The Pagani and Maserati have fixed aerodynamics, though you can pre-set the single rear wing angle on both for the downforce you want. Meanwhile, the Lamborghini has an automated rear spoiler with three angles possible depending on your speed, and also the very serious-looking Variable Air-Flow Cooling System (VACS) that uses two moving air intake manifolds over the rear quarters-quite the spectacle to watch. The biggest showpiece on the Porsche is the rear spoiler that deploys to a height of 6.3 inches whenever speeds exceed 75 mph.
That the Lamborghini doesn't yet have ceramic brake discs available is bad planning. Even worse, the Maserati MC12 will never get the chance to have ceramics unless owners spend a lot of their own money to get a pair of Enzo CCM discs directly from Brembo, if this will even be allowed. Not surprisingly, therefore, stopping in corners with the Pagani and Porsche ceramics was outstanding, while stopping the other two without ceramics is merely great (Lamborghini) and good (Maserati).
Important to the chemistry of any supercar is the sound of the exhaust during performance exhibitions at the track. If a supercar roar is what you seek-and I definitely do-then both the Maserati MC12 Stradale and Pagani Zonda F are right for you. One step down from these is the Lamborghini Murciélago, which again is the most reasonable for every day driving. Though everyone who drives the Carrera GT loves it, everyone also comments on the uninspired exhaust note. I, too, don't quite understand why Porsche didn't have more fun with it.
All four cars run on independent double wishbone suspensions with a sophisticated and compact pushrod damper at each corner. This is the only way to go when the lateral g-forces are regularly so high, hard turning is frequent and the overall ride height is so low to the ground. Every car performed exceptionally well for on-track handling and stability, only the Murciélago, as I've said, showed a softer setting than the other three. The Carrera GT and Zonda F both use a 19-inch front and 20-inch rear wheel/tire setup with Michelin Pilot Sport 2 tires, and I felt these two behaved the best on track.
On-Road RealityIt's kind of funny to speak with reps from supercar builders; they all generally want to convince you that their car is an everyday driver that you can enjoy like a rich man's Ford Mustang GT. The only one of these four I would suggest to a friend for everyday use is the Murciélago Roadster due to its softer suspension strategy, even though the scissor doors are an inconvenience for passenger entry and exit.
I'm not saying that you can't use the other three every day if you feel like it. Go ahead and drive all day in them. Just avoid routes that have too many bumps or holes. Overall, Italian road surfaces are pretty good and we all enjoyed all four cars over several miles free of traffic. But the stiffness built into the chassis of the Porsche, Maserati and Pagani makes it necessary to stop after every 150 miles to take a rest and get ready for the next 150. It's a physical workout in each of them, and if the drive is on smaller two-lane roads, the rest stops are needed even more.
Regarding the comment about the MC12 Stradale needing to stay at the track, I really mean a wide and long track like La Sarthe or Spa-Francorchamps, because the MC12 needs to stretch out and go at top speed to feel really right. So, on these twisting two-lanes out in the hills, though the MC12 can certainly drive these roads with ease, it would be best saved until weekend racing. Only then can it benefit from all that aerodynamic downforce designed into the elaborate bodywork. On the other hand, the Maserati is definitely a thrill on the highway while the sun is rising and there is no traffic. It is a supersonic jet that (thankfully) never takes off.
If the Carrera GT weren't fantastic under all road conditions, it wouldn't be a Porsche. I like this car better than any 911 simply because the front end is as stable as the rear end. Other than occasionally scraping its very low chin piece, the Carrera GT handles every road like a professional. There is a little harshness in the ride, but I like the level of roughness that Porsche has created here.
The finest quality of the Pagani Zonda F on the road is the fact that you can see absolutely everything out to the side and front. The design makes it so the view is panoramic, and this creates a high level of confidence and ease at the wheel. The transparent roof is another nice touch. Seeing what's behind you is much easier, too, thanks to new remotely adjustable side-view mirrors that are actually useful. This is also the most comfortable interior of the four which helps lessen the impact of the competition suspension settings. The custom-built six-speed transmission is easy and fast to shift via the short lever.
Ah, yes, but what's really the point of driving these incredible cars on the road? The point is that you want people to notice you. Each of these cars by itself can draw a crowd without even trying. Imagine having all four of them together driving through several towns and stopping for an occasional coffee. The crowds were everywhere we stopped and absolutely everyone turned a head to look. This is the point. These cars make you famous immediately if only for the fact that everyone has some idea of exactly how fast you could go if you felt like it. If you dared.