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In this case, they’re both right. Pagani’s one-off Zonda Tricolore is both a savory treat and a spectacular sports car, built to commemorate the 50th anniversary of Italy’s Frecce Tricolori, the nine-plus-one aerobatic training squadron based at Rivolto Air Force Base in northern Italy.

Like most Paganis, the Zonda Tricolore is built mostly out of titanium, magnesium, and carbon fiber, and its blue and gray carbon-fiber body panels, with red, white, and green stripes running up the hood, pay homage to the Frecce Tricolori’s Aermacchi MB-339-A/PAN aircraft and the Italian flag. The coolest touches, however, are the Zonda Tricolore’s bright-gold 19-inch front and 20-inch rear wheels, as well as the spacey, green-tinted canopy, which offers quite the view of the gleaming blue-and-white interior.

Nestled amidships is the familiar (to a Pagani owner, anyway) Mercedes-Benz AMG 7.3-liter V-12 engine, which sends some 670 hp and 575 lb-ft of torque to the rear wheels via a six-speed sequential gearbox from Cima. The brakes are giant carbon-ceramic units from Brembo, while the exhaust is made of heat-resistant Inconel and lightweight titanium. Pagani says that the near-2700-pound Tricolore is capable of hitting 60 mph in 3.2 seconds and 124 mph in just 9.3. Lateral acceleration is claimed to be an eye-tugging 1.45 g.

Who’s the lucky person that gets to perform those stunts on a daily basis? Your guess is as good as ours. Pagani didn’t specify who the car will go to, or for how much it will be—or has been—sold for. But if the company’s past special editions, such as the Zonda Cinque Roadster, are anything to go by, it won’t sticker for much less than $1.8 million.

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Offical Press Release:

Green Light for Series Development of the 918 Spyder

Stuttgart. In its session today, the Supervisory Board of Dr. Ing. h.c. F. Porsche AG, Stuttgart, gave the green light for series development of the Porsche 918 Spyder. Reflecting the overwhelming response from the public and customers to the Concept Study, the Supervisory Board gave Porsche’s Board of Management the mission to develop a production model based on the car already presented. This concept version of an ultra-high-performance mid-engined sports car with plug-in hybrid technology made its debut at the 2010 Geneva Motor Show and at Auto China in Bejing, hitting the headlines worldwide.

Michael Macht, President and Chairman of the Board of Management of Porsche AG: “Production of the 918 Spyder in a limited series proves that we are taking the right approach with Porsche Intelligent Performance featuring the combination of supreme performance and efficient drivetrain concepts. We will develop the 918 Spyder in Weissach and assemble it in Zuffenhausen. This is also a very important commitment to Germany as a manufacturing base.”

The Concept Study of the 918 Spyder allows CO2 emissions of just 70 g/km, corresponding to fuel consumption of 3.0 litre/100 km (94.1 mpg imp) in the NEDC, on the one hand, and the performance of a super-sports car, on the other. This extremely efficient drivetrain technology then forms a symbiosis in the 918 Spyder with truly outstanding design and high-tech motorsport achievements. Further product details of the 918 Spyder will be disclosed in the months to come.

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Just days ago, the Bugatti Super Sport rocketed past the SSC Ultimate Aero TT to claim the prestigious award of the fastest production car in the world. SSC (Shelby Supercars) didn’t take long to  congratulate Bugatti and to also give fair warning of a future title battle. Before the new Bugatti record, the Aero TT held the title with a 256-mph run, and it seems SSC is intent on making Bugatti’s new record very short-lived.

In a statement, the company said: “We’ve been working on a new project to debut before the end of the summer. Not much can be said at this time except that we’ll be upping the ante on all fronts.  Having famed American designer Jason Castriota as our lead design enables SSC to reflect its engineer and performance in its aesthetics. It’s impossible for us to be more thrilled about having him on board and we’re anxious to show the world what we have up our sleeve.”

Not exactly confirmation of a car capable of beating the Super Sport’s 268 mph run, but given the context, we’re hoping that’s exactly what they’re up to. As of this posting, they hadn’t yet taken the “World’s Fastest Production Car” title off their website. Come on SSC, you lost fair and square.

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In turning the R8 into a convertible, Audi needed to make a few changes—the designers didn’t want to lose the R8’s unique styling, while the engineers were charged with retaining the coupe’s rigid chassis.

For starters, Audi gave the R8 Spyder a full LED headlight treatment. And while the sideblades just behind of the R8 coupe’s doors have been eliminated, in their place are more traditional vertical air intakes, which are perhaps even better looking. Also new is a carbon-fiber composite engine cover for the mid-mounted V-10, which features two parallel air vents that trail the seat headrests, forming a downward sloping profile toward the rear.

Underneath the R8 Spyder’s body is a strengthened version of the coupe’s aluminum space frame that shares about 70 percent of the parts. For the Spyder, reinforcements are made to the center tunnel, bulkhead, floorpan, doors and A-pillars. The extra rigidity comes via thicker materials, crossbeams and thrust plates. Yet despite the reinforcements, the Spyder’s chassis weighs just 13 lb. more than its fixed-roof sibling. Overall, it tips the scales at around 3800 lb.

The area behind the R8’s seats, where you normally could store a set of golf clubs, now serves as the resting spot for the Spyder’s well-insulated cloth roof. The 93-lb. top can be raised or lowered in 19 sec. with a simple toggle switch on the center console, at vehicle speeds up to 31 mph. Top up, road and wind noises are well damped. Top down, the heated glass rear window—which is separate from the top—can be operated via another button on the center console. Along with a snap-on wind deflector, the rear window helps keep turbulence out of the cockpit, facilitating easier conversation.

Speaking of reducing background noise, you can order optional seatbelt-mounted microphones (in addition to the one near the sun visors) used for the hands-free phoning while you’re enjoying the sunshine and fresh air. We were able to make some calls while driving the R8 Spyder along winding mountain roads and rowing through the gears with the engine revving aggressively. The person on the other end heard us clearly and noted only a hint of noise.

The Audi R8 Spyder is powered by the same 5.2-liter direct-injected V-10 as the coupe. The V-8 shall follow next year. As with the R8 coupe, the Spyder feels right at home either cruising or dancing through corners. The Quattro all-wheel-drive system combines with a limited-slip rear differential to inspire total confidence on challenging mountain roads. Top down, the chassis feels solid, responding to steering input with immediacy. Downshift a gear (with the standard 6-speed manual or the optional R tronic paddle-shift manual) and dip into the throttle—the engine’s 525 bhp and 391 lb.-ft. of torque are unleashed, accompanied by a throaty roar that makes an argument that the Spyder provides a more thrilling driving experience than the coupe. According to the factory, the R8 Spyder can accelerate to 60 mph in about 4 seconds, with a top speed of 195 mph.

Standard equipment on the R8 Spyder is Audi’s magnetic ride technology that features adjustable shock absorbers complementing its all-around double-wishbone suspension. For hard-core enthusiasts, conventional dampers can be ordered when you specify the optional sport suspension setup. Standard tire fitment for the Spyder calls for 235/35-19s up front and 295/30-19s at the rear. And, if so desired, carbon-ceramic rotors can be ordered to replace the 14.4-in. front discs and 14.0-in. rears.

The Audi R8 Spyder 5.2 FSI Quattro arrives at U.S. dealers later this year as a 2011 model, priced in the $160,000 range.