientes a quem vende as suas edições especiais, como o Enzo. A Lexus vai vender o LF-A em regime de leasing para evitar especulação e a Aston faz isto...
É assim que se destinge as grandes marcas das marcas com grandes carros...
Última edição:
dyogocardoso
Membro ativo
Se calhar foi a única maneira de desencalhar um modelo que estava a ter dificuldade em encontrar interessados [
Duvido que isso corresponda à realidade, mas é certamente essa a ideia que dá. Não me parece nada bom para a imagem da Aston[8b]
Entretanto lembrei-me de outro carro cujos compradores foram escolhidos a dedo: Alfa 8C
Im4real
Membro participativo
Esta parte para mim....
Há pessoal que não sabe o que fazer aos €€€€
Mesmo...os carros são para andar [8b]
Alpiger
Suspenso
Não é o único a ter um carro de altíssimo valor e mesmo raro, dentro de sua casa como decoração ou troféu.
Valium
Membro histórico
Desmontado para Escultura?
Alpiger
Suspenso
Desmontado não sei mas completamente secos, sem nenhum liquido ou lubrificante, sim.
As marcas, ou melhor, as empresas estão nisto pelo dinheiro.
Se há malucos que o dão, nem que seja para expôr na sala de estar, certamente o farão.
Não há vacas sagradas.
Falaram na escolha a dedo dos clientes pela Ferrari, mas permitir a existência de onerosos "one-offs", como as diversas variantes do 456 para o sultão do Brunei, de gosto e valor dúbio, também não joga muito a favor da mesma.
Neste segmento de mercado, poucos são os que compram as máquinas para os conduzir.
É apenas negócio. Maior parte destes modelos acaba por valorizar.
O Enzo é um bom exemplo. Tão todos a trocar de mãos por preços superiores aos mesmos quando eram novos.
Mas no geral, estas edições ultra-especiais vaõ passar mais tempo a trocar de mãos do que em cima do asfalto.
O Reventon da Lambo é um bom exemplo. Apenas 20 sobre-valorizados Murcielagos reestilizados e pouco depois de estarem construidos, já se encontraram 7 à venda um pouco por todo o lado.
Esse que comprou os 10 One-77, certamente já está a pensar nas possibilidades financeiras do mesmo. Duvido que fique com eles todos.
O que me chateia nestas maquinas, é que, de uma forma ou outra, são o pináculo da industria a diversos niveis tecnológicos, e sabendo que maior parte deles, têm hardware destinado a ser "esmifrado" em circuito ou em estrada, e no geral, irão passar a maior parte da sua existência em garagens com niveis de humidade controlados, é um pouco frustrante.
Acaba por fazer mais sentido programas como o FXX da Ferrari, que por uma pequena exorbitância, obriga os "donos" a realmente usarem as máquinas.
Pelo menos acabam por ser usadas para o que foram concebidas.
Se há malucos que o dão, nem que seja para expôr na sala de estar, certamente o farão.
Não há vacas sagradas.
Falaram na escolha a dedo dos clientes pela Ferrari, mas permitir a existência de onerosos "one-offs", como as diversas variantes do 456 para o sultão do Brunei, de gosto e valor dúbio, também não joga muito a favor da mesma.
Neste segmento de mercado, poucos são os que compram as máquinas para os conduzir.
É apenas negócio. Maior parte destes modelos acaba por valorizar.
O Enzo é um bom exemplo. Tão todos a trocar de mãos por preços superiores aos mesmos quando eram novos.
Mas no geral, estas edições ultra-especiais vaõ passar mais tempo a trocar de mãos do que em cima do asfalto.
O Reventon da Lambo é um bom exemplo. Apenas 20 sobre-valorizados Murcielagos reestilizados e pouco depois de estarem construidos, já se encontraram 7 à venda um pouco por todo o lado.
Esse que comprou os 10 One-77, certamente já está a pensar nas possibilidades financeiras do mesmo. Duvido que fique com eles todos.
O que me chateia nestas maquinas, é que, de uma forma ou outra, são o pináculo da industria a diversos niveis tecnológicos, e sabendo que maior parte deles, têm hardware destinado a ser "esmifrado" em circuito ou em estrada, e no geral, irão passar a maior parte da sua existência em garagens com niveis de humidade controlados, é um pouco frustrante.
Acaba por fazer mais sentido programas como o FXX da Ferrari, que por uma pequena exorbitância, obriga os "donos" a realmente usarem as máquinas.
Pelo menos acabam por ser usadas para o que foram concebidas.