The Hummer H1 was a civilian vehicle based on the M998 High Mobility Multipurpose Wheeled Vehicle (HMMWV), popularly known as the Humvee, which was created by AM General. The vehicle was produced from 1992 through 2006.

Originally released in the civilian market in 1992, the Hummer H1 owed its birth to the popularity of photos from Operation Desert Storm and the enthusiastic campaign from actor Arnold Schwarzenegger, who personally owns several variants of Hummer vehicles. GM announced that 2006 would be the last model year for the Hummer H1, with production winding down in June 2006 due to a new emission law for Diesel engine vehicles which takes effect in 2007.
Due to the requirement to meet EPA Tier 2 Bin 5 emissions standards, the cost involving recertification for a low volume civilian variant vehicle was not able to be justified. AM General currently has orders for an excess of 50,000 new HMMWVs to be produced between 2006-2009 for the United States Military. AM General also will continue to produce the H1, just not the Alpha. These vehicles will be sold through fleet sales.
It is rumored that the next H1 will most-likely bear a refined version of the prior 6.5 L Turbo Diesel engine, but that has not been confirmed. Selling the H1s through fleet sales will allow AM General to not be subjected to the new 2007 Tier 2 Bin 5 emission rules and regulations. AM General has sufficient fleet orders to produce 600-800 units per year right now. The fleet H1s will end up using the standard 6.5 L Turbo Diesel that has been commonplace in GM and commercial applications.

The Hummer H1 has three common variants: a convertible-like soft top, a four-door hard top pickup truck and a Wagon body version. Other less known variants include a two-door pickup truck and a four-door slantback. At this time, the convertible/soft top and the station wagon versions are the only ones available in the mass market. The two door and four door pickup versions are only available in fleet livery.

Currently, five engine types and three automatic transmission types can be found in Hummer H1s. The common engine/transmission combinations are:

• 6.2 L GM Diesel V8/GM TH400/3L80 3-speed

• 6.5 L GM Diesel V8/GM 4L80-E 4-speed

• 5.7 L Vortec 5700 gasoline V8 TBI/GM 4L80-E 4-speed

• 6.5 L turbo GM Diesel V8/GM 4L80-E 4-speed

• 6.6 L turbo Duramax LLY turbo Diesel/Allison 1000 5-speed (model year 2006)

The Hummer H1 shares some common driveline parts with its HMMWV brethren. Items like brakes, differentials, frame and major body panels (hood, tailgate and quarter panels) are identical between the HMMWV and the Hummer H1. All Hummer H1s and HMMWVs come off the same first stage assembly line, and then are separated midway to either become a military HMMWV or a civilian H1.
Hummer H1s are unique in the way they handle off road, and in their interior arrangement. Passenger and highway comfort are sacrificed for maximum mobility compared to civilian SUVs, with features much more radical than the original Jeep, though they do share a similarly cut simple grille opening. They are inherently very stable, thanks to their wide stance. They also can ford 30 inches (76 cm) of water, climb a 22-inch (56 cm) step, have a stock ground clearance of 16 inches (41 cm). This high clearance is made possible by tucking driveline components inside a channel in the central space between the left and right seats. They have high approach/departure angles of 72/37.5 degrees. Most H1s are equipped with a Central Tire Inflation System (CTIS), which enables the driver to increase or decrease the tire air pressure at will- since lower tire pressures are more suited for off road, and higher tire pressures are desirable on-road.
Hummer H1s have many unusual features. They use inboard brakes. They have geared hubs, allowing the drivetrain's half shafts to be up high for greater clearance. The radiator is up high, sloping back over the engine on a forward hinged hood. The air intake is mounted high, enabling fording waist-level water. Rather than using simple runflat tires, aluminum or rubber inserts are an optional feature for runflat ability. Chemical warfare resistant paint is available only on the military version.

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Salvation for supercar lovers in the 21st century: Toyota has turned its hand to creating a sports coupe with green credentials - and the futuristic FT-HS Concept mixes green with mean rather well, we think.

Don't believe us? Well, how about 0-60mph in four seconds and 400bhp from a 3.5-litre V6 hybrid drivetrain - in a car that runs silently on electric power through town, with nothing more troubling than an electric whirr from the quad tailpipes.

This concept heralds two new design themes: J-Factor and Vibrant Clarity. Apparently, these are a celebration of Japanese design, and the car does have some unusually sharp surface treatments; the nose is dominated by a butch snow-plough spoiler, while the rear is deeply scalloped.

From the front, the 'floating' C-pillar wraps over the rear haunches, while the roof bulges to provide more headroom where needed. There's even a folding hard top, turning the FT-HS into a cabrio at the touch of a button.

The 3.5-litre V6 hybrid petrol-electric drivetrain might sound familiar from the Lexus RX400h and GS450h, but this time it's been tuned for 400bhp. No economy claims have been published ahead of its debut at next week's Detroit Motor Show, but Toyota claims 'ultra-low emissions and fuel efficiency'.
This concept car has a 2+2 layout, with small rear seats for occasional use. The cabin has a lean, skeletal look and the engineers have tried to leave much of the car's architecture exposed.
Has any concept car of recent years not lavished its drivers with a periodic table's worth of exotic materials? The FT-HS is trimmed with carbonfibre and cool-touch titanium, while the steering has an unusual mono-spoke wheel.
There is one big stumbling block to building a hybrid supercar: weight. All those batteries and hybrid power packs weigh a lot. The petrol-electric GS is a podgy 245kg more than its petrol counterpart, for instance. Finding a way to make a hybrid coupe handle like a sports car ain't easy.

However, if anyone has the engineering nous - not to mention deep pockets required - to make this happen, it's Toyota. Nobody will make an on-the-record promise, but word is that the company is working flat out to be first with a hybrid sports car.

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The Pagani Zonda is a supercar produced by Pagani in Italy. It debuted in 1999 and continues through the present, with production proceeding at roughly 25 cars per year. As of December, 2005, 60 Zondas had been built. It is a mid-engined 2-seat coupe and convertible. Construction is mainly of carbon fiber.

Some early Zonda engineering was done by Formula One champion, Juan Manuel Fangio. The car was originally to be named for him, the "Fangio F1", but the name was changed upon his death in 1995, renamed after an air current above Argentina.

Here are the latest renderings of Pagani’s Zonda R. Even though the Italian company has produced the amazing Zonda F that lacks no performance with its driving time of 7:32 around the Nurburgring, Pagani wanted to set a new target for an ultimate performance racetrack car with out any rules besides safety.
With the help of Mercedes-Benz’s AMG division Pagani hopes to fit a 7.3 liter V12 engine that is capable of producing 750 horsepower.
Pagani says that the Zonda R is designed from scratch taking only 10% of the Zonda F components. The Pagani Zonda R consists of a suspension made in Avional, a new Pagani six speed transversal sequential gearbox, carbon fiber monocoque and a aeronautical four pump fuel tank.

The company plans to build only 6 units with pricing set around €1.2 million+ taxes.

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What’s this? It looks like a Murcielago auditioning for the Batmobile! It’s actually the Lamborghini Reventon, a €1m special of which only 20 will be built. Named after a particularly feisty bull that killed bullfighter Felix Guzman in 1943, the Reventon features a 6.5-litre V12 producing 650bhp – just 10bhp up on the standard car with which it shares its four-wheel drive mechanicals.

Think of it as Lamborghini’s take on the Ferrari Enzo-based FXX – an extremely low-volume machine for those who find ultimate supercars a little too common. Unlike the FXX, however, the Reventon is built for the road.

• So it’s a Murcielago with a bodykit, then?

Not quite. However, it is the styling that’s most notable here, the Reventon looking something like a high-speed collision between a stealth fighter jet and the Murcielago LP640.
Designed in-house by Lamborghini’s Centro Stile, the Reventon’s body is made, like the LP640, of CFC, a composite carbon material that’s both light and strong. High-tech aviation has been the main inspiration, hence the new, milled-from-aluminum filler cap and a flat green/grey paint scheme that suggests radar-evading properties – though we wouldn’t want to tempt fate.

• The lights look different?

They are. New bi-xenon headlights are accompanied by seven LEDs and a further nine diodes for the indicators. Out back, heatproof LEDs are employed due to potential heat soak from a hard-worked V12. Elsewhere, the wheels are fitted with carbon fins screwed to the aluminium spokes to generate extra cooling for the ceramic brakes.

Despite the Reventon’s radical proportions, Lamborghini claims it remains entirely functional, the new bodywork helping to better cool the engine and brakes while remaining entirely usable in a world of speed bumps and kerbs.

• Is the interior borrowed from the LP640?

The underlying basis of the interior remains the same, though the treatments of carbon, leather, alcantara and aluminum are strikingly new and, typically, exquisitely crafted. Again inspired by fighter jets, the instruments comprise three liquid crystal displays that are housed in a structure milled from solid aluminum and protected by a carbon fibre casing.

Unfortunately, all 20 cars will be built and sold next year to ‘friends and collectors’ of Sant’Agata, according to Lamborghini. Still, with such a premium price and exclusivity, we wouldn’t bet against a few replicas making it onto the road.

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So, another big lumbering Mercedes saloon then? Not a bit of it. Although the F700 might be 5.17m long – somewhere between the S-class and long-wheelbase S-class – the F700 is supposedly cleaner and more frugal than any current S-class.

This is thanks to its innovative ‘Diesotto’ engine. The F700 also features a hybrid drive and suspension that reads the road ahead. And, for those who are familiar with the online world Second Life, there's an avatar too.

Diesotto? Sounds like a mix of diesel and the Otto cycle. That’s just what this engine is. The F700 has a 1.8-litre four-cylinder engine that is supposed to combine the low emissions of a petrol engine with the consumption of a diesel. With the Diesotto engine, this very large F700 manages 55.3mpg and emits just 127g/km of the dirty stuff.

But don't think this engine lacks power, as there are two sequential turbochargers, plus a hybrid system to assist when the car moves off. The hybrid system allows stop/start running. There's also direction injection, variable valve lift and a variable crank.
This crank allows for the especially clever bit: the ignition. Running on conventional petrol, the Diesotto engine operates with spark ignition under start-up and full loads, but under partial loads (low and medium speeds) it switches to diesel-style compression ignition. Mercedes calls this controlled auto ignition (CAI) and it means lower operating temperatures. This in turn means fewer nitrogen oxide emissions, while a three-way catalytic converter mops up the rest.

The Diesotto engine makes 235bhp and 295lb ft, and the electric motor adds another 20bhp. This means a 0-62mph time of 7.5 seconds, and the aforementioned impressive consumption and emission figures. And not only is the engine very clean and efficient, but because it's smaller and lighter, it helps the F700 weigh 1700kg, whereas a base S280 is 1880kg.

• What about this fancy suspension?

You mean Pre-Scan. Mounted in the headlights of the F700 are two lasers that scan the road ahead. The hydraulically controlled active suspension then adjusts according to their feedback. Merc claims this gives the F700 a ‘flying carpet’ feel.

Pre-Scan also has a laser scanner in the base of the driver’s door and a hydraulic cylinder stops the door being opened should the car detect a possible collision.

• So what's all this about an avatar?

Mercedes calls its new system Servo-HMI. The F700 comes with an avatar, a virtual operating assistant. So rather than telling the car your destination, you can 'discuss' it instead. Quite why this needs discussion is another matter. And as an avatar is supposed to be your own persona in a virtual world, you might as well just talk to yourself.

Mercedes seems to have thought of this, though. Rather than rich bankers having to talk to themselves on the journey home – if they should happen be driving themselves – the avatar in the F700 is a young woman. No word yet on whether she can be personalized.

• What else should I know about the inside of the F700?

That if this car ever makes production you won't want to sit up front. At 5180mm long, it’s only 29mm shorter than a long wheelbase S-class. However, thanks primarily to the compact engine, the F700’s wheelbase is 285mm longer than the biggest S-class's. It’s very slightly lower than an S-class too but, because it's wider than the current S, there's lots of interior room.

This allows for Mercedes’ Reverse seat. The right rear seat (in this left-hand drive car) can split apart and move to face away from the direction of travel so that the two rear passengers can interact.

Two large glazed areas in the roof allow light in, while the interior trim is made from natural materials including leather and cork.

• The outside is somewhat challenging

Indeed, but apparently the F700’s design is ‘perfectly compliant with the brand identity of Mercedes-Benz’. To these eyes that doesn’t bode well, especially having seen the Ocean Drive concept as well.

The F700's design language is called ‘aqua dynamic’, though it isn’t quite as extreme of that of the 2005 Bionic Car concept. That car was heavily based on a Boxfish.
The doors of the F700 are asymmetrical, as the right rear door is a ‘suicide door’, a la Rolls-Royce.

• Anything else?

There’s a transparent cover over the rear wheels to improve aerodynamic efficiency. There are also recessed door handles and tiny wing mirrors. And those big 21-inch wheels are wrapped in low rolling resistance rubber that is said to be 17 percent less resistant than regular tires.

Why has Mercedes made this car? Because, apparently, with increased traffic in mega cities we need ‘mobile living spaces which afford the highest comfort on wheels’. So Mercedes has kindly built a large car to take up more space. And it's not exactly for the masses either...

Some of these technologies, especially Diesotto, are worthwhile, others are not. Either way, big Mercedes always point towards what the rest of us will eventually drive. This is the future.

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Bit bright for an Aston Martin? Yes, this orange hue is somewhat retina-searing. But don’t worry because this limited edition V8 Vantage N400 is available in other colours. However, it is this Karussell Orange that gives a clue to what this V8 Vantage is all about.

It’s built to commemorate Aston’s achievements at the Nurburgring, where the V8 Vantage N24 has competed for the past two years. The Karussell is one of the most famous, and challenging, corners at the ‘Ring. But the N400 is no stripped out racer because it comes as standard with sat-nav, cruise control and heated electrical seats.

Don’t fret, because there’s also a 400bhp 4.3-litre V8 under the bonnet, plus a Sport Pack that should filter down to the rest of the range soon. The Sports Pack comes with uprated springs and dampers, a new rear anti-roll bar, plus lightweight alloy wheels.

Just 480 will be made, half as coupes and half as roadsters. Why 480? Because that’s how many seconds there are in eight minutes. And it’s the eight minute barrier that the N400 has just dipped below while lapping the ‘Ring. The car is available with an auto or manual gearbox and prices should start from £92,000.
That’s more restrained. This is the DB9 LM and it is a lot more reserved than the tangerine-coloured V8 N400. This car is built to celebrate Aston’s victory in the GT1 class earlier this year at Le Mans. It comes as standard with the DB9’s Sports Pack. The rest of the changes are purely cosmetic, including a smoked-chrome mesh grille, red brake calipers, unique interior trimmings and the aptly named Sarthe Silver paint.

Aston will build 124 DB9 LMs because it finished first at a 24-hour race. Hence 1-24, 124… and yours for £124,000…

Both cars will be unveiled next week at the Frankfurt Motor Show, but if this DB9 isn't your thing then remember Aston Martin will also be showing the stunning DBS on its Frankfurt stand, and that’s the sort of DB9 we want.

Ben Pulman

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Impatient? Well we are too, having snapped the RS6 Avant testing at the Nurburgring earlier this year, and knowing how good the RS4 is. So, without further ado…

The headline figure is 571bhp. Yes, 571 horses, so if you thought the German horsepower race was slowing down you were very much mistaken, as today Mercedes has also unleashed its C63 AMG estate, detuned to 451bhp.

The rest of the numbers are 479lb ft, €101,750 (£68,656) on the Continent, 0-62mph in 4.6 seconds, a limited top speed of 155mph and a kerbweight of 2025kg. Oh, and 1660 liters of boot space with the rear seats down.

• But it looks understated?

At first glance, yes, but when you clock it in your rear-view mirror you’ll notice the subtly sculpted front bumper and LED daytime running lights. As the RS6 Avant passes you, and if you’re quick, you’ll pick out the bigger wheels and the chunky, flared wheel arches reminiscent of the old Ur-quattro. And, once it’s passed you, watch the two oval exhausts disappearing into the distance, and only then realise that it was an estate. Yes, it was that fast.
Standard are 19-inch wheels, though you can specify 20-inch wheels. Only with the larger wheels can you have the ceramic brake option: they’re as impressive as the engine’s outputs, with 420mm discs up front, and 356mm discs at the rear.

Also on the options list is a sports exhaust and a three-stage magnetic damping system.

• So why is the RS6 Avant so quick?

We’ll start with the engine. It’s a V10, but not the 5.2-litre V10 found in the S6 or S8. This one's a 5.0-litre. Audi is being coy about the similarities this engine has to that in the Gallardo, but there are differences, most notably the presence of FSI in the RS6’s.

Thanks to two turbochargers, you’ll get 479lb ft at 1500-6250rpm, and 571bhp from 6250-6700rpm. The end result is 20.3mpg – but also a 0-125mph time of 14.9 seconds. It's quick, then.

The RS6 Avant comes, of course, with quattro four-wheel drive as standard, and a 40:60 front-to-rear torque split. Drive passes through a six-speed Tiptronic gearbox, complete with paddleshift.

The standard spec list is massive, with heated front and rear leather and Alcantara seats, a Bose stereo, and a tyre pressure monitoring system.

The car will take a bow at this month’s Frankfurt Motor Show before going on sale in April 2008. We should get to see the saloon RS6 back few weeks. Bring on the Mercedes E63 Estate and the BMW M5 Touring.

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Black Series? Sounds posh and a little edgy. What's all that about then?
AMG groups its cars into five divisions. The Black Series machines are second only to the borderline psychotic and super-expensive Signature Series (i.e. CLK DTM) cars in the line-up.

Black Series cars are stripped out, track focused and expensive (just like the Signature Series cars then) and this particular weapon is the second MB car to receive the Black treatment. A permanent hard top SLK 55 AMG with a carbon roof was the first.

• So what's special about this CLK Black?

If you can ignore the fact that the Signature and Black Series cars appear to share a strangely similar philosophy, the CLK Black's spec is as mouthwatering as its price is eye-watering (around £100,000). AMG takes the competent but bland CLK 63 AMG Coupe and does what it probably wanted to do to the car to start with: strip it out, tune it up, fit track-orientated suspension and brakes and unleash a car that feels as tight and as trick as anything it has ever built.

Aside from the F1 safety car-alike bodywork with its assorted scoops, flips and wings, the CLK 63 Black has a not-inconsiderable 507bhp – 26bhp up on the standard model – from its 6.3-liter, naturally aspirated, mainly hand built V8.

This is a phenomenal engine; utterly smooth but revvy and angry and easily a match for BMW’s M Power V10. The Black gets a tuned exhaust system, which not only releases extra horses from the motor but also a barrage of bangs, pops, growls and grumbles.

Other mods to this all-aluminum engine include a reprogrammed ECU and a tuned intake system while those 507 gee-gees gallop to the rear wheels via AMG's Speedshift seven-speed auto (there's no manual option) with a shorter final drive ratio. There's also a limited-slip diff that feels suitably sticky on the track.

• Crikey. Sounds fast...

Oh yes. The Black is 0.3 seconds quicker to 60mph than the standard CLK 63 AMG, hitting the magic six-oh in just under 4.3 seconds. Top speed is limited to 188mph.
That’s not a huge outright performance advantage over the standard CLK 63 (especially when you remember it costs approximately £10,000 per tenth of a second saved to 60mph…), but where the Black Series really scores is on the track.

• On the track? Go on then, tell us what it’s like

Well, we drove it on the track and the road and initial impressions were good. Very good. The front seats (the only seats in the car) grab you tightly, the exhaust note is barking mad and the whole car feels brilliantly stiff and pure of purpose. The new adjustable coilover suspension delivered a surprisingly comfortable ride, and the composite brake discs (thicker on this Black version) provided massive braking performance and great feel.

On track, the circuit-focused Pirelli P Zero Corsas and coilover suspension set-up provided strong, consistent grip while the handling was nicely neutral and exploitable. With such a beefy engine up front, understeer came first but a few laps with Mercedes racing legend (and former DTM champ) Klaus Ludwig demonstrated the best way to drive the car – from the rear. A couple of lifts or stabs on the brakes to unsettle the car way before the apex, then loads of right-foot to throttle-steer the car all the way through the corner. Brilliant.

• Sound great. Surely it wasn't all good?

Well, on the road the seven-speed 'box with paddle shift worked well enough, but on the track there's little doubt a manual gearbox would provide greater satisfaction. If this car is about track thrills, then the lack of a manual option is a strange one – after all you can't imagine Porsche building an auto-only GT3, can you?
Also, someone at AMG has once again confused steering weight for steering feel.

• Ah, the sublime Porsche GT3? How does it compare?

Very favorably in terms of outright pace and price, but the Porsche is unquestionably the better car. The CLK 63 Black Series is intriguing, suitably bonkers and surprisingly capable – but at close to £100K, it is neither as focused as a GT3 nor as capable on the road as the 911 Turbo. That's not to say this isn't a good car, merely that its up against some incredible competition.

The CLK 63 Black Series has massive appeal – it’s rare, it’s fast, it’s fun and it is as charismatic as any Mercedes I’ve driven. But £100,000! Phew.

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Blame management, complicated model cycles and just about every other excuse under the sun. And speaking of the sun, those countries from the land of the rising sun have been doing the medium-sized 4x4 thing since the mid-1990s. Toyota launched the Rav4 over a decade ago, let's not forget.

Only this year have we seen offerings from Europe: Vauxhall’s Antara has just arrived, and we’re still awaiting the Ford Kuga and Renault Koleos. Now VW are plugging the small 4x4 hole in their line-up with this, the Tiguan. No, not Touran or Touareg, but Tiguan.

So if you’re late to the party you bring something special, right? Well yes and no. Nothing stands out as spectacular but tardiness does mean that the Tiguan gets the latest Haldex four-wheel-drive system. The system no longer needs to register wheelspin to engage the four-wheel drive. In general driving conditions about 90 percent of the torque goes to the front wheels but it can momentarily go 100 percent rear drive.
There’s also what VW calls APA, which is short for axle parallel steering. It’s VW’s latest electro-mechanical steering that auto adjusts to compensate for crosswinds and camber, and also reduces kickback should you ever leave the tarmac.

But perhaps the highest accolade we can give the Tiguan is that with the right equipment, right colour and a nice set of wheels, the new VW will exude enough street creed to challenge the BMW X3. It’s a soft-roader you can pose in, then.

• VW is famous for platform sharing - so what’s under the Tiguan?

A little bit of everything all rolled into rolled one. The base platform is Golf, but there’s Passat front and rear suspension, Phaeton brakes, and that new Haldex four-wheel drive system.

There are two different set-ups. The Track & Field trim level comes with a 28-degree front approach angle, as opposed to other models' 18-degree one. Thankfully VW hasn’t compromised the majority for the sake of a minority: this off-road spec model looks a little ungainly. Opt for the Trend & Fun or Sport & Style trim, and the car looks better. Such names also give a clue to the Tiguan’s target audience.

• So what’s it like to drive?

There’s nothing stellar in the chassis department but it all works very well. The compliant ride is excellent, especially compared to the BMW X3. It’s even more remarkable when you consider that our test car ran 18-inch wheels. What those wheels also help to do is provide lots of grip and traction.

The steering has no feel and no real feedback, but it would be more of a shocker if such a car had any. But it means the car is stable during high-speed cruising. It also stays neutral in fast sweepers, and only under steers in tighter turns.

The BMW X3 is ultimately more entertaining than the VW, and while it’s more powerful, don't forget it’s also around £8000 more expensive.

• So if the Tiguan uses a Golf platform, does that also mean Golf engines?

But of course. Initially there will be only the 148bhp TSI and the 138bhp TDI units. The TSI unit is a 1.4-litre with a supercharger and a turbocharged, and bests the Rav4’s 2.0-litre petrol’s 143lb ft with 177lb ft from 1750 to 4000rpm. Early next year, two new 2.0-litre TSI powerplants will be added, as well as a 168bhp 2.0-litre TDI.

Our test car was the 138bhp diesel with 236lb ft from 1750rpm to 2500rpm. It’s now common-rail as opposed to VW’s old pump-duse item, and is thus quieter and cleaner. But throttle response isn’t as instant and it misses the old sledgehammer oomph that made previous TDIs such fun. If you hang on for the higher power diesel just remember that you can’t have it with the six-speed auto.

• Golf underneath, Golf interior?

It’s close, because the cabin started life as a Golf Plus. It’s fairly compact so you sit upright, but it’s still comfortable. It is a truly decent bit of kit. The (optional) leather is nicer than in a Nissan Qashqai or BMW X3. The driving position is better, the sat-nav is more intuitive, the rear visibility superior and even the fit and finish are ahead too. Fold the rear seats and the Tiguan has 1510 litres of space.
In first gear, 1000rpm equals 4.2mph – a crawler gear, almost in line with a low range transfer case. Useful for going up steep stuff, then.

• Verdict

Compromises don’t come much better than this, and apart from the slight increase in fuel consumption due to the four-wheel drive system, there’s little to fault the new Tiguan. It’s still compact for the school runs, but is beneficially bigger than the Golf Plus. VW might be late, but it’s been worth the wait.

And if you can wait a little longer VW is readying electronic dampers for the Tiguan, plus you’ll be able to spec wider wheelarches and 19-inch chromed alloys. Bling bling. There’s also an R-line bodykit coming, and - should VW see the demand - a V6 and a 200bhp+ diesel.

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Mazda claims to have reinvented the 4x4 with this new banana-coloured Hakaze concept at the Geneva Motor Show next month. It's a crossover with a twist, mixing the best bits of coupes, roadsters and SUVs, apparently. It's also, worryingly, designed to appeal to a very definite demographic: kite surfers aged between 30 and 40. Sounds like your usual concept claptrap, then...

The Hakaze is the third in a series of concept cars honed by Mazda design chief, Laurens van den Acker. Along with the Nagare and Ryuga, the Hakaze defines a new look for the Mazda, inspired by natural flow lines. Think waves, and the shape of wind-blown sand dunes. Hmm.

Sounds like another crazy concept car with zero chance of making it to the showroom...
Well, Mazda says that the European-designed Hakaze signals an interest in a 'future compact crossover vehicle'. It's desperate to launch a smaller SUV under the CX-7, since its market research shows that compact 4x4s are going to soar in popularity over the next decade.
So strip away the kite-surfing addendum (there's a storage box for your surfboard and a camera to record your mates' 'radical' moves) and show-off concept details (20-inch wheels and sand-proof switchgear), and you're left with a C-segment sized SUV which stretches to a modest 4420mm long.

There's no B-pillar and the glass roof lifts out and stores in a compartment in the rear bumper, so when you lower the four frameless windows, you can watch your mates kitesurfing on the beach.

• Enough concept car madness... Is the Hakaze a runner?

You probably won't be late to your kite-surfing lessons, because the Hakaze runs the 2.3-litre petrol turbo engine from the 6 MPS; that means that you can expect an output of around 260bhp, driving all four wheels.

Despite all the mad show-car details, it seems that the Hakaze could be a rare Mazda concept car destined for a showroom near you. Company officials promise this concept is merely a titillating concept, but there are encouraging noises suggesting something like this could make production.

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It’s a 1-series with two fewer doors. Well spotted. Two years after we first got our hands on the original five-door 1-series, BMW has given us the sportier (if only psychologically) three-door. Wheelbase, length and interior space all remain the same, but this new derivative, introduced together with a facelifted five-door, should appeal to a younger market.

BMW expects to shift 4000 in the UK this year, together with 19,000 of the original five-doors.

Not exactly radical, is it? The kidney grilles are slightly bigger, the bumpers are new front and back, and there have been some changes to the lamp units apparently, but unless you see old and new side by side, you’re unlikely to tell the difference.

Same goes with the interior changes: they’re mostly limited to new interior colors, although BMW claims to have boosted cabin quality and reshaped the glovebox area.

• Anything else of interest?

Oh yes. How about 60.1mpg? Amazing as it sounds, that sort of supermini-shaming economy is within reach of the 118d. And the petrol engines aren’t far behind: the new 118i and 120i are capable of 44.1mpg and 47.9mpg, respectively.

• So what’s the secret?

Clever engineering, that’s what. Every petrol and diesel engine gets electric power steering and Auto Stop Start, a Citroen-style system that cuts the engine in traffic to save fuel. Step on the clutch again to re-engage a gear and the engine restarts. We tried it in traffic and it works well, killing the engine but leaving you with power for the lights, stereo and air-conditioning.

Other fuel-saving measures specific to the new 2.0-litre engine in the 118i and 120i include direct injection, an electric water pump that only operates when needed and an alternator that only charges the battery during braking or when the engine is on the overrun. Unencumbered by turning all these pulleys, the new engines give around 10mpg more than their predecessors and more power too. The 118i climbs from 129bhp to 143bhp and the 120i (effectively the same engine but with a variable length inlet manifold) jumps from 150bhp to 170bhp, allied to 155lb ft of torque.
The diesel get more power too: 143bhp (up 21bhp) in the case of the 118d and 177bhp (+14bhp) for the 120d, and every engine comes with a six-speed box, including the 116i which, without direct injection or Valvetronic, now looks distinctly old-tech and, at 38mpg compared to 48mpg for the 118i, thirsty too.

Which is why the three-door car won’t be available with the 1.6, making the cheapest 1-series the 116i five-door at £16,360. The entry-level three-door is the £17,785 118i which costs £530 less than the equivalent five-door. On M-Sport models the difference is £495. Confusing, isn't it?

• What’s it feel like to drive?

We drove the £20k 120i which gets to 62mph in 7.7sec, a whole second quicker than before, and liked it. In terms of pace and excitement , it lags miles behind the Civic Type R, Focus ST and Golf GTI it competes with on price. But it feels brisk, composed and fun, in a grown-up sort of way.

The electric steering loses a little in terms of feel but also the oppressive weightiness that characterised the old rack at really low speeds. There’s so much grip at both ends that you soon give up trying to coax the tail out and concentrate on pointing the 120i neatly through corners.

• Any clues that I’m in the three-door from behind the wheel, apart from the obvious of course?

Nothing significant in terms of the way it drives, but the front doors have sexy coupe-style frameless glass and the rear seats come with a storage space in the centre of the rear bench in place of the usual cushion, reducing the number of people you can carry to four.
But since the wheelarch intrusion resulting from the One’s cab-backwards layout makes it virtually impossible to carry three anyway, it’s no great loss. But if you really want the normal full bench you can have it at no extra cost.

• Verdict

Still absurdly expensive (and prices have risen fractionally) and still, to many eyes, uglier than a troll with leprosy. But the addition of a three-door model certainly increases its appeal and it's hard to argue with the brilliant engine line-up.

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A new engine for the ubiquitous 3-series? A new body too. This is the coupe version of the 3-series saloon that hit showrooms in 2005. But BMW wanted to create a big bang for the launch of the two-door, so it decided to unveil its new twin-turbo straight six at the same time.

Wasn't BMW a pioneer of turbocharging road cars? Buick and Chevrolet got there first in the 1960s but the 2002 Turbo was the first of its kind in Europe and BMW used knowledge gained on that project to take Nelson Piquet to the 1983 F1 championship. His Brabham used a blown 1.5-litre BMW engine that would go on to kick out a monstrous 1500bhp in its ultimate form.

The company's last dalliance with petrol turbo road cars was the Europe-only 745i, which used a turbocharged six to provide the performance of a much bigger engine after BMW decided to shelve its V12 project in the 1970s. The new 335i follows a similar thought path.

Why haven't they just stuffed a V8 in there? I hear the next M3 will have one.
Because dropping a V8 from the 5-series into the Three would have added an unacceptable 70kg to the kerbweight - almost all of it over the front wheels - and developing a special lightweight engine like the next M3's would have cost big Euros.

• So what's this big six like?

The first thing you notice is how un-turbocharged it feels. Things start happening the moment the clutch engages and the 295lb ft maximum is on hand by 1300rpm and remains available all the way to 5000rpm. So there's no tantalising wait for the boost to cut in and the 335i feels savagely fast everywhere as you'd expect of a relatively small 300bhp car and even does 30mpg on the combined cycle.
But while the performance is far more usable than an M3's, the flat torque curve, the direct-injection clatter and the lack of athleticism over the last 1000rpm mean it's nowhere near as exciting.

• So it's not the cut-price M3 some were hoping for?

No, it's more of a refined GT, and being a proper four-seat coupe, it's more practical than rivals such as the new Audi TT. The chassis is great but it's not M3 hardcore and the lack of a limited slip diff means the 335i is no drift machine.

But in its defence the 335i was never meant to be an M3: that's what the M3 is for. Instead this car bridges the gap between the M3 and the rest of the coupe range which will eventually include a 2.0 fourpot as well as the 2.5 and 3.0 petrol sixes and 3.0 single- and twin-turbo diesels.

• And what's the rest of the car like?

Better in the metal than the pictures suggest but, as with most modern BMWs, it needs bigger wheels than the standard, weedy 17-inchers to really show off those muscular arches.
The small wheels help retain some civility over bumps though. We've yet to try an 18-inch-shod car but we've heard bad things about the ride quality. And we're inclined to believe them given our experiences with a long-term 330i Touring on the big wheels. We'd avoid the optional active steering (the standard setup offers far more feel) but probably go for the brilliant six-speed auto box, as will most buyers.

• Verdict

Not the cut-price M3 some were hoping for, but a great four-seat GT coupe and the best-looking of the current 3-series range we've seen so far. Only problem is the 335d won't be far behind on the production line. It should be just as fun but a whole heap more cost effective to run.

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The new Ford Kuga the concept, the design sketch, the wait. Is this finally the real thing?
Yes it is. After a concept car, and then sketches of the production car, this is the real production car. And it will be unveiled at this month’s Frankfurt Motor Show, alongside the Verve concept (the next Fiesta).

The Kuga will be made at Ford’s Saarlouis plant in Germany, but won’t go on sale in the UK until May 2008. But don’t fret, because in that time this car’s rather stunning looks won’t change one bit.

The Kuga still looks rather different from the Iosis X concept though? That it does, but were you really expecting it to look the same? Then again, when the looks of your competition don’t exactly set the world alight then Ford could well be laughing all the way to the bank with its Kuga, and sell more than its predicted 60,000 per year.

But Ford is very late to the SUV party, with offerings already available from the Japanese (Toyota, Honda, and Nissan). The Europeans have also recently got in on the act with Vauxhall’s Antara, VW’s Tiguan, while Renault say there is a 90 percent chance that a production Koleos will appear at Frankfurt. And that’s not forgetting the PSA twins, the Peugeot 4007 and Citroen's C-Crosser.

• What about inside?

A mix really. The centre console’s seven-inch screen is closely related to the unit found in the Ford Mondeo, S-Max and Galaxy. However, being Focus-based the Kuga retains a somewhat boxy-feeling interior.
But to liven it up you can spec – at cost of course – the iPod white trim, orange piping and panoramic roof of this car. On the outside that white paint job and 19-inch wheels are also cost options while, on a more practical note, the car has a split-folding tailgate.

• Cougar or Kuga?

Kuga, as in 4x4, not the dire Mondeo-based coupe of the 1990s. And the Kuga will definitely be a 4x4 here in the UK. Continental buyers can pick between two or four-wheel drive, depending upon engine choice. The Kuga is on the C1 platform that underpins the Volvo S40/V50, so uses the Swedes' four-wheel drive system with front-drive most of the time and drive sent rearwards only when traction is lost. Expect the Kuga to be very closely related to Volvo’s forthcoming XC60.

• And if I’m enjoying being behind the wheel, will I enjoy putting my foot down?

The Kuga to be shown at the Frankfurt Motor Show comes with Ford’s 134bhp 2.0-litre diesel and a six-speed manual ‘box. No further details have been released but CAR can reveal there will also be a 2.0-litre petrol and the five-cylinder unit from the Focus ST. A hybrid Kuga is also on the cards.
But whatever fuel you use the exhaust gases will exit through twin tailpipes that are flush with the diffuser. Just don’t expect the rear diffuser to have the same effect it has on the Ferrari 430 Scuderia. Expect the Kuga range to start from £18,000.

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The Mercedes C63 AMG estate looks nice. That is does, being better resolved and more understated than the saloon. But don’t for one moment let the big boot fool you, because this car has 451bhp and 443lb ft.

The C63’s 6.2-litre V8 is a great engine and it will rocket Mercedes’ latest load-lugger from rest to 62mph in 4.6 seconds.

All that power is transmitted to the road by AMG’s Speedshift Plus 7G-Tronic gearbox. It comes with steering wheel paddles and you can also choose between three driving modes: Comfort, Sport and Manual.
On the Continent prices will start at €69,853 (£47,115) so expect it to be £50k by the time it reaches UK shores at the beginning of 2008.

• Any other goodies?

Standard spec includes 18-inch wheels, though 19s are an option. But our only complaint about the C63 AMG saloon was the overly hard ride, so the wife, children and labrador may not be too happy with the bigger wheels.

The front axle is lifted from the CLK Black Series, and there’s also a three-stage ESP system.
‘But I’m a practical man,’ Then fear not, because like the regular C-class estate the boot is full of rings and hooks, plus a collapsible crate to hold your shopping while the Easy-Pack tailgate opens and closes at the touch of a button.

The C63 AMG estate can also hold 485 litres, or 1500 litres with the rear seats folded. That’s 15 and 146 litres bigger respectively than the old C55 AMG estate, and comfortably more than the current RS4 Avant. But with that car due to retire soon, and BMW yet to confirm a M3 Touring, the Mercedes seemingly has the compact premium super-estate category to itself.

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An M5 with a massive boot - sounds win-win to me. It is, almost. The anomalous M5 Touring is M-division chalk to the M6 convertible's cheese. Both have the same 500bhp V10, yet that the M5 looks absolutely stunning and completely purposeful only serves to emphasise the M6's excesses.

But the touring is not perfect, suffering from exactly the same technical frustrations as its saloon namesake, namely the mind-boggling array of set-up choices available.

• But isn't choice a good thing?

Yes, but you can have too much of a good thing: three damper settings; traction control that switches between on, off and not-quite-off M mode; three seat settings which squeeze you into the chair ever more aggressively; and a power button to sharpen throttle response and unleash all 500bhp.

• Hold on, so you have to tell it to use all its power?

Correct. Otherwise the M5 makes do with a mere 400bhp, so make sure you don't forget to hit the power button if you're going uphill and the boot's full.

Talking of which, it would take a shopping spree of Paris Hilton proportions to get anywhere near filling the boot, which at 1650 liters is almost big enough for a grand piano (though you may have trouble playing it).
But I wasn't quite finished on the options - the seven speed SMG gearbox has no less than five modes, ranging from soft shifts at low rpm to aggressive jolts at maximum attack in both semi-manual and full automatic. You can, however, save all your preferred settings through iDrive and activate them through the M button on the steering wheel.

There's still no manual available in the UK though, and there probably never will be after the US-only M5 stick shifter turned out to be a proper pig's ear. BMW only released it to appease the yanks, too, which goes to show that the customer isn't always right.

• So how much will all this space and power cost me?

Let's not mess around, parsimonious it ain't, and coupled with the seventy grand plus you'll pay once you've specked it up a bit, running costs as gargantuan as its luggage area will lighten your wallet, for sure.

But things could be worse, given the Touring's genuine dual-identity as performance car and load lugger. Take the supercharged Range Rover Sport, which is nowhere near as practical and even further away from a track day toy, but which returns less at the pumps than the Touring and churns out more CO2 emissions.

Still, at 18.8mpg and 361g/km, the M5 Touring's stats betray its massive ground covering capabilities.

• Ok, so let's talk performance then. What's it like to drive?

Once you've got your settings in order, the M5 Touring is as composed and quite frankly superb as the saloon; a true superlative generator. But only in the right situations.

Going back to that SMG 'box, with all its available options it plays a massive part in the feel and character of the car dependent on what you're doing. Through heavy traffic, for example, it's best to use a softer setting to make progress smooth and fuss-free. However, find a gap in the traffic, floor it, and you'll find yourself waiting for what seems like an eternity before the 'box composes itself and gets you going again. Technically that would be your fault for being in the wrong mode, but it's an easy mistake to make.

And that's a problem, because where a Mercedes V8 would be always raring to go, the M5 is too docile at times and just doesn't feel special enough in moderately heavy traffic. Still, a 0-62mph time of 4.8 seconds and a top speed limited to 155mph tell you it ain't no slouch.

• So it's frustrating, but what about on my favorite back road? Surely it's the business there?

You're right. The M5 Touring feels instantly at home on a twisty back road, feeling seriously quick, if hellishly thirsty. From its clattery idle the engine comes alive with induction snorts, soaring revs and aggressively blipped down changes. Peak power comes in at 8250rpm and its 384lb ft peak torque at 6100rpm, which gives you a positive indication of the Touring's revvy character.
Push hard and the M5 gently and predictably under steers, although a couple of down shifts through the sequential 'box and a heavy right foot will get the tail out in a remarkably predictable manner for such a big car. It's best to use the stick through sharp corners because the paddles turn with the wheel.

The steering feels meaty and linear, and even in the wet, front end grip is staggering. In its softest setting the ride is still noticeably stiff, but the hardest setting is probably too crashy for most roads.

• Verdict

We've always been big fans of the M5 saloon and the extra boot capacity only adds to its appeal. Perfect it's not - the horrendous 15mpg thirst could bankrupt you and the SMG box's jerkiness at parking speeds can be a pain - but if you like your load luggers to have a mean streak, the M5 Touring fits the bill.

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Ever happy to play the powerful saloon game, Audi is continuing to shoehorn enormous engines into docile saloons, this time in the form of the forthcoming RS6.

We caught the RS6 on a thrashing around the Nurburgring back in April, and today's sighting appears to show that Audi is nearing the finished product.

• So remind me, what’s in store for the RS6?

The majority would argue that the S6, with 429bhp, is powerful enough, but Audi doesn’t seem to agree. Two ultra-responsive turbos will be added to the Lamborghini-derived 5.2-litre V10 from the S6, resulting in an eye-watering 530bhp.

The turbos will make sure that the RS6 isn’t short of twist. The smaller turbo will be tuned for low-revs response, while the bigger blower takes over at higher engine speeds for overtaking wallop. No definitive figures are out yet, but the V10 should be good for at least 500lb ft. That means blistering acceleration in any gear and a BMW M6-rivaling 0-62 dash of around 4.5 seconds and a 155mph top speed. Limited by electronics, naturally.

Sounds pretty inviting, but the S6 was a bit of a lukewarm letdown
True, but the S6 featured a detuned version of the Lamborghini V10, whilst the RS6 is going all out for hell-raising power. Quattro, Audi’s in house tuning division, is responsible for making the RS6 as nutty as it is, so judging by recent experiences in cars like the RS4, our hopes are set higher this time round.
Naturally, the RS6 will put the power down through all four wheels, and torque will be biased 60:40 to the rear of the car, to make for a more involving driving experience.

• Surely the RS6 is getting more than just oodles of power?

It sure is. Audi is working on a range of tweaks to reign in that grunt. Hefty carbon ceramic brakes lurk beneath the wheels and there are numerous improvements to the chassis, suspension and aerodynamics designed to improve road holding.

An improved version of the adaptive magnetic damping system from the TT will suspend the RS6, and we hear there will be a rear diffuser to stick the car to the road plus tweaked, ultra-responsive steering.

The disguise on this car was minimal when it was snapped testing in Germany, so this suggests that this Audi hotrod isn’t far from finished. The RS6 is likely to arrive in UK showrooms next year, but expect to see the finished product at the 2007 Frankfurt Motor Show in September.

Naturally, there will be an Avant version, designed for the speed freak with a family. The RS6 should start at around £65,000 when it reaches forecourts, so it isn’t cheap. Let's just hope it provides the thrills to match the price tag.

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So this is Merc’s answer to the new BMW M3. Got it. Hot C's have long been part of Mercedes' line-up, but none has had us quite as excited as this, the C63 which as the name suggests, gets the big 6.3-litre V8 from the car right at the top of Merc's range, the CL63.

It’s worth pointing out that while Audi and BMW have only just got around to slotting V8s under their cars’ bonnets, Mercedes has been at it for years starting with the C43 back in 1997. The C63 doesn’t go on sale in the UK until mid-2008, but when it gets here it will only have the M3 to beat as its other obvious rival, the Audi RS4, is about to die and won’t be replaced until 2009.

• How will I spot it?

Try the flared whee larches, new front and rear bumpers, quad exhausts, twin bonnet power domes, rear diffuser or wing vents. And if you get close enough, peek through the window at the unusual sports seats that look like they came out of an ’80s 911, the leather-wrapped wheel, rubber-studded aluminum pedals and SLR-style silver instruments that look great but aren’t that easy to read.

Any way you look at it, this isn’t your usual sober-suited Mercedes.

• So run me through the highlights

That 6.3-liter V8 is the same one you’ll find in the CL63 but detuned slightly to deliver 451bhp and 443lb ft of torque. So it trumps the new M3 to the tune of 37bhp and a gigantic 148lb ft.
It drives through a tweaked version of Mercedes seven-speed auto with three modes: Comfort (typically Mercedes smooth up shifts, reluctant down shifts), Sport (30 percent quicker shifts, blips on the way down) and Manual, which swaps ratios in half the time needed in Comfort mode.

• So it's not slow then?

Not unless your regular car is a top fuel dragster. The new M3 does 62mph in 4.8sec but Mercedes says the C63 will hit the same benchmark in 4.5sec, so reckon on nearer 4.0sec dead to 60mph.

And even that doesn’t fully illustrate how rapid the C63 feels, particularly above 100mph. Any gearbox snobs out there need to know that the auto ’box works really well, Sport mode being enough for day-to-day stuff and manual the right tool for when you really want to have some fun.

• But it’s whipped in the bends, right?

Wrong. Unlike some rival cars the C63 comes with no buttons to change steering or suspension settings, although if you think the standard car isn’t going to be hardcore enough or expect to be doing a lot of track work, you can specify tauter suspension, bigger brakes and wide 19-inch tires when you place your order.

But even the standard 18-inch wheel car is a delight. With ESP set in Sport mode, every deviation from the straight-ahead as you turn the wheel results in a three-way conference call between accelerator, throttle and rear suspension. The steering retains the standard car’s 13.5:1 ratio but the rack is repositioned, the front track is 35mm wider and the brakes are serious: six pots up front, four pots at the back and full of feel.

Switch ESP out altogether and it’s an absolute riot. The RS4 doesn’t really do over steer, at least not in the dry, and the M3 needs more provocation than before to perform. But the C63 has the torque and balance to let you play all day, if sliding is your thing.

• It’s sounding like a full five-star car

Factor in the expected £50k price and, yes, it looks like the C63 has it all sewn up. But there is a niggle and it’s to do with the way the C63 deals with lumps and bumps. Traditional Mercedes customers won’t like it. Even the M3 rides better.
While it’s easy to get carried away applauding Mercedes for not fitting gimmicky buttons to change the suspension sittings, Porsche proved with PASM on the GT3 and RS just how useful such systems can be. It's the one chink in the Mercedes Armour.

• Verdict

The C63 is a great car – and for all sorts of reasons we weren’t expecting. It’s agile, has great brakes and steering, the auto gearbox works well and it’s even good value for money. On top of that it’s blisteringly quick, but then you knew that already.

This is an AMG you need make no excuses for and it could just be the best sports saloon on sale. We'll be hunting down a group test with its rivals soon to deliver the definitive verdict on that one...

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Jaguar is desperately trying to fast-forward into the future with its new XF, and leave behind the brand's pipe 'n' slippers image that has so damaged sales in recent years. And what better way to dump the old-world image than axing the conventional gearstick?

Today we can bring you the first definitive proof - an unobscured photo of Jaguar's radical new selector.

In place of a conventional gearstick comes an alloy dial reminiscent of BMW's iDrive controller, which pops up about three-quarters of an inch when the ignition is turned on. The driver twists it to change gear on the six-speed ZF auto, and the P, R, N, D or S indicator above lights up to show which gear is selected. A red start button sits prominently above the gear selector.

Below the dial on the alloy plate of the JaguarDrive Selector are four buttons to control the traction and stability control, plus 'Sport' mode signaled by a chequered flag and Jaguar's ASL speed limiter. Finally, an electronic parking brake button nestles near the armrest, absent on this prototype.

• So will other models get JaguarDrive Selector?

You bet. The next car to get the rotary dial gear selector will be Jaguar's XK coupe and cabriolet, but probably not until that car's face lift. It was only launched in March 2006, so mid-life revisions are still more than 18 months away.
Our spies have had an early peek inside the face lifted XK and, while inconclusive, it does look as if there is no conventional gear lever hiding beneath the disguise on this early prototype we caught testing. The next XK and XJ saloon, which share the ZF auto, will definitely get the new transmission device; only the X-type, which will be face lifted later in 2007, will miss out on the new selector.

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After the rapturous reception given to the brilliant new RS4 we've got high hopes for the S6.
As well you might. All the ingredients are there: V10 Lamborghini engine, grippe Torsen four-wheel drive transmission, special 19-inch rims, four tailpipes and various S6 and V10 badges dotted around. There are even daytime LED lights mounted beneath the headlights - one for each cylinder to let people know you're driving something special.

But you have to admit it looks like Audi has save the best stuff for the RS6.
Yes, even with those tweaks, the whole is so subtle that the chances of being mistaken for a 3.0 Tdi are not small. The V10 has been detuned from the 450bhp it makes in the S8 to keep the marketing men happy too. When the RS6 arrives it will do so with a twin-turbo version producing over 520bhp and probably get to 62mph nearly a second quicker than the 5.2sec it takes the S6.

It will also come with massive wheel arches even bigger than the S6's 14mm flares, and the clever Dynamic Ride control system from the RS4 and the old RS6+ that connects diagonally opposing dampers so the car doesn't bounce along the road like this one. But then the S6 costs £55,375; the RS6 is likely to command a £10k premium.

• You say detuned but this thing is hardly slow.

Far from it. Sixty-two rocks up in 5.2sec and the fun doesn't stop until you've slammed into the obligatory 155mph limiter. Making the engine work with a conventional auto 'box (the Lambo uses manual and sequential manuals) meant dropping the rev limiter to save the torque converter and the noise is a bit subdued. In fact the whole experience of planting your right foot is surprisingly low key: exciting, unless you've driven an M5 or E63.

• What about that 60:40 torque split? Is this the end of under steering Audi's as we know them?

Fear not, Audi has managed to stop things getting too fun. In fact it's a lot of marketing guff really - more fun than old hot Audi's but not as good as the new RS4. Although you can sense the torque split changing in certain conditions, it never feels remotely rear drive on the road to most drivers. You're certainly never going to find yourself drifting out of damp roundabouts even if my brochure says it can send up to 85 per cent of its torque to the rear wheels. The steering is more direct than on lesser A6s and it's great in wet weather, although disturbingly tubby. The saloon weighs 1910kg and the Avant 50kg more.

• But at least I can expect the usual fine Audi attention to detail inside?

Certainly can. The cabin is as beautifully trimmed as every A6 and then some: tasty carbon trim on the dash, beefy Recaro seats that, although not as bucket as the RS4's, are much more comfortable and far less likely to break after a year of buttock-brushing. Buyers are saved from the horrible flat-bottomed RS4 wheel too whose plastic section makes it feel like a kids toy. Ride apart, this cabin is one of the nice places to while away a motorway journey we can think of.

• What else is in the pipeline?

As you'd expect, there's an estate version too, and that's the one we'd recommend. The Avant bodywork adds an extra 50kg but that negative is more than outweighed by the extra practicality - and desirability - of the five-door shape.

• Verdict

If you were looking for M5 excitement you're probably better off waiting for the turbo's RS6. It will be faster, more fun and a lot more likely to get you noticed. But as an inconspicuous means of traveling very fast - if not particularly comfortably - with your entire family in tow, the S6 makes the cut, particularly given its favorable pricing.

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This Ocean Drive concept car is basically an S600 S-Class that's been decapitated for show goers' delectation.

That's right - this is a four-door luxury convertible fit, as its name suggests, for cruising along an ocean boulevard. There's luxurious space for four, Mercedes Airscarf heating system gently warming passengers at neck-level to keep them snug on chilly evenings.

• Ok, so how different is the Ocean Drive?

Think S-Class with a smattering of high-tech jewelery. The outside is distinguished by LED headlights glowing with two inverted C's and ritzy 36-spoke high-gloss alloys.

Unique two-tone paintwork distinguishes the Ocean Drive and the doors are frame less, leaving a seamless profile with the roof down. That grille is a third bigger than a regular S-Class's, too.
Inside? The door capping's and roof compartment box are topped with maple and there's a champagne cooler, obviously.

• Is it a runner?

Oh yes. The Ocean Drive has a 517bhp twin-turbo V12 under its long snout. And this car is l-o-n-g: 5293mm long, to be precise - and that canvas soft-top covers a marquee-like 3.2sq m.

However, don't go thinking that this car will make it to a Mercedes showroom near you. This is a style statement, sources say, although a two-door CL cabriolet could be on the cards. And it does look rather like a Maybach, don't you think?

Let us know what you think by clicking on the Add Comment button below.

Tim Pollard

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It looks like a Porsche, it's rear-engined like a Porsche. But it's not a Porsche. It's the Artega GT, designed by ex-Aston Martin designer Henrik Fisker. We first saw a mocked-up model of the GT at the Geneva Motor Show earlier this year. Frankfurt saw the unveiling of the first running prototype.

• So what engine has it got?

It’s the 3.6-liter V6 from the Volkswagen Group, which is in everything from the VW Passat 36 to the Porsche Cayenne Hybrid. And it’s slung out the back just like in a 911.

• So what will it do?

There are no definitive figures yet but Artega reckons that with an estimated kerbweight of 1100kg the GT will reach sixty in under five seconds. That time is surely helped by the standard DSG gearbox.

• What else should I know?

It’s fairly tiny. It’s 391mm shorter and 125mm lower than a Cayman, though it’s a little wider.
There’s still enough decent room inside though, and the dash has had an update since Geneva. But the VW parts still show through, including the air vents and Golf GTI steering wheel.

The Artega GT is £43,150 plus local taxes, and first deliveries are slated for the middle of 2008.

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Mitsubishi Evo X: After years of concept cars and teasers, Mitsubishi today finally showed the production version of the new Evo X.

This is a company that just loves to drip-feed information - and even this car is called an 'exterior design study'. But company officials make no bones about it: this is the finished car that goes on sale next year.

• Whet my appetite - how powerful is the new Evo?

There is still no full mechanical spec on the car since we last saw the Prototype X concept at Geneva, itself one of a string of Evo concepts. But the production car is known to feature the latest four-wheel drive system (dubbed S-AWC2) and a new 2.0-liter four-cylinder engine developing around 290bhp.

The UK market is preparing to offer tuned versions, as with today's Evo IX. The Evo's turbocharged engine is easily tuned and the barmiest official iterations have topped 400bhp; unofficial tuners have doubtless tweaked the boost even higher.

• Right, so they've issued some teaser photos and no new information?

Essentially, yes. The only nugget of information we've picked up is that the UK has changed its mind on the transmissions; instead of taking only the new six-speed automated, DSG-style manual transmission, it will now offer a proper manual option, too. Around a fifth of buyers are expected to take the stick-shift.
Mitsubishi has dragged the Evo's launch out, probably since it's the brand's only model to make big headlines. The company is slowly turning around its business after the disastrous split with DaimlerChrysler a few years back, and new products like this slicker, more grown-up Evo, the radical i city car, and new commercial deals with PSA to co-build off-roaders suggest the company is well on the road to recovery.

The company today announced its annual results and it's in the black for the first time since 2002. However, global sales fell in 2006 by 8 percent - despite a 6 percent increase in Europe.

• The new Evo looks a lot slicker

It certainly does. The X is more grown-up and Mitsubishi acknowledges the time has come to move the Evo away from its baseball-hat and in-yer-face roots. So this time, it is edging upmarket - officials even whisper about rivaling German premium brands.
That's some boast, and in all likelihood a pipe dream. But the Evo is certainly growing up and that can only broaden its appeal.

• So when can I buy the Evo?

When will we finally get the full lowdown on the Evo X? Not until August, when we finally get to drive the car, ahead of its official debut at the Frankfurt Motor Show.

British buyers won't be able to buy one until next March, nearly a year away. The wait continues...

Tim Pollard

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Gallardo Spyder in the UK? Does that mean leaky roof and just too damn unwieldy for our streets? You're way off target. A lot of cars simply don't translate to the UK. You drive them on (smooth, sunny) foreign roads and they make perfect sense, only to fail spectacularly when they arrive on our not so sunny and not very smooth shores. So it's a pleasant surprise that the Gallardo Spyder - £131,000, 520bhp and 197mph - works so brilliantly in the UK.

For a start the new roof is a work of art. To raise it, you press a button beside the gearknob and it sounds like a stairlift has sprung to life behind you. The entire rear deck lifts up to allow a brief glimpse of the engine, as the roof is unfurled from a tiny chubby behind the seats. It then folds down and clicks perfectly in place to create a solid (and watertight) seal with the windows. The movement takes a shade over 20sec which should just beat the traffic lights and save you from a soaking.

With the roof up there's substantially more noise than in the coupe, but that's only to be expected. It may be snug, but the Spyder is by no means uncomfortable. The cabin borrows from the flagship SE version of the Gallardo, which means bright colors and carbon fiber trim. The major controls have been pinched from the Audi A8 which means they all work and the driving position (behind a brilliant suede wheel) is spot on. So it's comfy, leak-proof and semi-practical.

Okay, but that's of little use if you're going to get stuck every time you enter an NCP…
It may have a mighty presence but the Gallardo is 169mm shorter than a Ford Mondeo and only 100mm wider, so it's easy to weave down our narrow roads. Parking is another matter. That wedge profile looks incredibly sexy but makes reversing an almost spiritual experience. The optional parking sensors and rear view camera are essential to avoid a call to the body shop after every spot of parallel parking.

• Come on, what's it like to drive?

Lamborghini has strengthened the Gallardo's space frame chassis around the windscreen pillars and rear bulkhead to boost rigidity. As a result the Gallardo feels very stiff on all but the bumpiest roads, when the body starts flexing a little. It's an impressive feat of engineering, especially when you bear in mind the amount of power (520bhp and 376lb ft of torque) is being channeled through the chassis.
The underpinnings are from the Gallardo SE. This means the Spyder benefits from sharper steering, revised damping, an extra 27bhp over the 'standard' Gallardo and revised gear ratios to sharpen performance. The result is an immensely quick and capable supercar that's easy to exploit on UK roads. The damping can be caught out over a series of bumps but generally it keeps the body firmly planted to the tarmac. The engine is epic, not just in its linear, relentless power delivery but in its soundtrack. When the butterfly opens in the exhaust nothing, absolutely nothing, comes close to the ferocity of its noise. It's shrill, angry and just a little bit scary.
The weak link is the steering. It stops the Gallardo from really coming alive, due to the lack of feel. It doesn't meet the same high standards set by the Gallardo's chassis and engine.

• Anything else?

The manual gearbox looks and feels the business but is a little cumbersome for quick changes. CAR Online recommends opting for the E-Gear semi-automatic gearbox over the manual. It's lightning quick and easy to use and allows you to devote your full attention to the rapidly approaching scenery.

• Verdict

The Gallardo Spyder is not just one of the best looking cars in the UK, it's one of the most beautiful on this planet. Very few cars can match its enormous presence, or the desirable mix of German engineering and Italian style. And its soul – that howling, urgent V10 – is enough to make any man weak at the knees. The Gallardo Spyder is sensational.

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Peugeot seems to have happily vacated its place at the top of the hot hatch pile in recent years. What’s the 207 GTi going to do to change our minds?
Make the competition look expensive, for a start. We thought Vauxhall had pulled a canny trick when we learned that the 189bhp Corsa VXR would cost £15,495, undercutting Renault’s Clio 197 and the Mini Cooper S by £500. But now Peugeot has pulled the rug from under Vauxhall by offering the 207 GTi for £14,995.

• What’s the difference between the GT and GTi?

About 25bhp and £600. Both use the same 1.6-litre engine co-developed with BMW for the new, new Mini; both use twin-scroll turbochargers and develop the same 177lb ft of torque. But the GT makes do with 150bhp while the GTi enjoys 175bhp.

That still doesn’t sound like much to propel a tubby 1250kg hatch, not when the Clio has nearly 200bhp and the Corsa 189bhp. But Peugeot still claims 6.9sec to 62mph, so it’s just as swift on paper as its rivals.

• So what’s it like?

Comfortable, quiet and easy to drive in traffic. The steering is light (too light) for all those nasty parking manoeuvres and the sporty-looking seats don’t prevent adults fitting comfortably in the back. The standard-fit air conditioning (it’s a £600 option on the Cooper S) hums away quietly keeping you cool and the clever turbocharged 1.6-litre four delivers an astonishing 39.2mpg on the combined cycle (although the Cooper S parries with 40.9mpg).
It looks the part too, what with those chunky tailpipes and alloy wheels. But the enormous chrome wing mirrors are truly horrific.

• Err, I meant what’s it like to drive? Hot hatches are still for driving, aren’t they?

So there are a few of you left who actually like driving? Goes against everything manufacturers have been telling us. Well, it’s not entirely without merit just in case you thought I was about to give it both barrels. The engine is brilliant, feeling far more like a big naturally aspirated four than a small blown one and it makes mincemeat of the Clio in the low- to mid-range. Boost comes in at very low speeds, there’s no lag to speak of and it keeps on pulling right up until the 6500rpm limiter.

Offering just five gears when all rivals, including the Mini which uses the same engine, offer six seems an odd choice and we were skeptical, but it works well because the engine’s torque is spread so evenly throughout the rev-range. Shame the gearchange is that typically sloppy Peugeot affair. You can change gear incredibly quickly, but only if you’re accurate.

The steering is similarly irritating. Unlike the gearshift, it is accurate, but that’s its only trick. Peugeot has embraced electric steering for its fuel-saving benefits and other manufacturers are following suit. But while it weights up subtly, it just isn’t as satisfying or as convincing as an old-fashioned gas-guzzling hydraulic set-up.

And that’s a shame because the chassis itself is pretty good. The low speed ride is brittle, certainly more so than the Corsa VXR’s, but as speeds rise the Peugeot-designed dampers make a great fist of reigning in unwanted body movements and isolating the cabin from angry tarmac. There’s not much in the way of lift-off action and certainly nothing nasty to catch you out, but you can at least tuck the nose in with your right foot.

• But is it as good as the 205 GTi?

One day I’ll drive a new fast Peugeot and someone won’t ask me that question. But I can’t see it happening soon. Anyway, depends what your criteria is. The 207 is quicker, more refined, quieter, roomier, friendlier at the limit, better built, packed with kit, doesn’t kangaroo in traffic and is far safer. I dread to think how many NCAP stars a 205 GTi would get - but it certainly wouldn’t match the 207’s four.

Stuff like that matters to the modern hot hatch buyer. But if you’re talking steering feel, throttle response and proper throttle-steering, the 205 walks it. Driving the original, you’re reminded how fun it is but also how unacceptable it would be to someone stepping out of a hot 207.

So when the more powerful one coming? Sounds like there’s room for a quicker version 207
Peugeot has already developed a kit boosting the 1.6 turbo to 200bhp, but hasn’t given it the green light for sale because it’s not sure it can bring it to market at a reasonable price.
No such concerns over at BMW. Essentially the same dealer-fit kit will be available this year, but then Mini owners seem happy to spend absurd amounts of money on their cars. And we can’t imagine many people wanting to splash out £20k on a Peugeot 207.

• Verdict

Forget about the 205GTi and 306 Rally; sadly for lovers of hardcore hot-hatchery, those days are gone. So rather than judge the 207 GTi against its predecessors, the more relevant question is whether it’s a good example of a modern hot hatch and better than its current rivals.

And it is fast, it is capable and it is refined, requiring no compromises to use day to day. But surely there’s more to a hot hatch than that. Good car, but not the car we’d hoped for.

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It’s the new Mini. But you’ll have to be a real geek to spot the differences. If you really want to know it’s a bit longer, and the bonnet is a bit higher for crash and pedestrian protection regulations. Oh, and there’s a new engine nestling under the hood. Throw in a revised interior, some chassis tweaks and a few other details and it’s a ‘new’ car.

• So you’re basically saying it looks the same…

You can’t really blame Mini for keeping the styling so similar. After all demand has been so high the production line has been playing catch up since sales started in 2001. What has always been mildly embarrassing about the outgoing car though is its engine. Built in conjunction with Chrysler, in a deal that the ink dried on before arch rival Mercedes-Benz jumped into bed with the American firm, the 1.6 unit was never the Mini’s strong point. The new 1.6, naturally aspirated in the Cooper, and turbocharged, rather than supercharged, in the Cooper S is another shared effort - this time with the French PSA group.

• So is the new engine any good then?

That depends on your viewpoint. Some might complain that the new Mini has lost some of its character. If for character you read poor refinement then yes, it has, being far less raucous than the old unit. The throttle response is crisp, and although it’s got a turbo it’s rarely caught off boost. The twin-scroll turbocharger allows the 1.6-litre engine to deliver peak torque of 177lb ft between 1600 and 5000rpm. And there’s an overboost too, delivering 192lb ft when really charging hard. Peak power of 173bhp is delivered at 5500rpm. That’s more than the old Cooper S, allowing an improved 0-62mph time of 7.1 seconds, and better combined consumption and CO2 emissions figures of 40.9mpg and 164g/km respectively.

• Enough talk about consumption and emissions. Is it fun?

Oh yes. The Mini might be more refined, and a tiny bit more spacious but it still remains highly enjoyable. The steering is precise, if not exactly loaded with feel, the long-throw six-speed gearshift is crisp, and the handling is as sharp as ever. Sure, there’s understeer on offer if you’re overly keen on corner entry and brutal with the accelerator, but you really need to be trying to provoke it. Keep things clean and tidy and the Cooper S is a rewarding, involving drive. Overall, it’s undeniably a more mature feeling car, with refinement and comfort that’s quite a step up from its predecessor.

• Comfort? Refinement? Has the Mini sold out?

Don’t worry, it’s still enjoyable, just in a slightly different way. What’s impressive is the way that the Mini is now a car that you’d happily tackle a long boring drive in, as well as a backroad blast. The suspension is far better judged, the standard set up on the Cooper S giving it real fluidity and poise, and a very nicely balanced ride. There’s a bit more body roll, but it’s a far more rounded car as a result.

If that all sounds too soft for you then Mini also offers a Sport Chassis. It brings thicker anti-roll bars and stiffer dampers and springs. It’ll be quicker around a track, but compromised on the M25. It’s just one of a huge number of options that will allow you to personalise your Mini.

• Verdict

Some might bemoan the slight loss of character with this new car, but it’s a well-judged new model. It’s a fair bit more refined, but still a hoot when the mood takes you. So it’s bound to appeal to existing, and inevitably aging, early adopters of the original New Mini, while still enough fun to attract new buyers. That it looks much the same is no bad thing, as sales haven’t exactly been a problem with the outgoing models.
In many ways it’s like when Porsche reinvent the 911. There will always be doubters, but ultimately they’re always won round.

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Fiat is finally resurrecting the sporty Abarth badge for a Grande Punto hot hatch, unveiled at the Geneva Motor Show this week – and aimed squarely at beefed-up supermini rivals such as the Fiesta ST and Skoda Fabia vRS.

Discreet, it ain’t. The new model is coated with chunky Abarth badges and bright-red, go-faster stripes, all bearing the name or trademark scorpion logo of the historic brand.
Looks a bit meaner than the standard Grande Punto.
It certainly does. It has sharper lines than the already handsome Grande Punto and a gaping grille clad with mesh. The nine-spoke, 17-inch alloys suit the design and house luminous-red Brembo callipers.
The rear design is smooth and clean, so long as you can live with the slightly boy-racer darkened rear light clusters.

• What’s it got under the bonnet?

This is no Renault Clio challenger – not yet, anyway. The Grande Punto Abarth comes with a 1.4-litre engine, which might not sound like a lot, but Fiat has taken the liberty of bolting on a Garrett turbocharger, which results in a healthy 150bhp at 5500rpm.

Peak torque of 151lb ft turns up at a surprisingly low 2000rpm, and there’s some extra twist when you prod the Sport mode button, freeing up a muscle 170lb ft for brief overtaking squirts.
There are plans afoot for a hotter, 180bhp version of the Abarth, which should be arriving in the not-too-distant-future.

• And what’s this? A Punto rally car?

The Grande Punto Abarth S2000: not to be confused with an open top Japanese sports car, the S2000 rally car packs a 2.0-litre engine with 270bhp and four-wheel-drive. It’ll compete in the 2007 Italian Rally Championship with Giandomenico Basso at the wheel.

There’s even a race-ready diesel version: the Grande Punto R3D, with a 1.9-litre turbocharged engine and 175bhp.

• When will we see the production warm hatch on sale?

The Abarth goes on sale in autumn 2007. Don’t expect to be belting home in the homologated S2000 version just yet though. For those lusting for a more generous figure than 150bhp, you’ll have to wait for the roadgoing 180bhp model.

Abarth has been set up as a new sub-division of Fiat Auto; it will develop body kits, racing versions and other performance models of existing Fiat products. 'Expect to see the Abarth badge on most of our key models,' said one senior source.

Jack Carfrae

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First experience with the Fiat 500 has left us desperately wanting a few more miles behind the wheel. Fiat has always been at its best when channelling its creativity and engineering skills into the smallest of cars – think 1937 Topolino, the 600 of 1955, the 500 of 1957 and the Mk1 Panda – and the 500 proves that Turin has lost none of its small car magic. It’s quite brilliant, a car influenced by the nostalgic charm of the past but still perfectly judged for the 21st century’s high-profile premium supermini sector.

The Fiat 500 still looks just like the Trepiuno concept – thank goodness!
Yes, absolutely brilliant, isn’t it? Fiat knew just who to get in to ensure that the 500 stayed true to the star of the 2004 Geneva Motor Show. It called on former head of Ferrari design Frank Stephenson to hone the 500’s design for production. There’s no one better out there for the job – Stephenson designed the Mini for BMW, after all. If anyone knew how to replicate that car’s extraordinary success, it was the man who designed it.

The Mini works because it looks great and is fun to drive but it also has real substance,

says Stephenson.

The 500 will be the same,' he promises. 'A car you fall in love with straight away.

• But I’ve heard that it’s just a Panda underneath. True?

True, but what’s with the ‘just’? The Panda is a superb little car, probably the finest small car in the world right now, the best at mingling afford ability, quality, spaciousness and owner appeal. Its donor architecture that underpins the 500 – and the next generation Ford Ka - is perfect for the job because as well as allowing Fiat to slash development time and costs, at 3540mm (159mm shorter than the Mini) it's perfectly proportioned to make the Mini look a bit lardy. Front overhang is reduced compared with the Panda and rear overhang is lengthened, the better to mimic the old rear-engined 500’s classic lines.
Wheelbase is the same at 2299mm, while the front and rear tracks are slightly wider to give it a squatter foursquare stance. At 0.32Cd, the 500 is also exceptionally slippery for one so small. It’s also light - 865kg for the basic 1.2 model, complete with seven airbags, crumple zones and all manner of safety paraphernalia expected to achieve a top five-star crash rating. An entry-level Mini One weighs a hefty 1135kg.

• What’s under the Fiat 500's tiny bonnet?

Because the 500 borrows the Panda’s architecture, it also shares its power and drivetrain line-up. That means a 75bhp 1.3-litre Multijet turbodiesel hooked up to a five-speed box for 67mpg economy, and a punchier 100bhp 1.4-litre petrol coupled to a six-cog transmission that’ll return 55mpg. Two-pedal fans will have to wait until the second half of next year later for the automatic, as will those wanting more power – the Cooper S-rivalling Abarth with its 135bhp 1.4-litre turbo-blown unit also arrives next year.

Fiat also plans to launch an ultra-economical 900cc turbocharged twin-cylinder model that will return 65mpg on the combined cycle, and from October next year economy boosting start-stop technology will be offered. Very 21st century.

This is the most magically alluring interior of any small car on sale today, Mini included. Take in the body-colour painted dash, the dinner-plate sized speedo, the chunky white columns stalks – all wonderfully retro but balanced with the modernity of an MP3-compatible radio, adjustable power steering (light for motorway, lighter for urban work) and a multifunction steering wheel.

The cabin feels solid and chunky, qualities not normally associated with small Fiats. The driving position is spot-on, the cabin feels roomy, airy and light. Spacious too. Rear headroom has been compromised by the gently rounded roof, but unlike the Mini and most other minis, four adults can travel in a 500 and boot space is sufficient for a big suitcase or plenty of smaller bags.

The doors even shut with a reassuringly un-Fiat thunk. Touch every surface, flick every switch and twist every dial, and there’s no doubt that the 500’s cabin is more distinctive in style than a Mini’s and almost as well finished. Praise comes no higher.

• Is the Fiat 500 as good to drive as it is to look at and sit in?

Yes, it’s good but it’s not a Mini. The little Fiat lacks the outright keenness of a Mini and the steering doesn’t have the Mini’s kart-like hyperactivity. This, Fiat says, is quite intentional because the new 500 has no sporting pretence (yet). So we get brisk performance from the 1.4-litre model we drove, brisk enough to make you smile on the go.
There is an intuitiveness about the steering and brakes that makes whizzing through city traffic a grin-inducing event. Small cars that are as zesty and agile as the 500 are always such a pleasure because when you drive them you become part of the car rather than merely a passenger in it.

Yes, it lacks the Mini’s terrier-like willingness, it rolls a bit more and the steering is less sharp, but it is still extraordinarily agile, feels solid and strong. The handling is beautifully neutral and controlled, even when pushing harder than necessary. And like the superb Panda it rides well, with a relaxed and easy-going gait perfectly matched to the car’s performance.

• I’m not sure about this ultra-fashionable swing towards white. Any other more conservative colours?

Believe me, like the Mini, you’ll be able to customise the 500 to the nth degree with a raft of paint jobs and interior options. Naturally the accessories list is long, the better to allow you to personalise your car. The menu includes cabin perfume dispensers, chrome nudge bars (like the old 500), various roof decorations and a chrome tail rack for surf and snowboards. The colour palette - there are ‘50s pastel hues as well as modern metallic ones – is vast and so are trim options.

• Verdict

The Fiat 500 has real substance - a car that is fun and affordable if not cheap, an urban and ultra-Italian car that will also appeal internationally. Unlike the old 500, this one has no ambitions to be a national best seller, first transport for rural peasants, a step up from a Vespa. Rather, it’s more likely to play a part in mobilising Chelsea, the 16th arrondissement of Paris and the more fashion-conscious districts of Rome and Milan.

Comparisons with the Mini are inevitable. That trend-setting little bundle of energy is the machine Fiat studied hardest. And to good effect. When UK sales begin in January, the base 500 will cost about £9000 before you start to tick the options boxes. That’s almost £3000 less than the cheapest Mini One.

The Fiat is the closest rival the Mini has had to face – and given its pricing, it looks like it’s going to be some fight.

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In 2005, Audi unveiled the Shooting Brake Concept vehicle at the Tokyo Motor Show.

The German automaker originally developed it as a study vehicle for research and development. Shooting Break Concept is one of the best concept cars that Audi made, according to many car magazines. Plans of production were tentative but now it's official that Audi has no plans to bring this concept into the mass production stages. According to reports, the company felt that the Shooting Brake concept would clash sales with the new TT roadster which the concept shares its platform.
However, the concept will survive in other forms. Expect to see some of its designs in the upcoming Volkswagen Scirocco concept that debuted at the Paris Motor Show last September. Audi and parent Volkswagen promise a full slate of new models patterned after the idea of the Shooting Brake.

Last year I saw it in Celje Motor Show, where I maid this stuning pictures. I was relay enthusiastic by its beauty. Maybe some day Audi would change his mind and release it after all. Till than we can just dream about that concept car...

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From the debut of the design study way back in 1994, everyone sensed that Audi might finally have found its modern voice. Sales totaling more than 270,000 units since the original TT coupe and roadster went on sale in 1998 through to their retirement earlier this year seem to have proved us right.

But the whole Bauhaus riff—steely asexual guys named Dieter and women named Claire with rectangular eye glasses and black turtlenecks, rarely smiling—was getting tired. Seeing this TT on the road these days, its tiny push-me pull-you symmetrical design comes off a little toy-like. It is an icon, but it’s an icon that has lost its effect as the rest of the Audi lineup has been updated handsomely and moved out of the TT’s shadow.

Adding to this is the hard truth that the first TT, built on the Volkswagen Golf IV chassis, was never really a spectacular driver in sportscar terms. (The best there was came in early 2005, in the not-for-North America lightweight TT Quattro Sport, with its 237-horsepower 1.8T engine. We drove this and it was indeed a spectacle.) It’s always been fun as all get out, like a German Mazda Miata, but not a mature car for gladiators and Amazons.

Now, big-muscle people filled with sexuality and Manifest Destiny on the brain can grab onto the TT, while not elbowing out other sexual persuasions. It’s an Everysex car! Call it a demographic slam dunk.
Our brothers and sisters in Györ, Hungary, carry on with their impeccable workmanship in assembling the TT on its new chassis that is 50-percent more rigid in the torsional sense. For now, powertrains include the hugely satisfying 2.0-liter turbocharged direct-injection in-line four with front-wheel drive and the 3.2-liter 15-degree V-6 with Quattro all-wheel drive. The 2.0 TFSI—an engine we know and love from a host of current VW and Audi models, including the GTI and the A3—delivers a full 206 pound-feet of torque between 1800 and 5000 rpm, and horsepower lingers at 197 between 5100 and 6000 rpm. Meanwhile, the old 3.2-liter V-6 carries on with 236 pound-feet of torque between 2500 and 3000 revs and 246 horsepower at 6300 rpm.

The six-speed dual-clutch Direct Shift Gearbox (DSG) remains the same wonderfulness it’s been since 2004, but the Audi marketeers have re-branded it with the name “S-tronic”. The hot set-up for us from among all of our Tyrolean testers was the 2.0TFSI engine with S-line trim—which includes beautiful nineteen-inch wheels—and either the S-tronic transmission or the traditional six-speed manual. On the heavily curvaceous Austrian byways, this combination allowed for the most satisfying action. Shifts are truly fast with the S-tronic, as we remember. By the time the new TTs start arriving in North America next March, Audi likely will have a Quattro version of this car ready to go as well.

Not so much Bauhaus can be spotted on the outside. We spoke with lead exterior designer for the new car, Jorge Diez, and he confirmed some of our thoughts. “The greatest challenge was to take that iconic form and literally move it dynamically forward,” he told us. “This is the car, after all, that defined the modern Audi.” Moving it forward meant pushing the passenger cabin back a bit within the structure and giving the whole more of a forward tilt. Of the four full-scale final models shown to the Audi bosses in mid-2004—one from the California studio, two from Ingolstadt and one from the Sitges studio in Barcelona—that by Jorge was anointed the one worthiest.
Overall length grows by 5.4 inches, width by 3.1 inches and height by just 0.2362198 of an inch. Interior space grows correspondingly as well and the feeling is thankfully less cocoon-like. Instead of driving the old TT for 100 miles non-stop before losing the love glow, we can recommend the new TT for real road trips. Ride and handling are far more mature and capable than before. Taking a page from the Ferrari 599 GTB Fiorano play book, Audi is offering semi-active magnetorheological dampers (originally developed by General Motors and Delphi) calling the setup—Hold onto your seats!—Magnetic Ride. There is a Sport/Comfort button at the base of the gearshift lever and, as on the Ferrari, the switch between Sport and Comfort is immediate and the system goes a long way in improving the TT’s image as a sports car.

What is being called a hybrid spaceframe structure (ASF, for “Audi Space Frame”) is at the heart of the TT’s improved comportment and sportier reputation. Nearly 70 percent of the entire surround structure is in aluminum while the remaining 30 percent is in stiff, high-grade steel, occupying most of the rear substructure. This is why the car drives more responsively nowadays and also why the new TT weighs less than the old TT—nearly 200 pounds less, car-for-car. Optimized weight distribution, together with the wider tracks, makes for better turn-in on tight curves taken at speed; understeer is pleasingly less than before (though, in truth, a rear-wheel-drive TT would solve every bit of that).

Besides the added stability from the ASF engineering, there is more downforce provided in back by the automatically deployed rear wing. Once you reach 75 mph, the cheese cutter deploys upward, and it really does improve tractability at highway speeds. Another good point here is that it won’t go back down until you hit 50 mph under deceleration. More software tweakery happens in the stability-control settings, which allow a little more sideways fun to happen prior to breaking up the party. And if you’re tired of being chaperoned and are confident of your immense driving skills, you can delete ESP completely by pressing the “ESP OFF” button.

And though we got enthused a few paragraphs back over the S-line package’s nineteen-inch wheels, most of you will be better off with the optional seventeen-inch set for the 2.0TFSI and the eighteen-inch group on the 3.2 Quattro. Because we know that long-distance and commuter comfort matter a lot to the American lower spine. Standard seats are sixteen inches across for the 2.0-liter and seventeen inches for the 3.2-liter.

And what’s happened to the famous interior that shook the world? It’s all just a bit better. The chief item you’ll notice right off is the third round air vent up top of the center console. The feeling is still suitably sparse and there is more living room for legs and shoulders. The new flat-bottomed steering wheel borrowed from the Lamborghini Gallardo and Audi’s own RS4 (and upcoming R8) is good to see here, too. It is grippy and small in diameter (14.37 inches), and the flat bottom edge allows easier entry and exit. It’s also built on a magnesium skeleton frame, so it weighs just 6.2 pounds.

Reworked front brake discs help stop the car fifteen percent more effectively. Brakes for the 2.0-liter car are really up to the task, but the 3.2 Quattro is heavier and could do with thicker anchors, especially when descending mountains in a spirited fashion. Audi has plans along these lines. Soon there will be a fresh optional braking system called Audi Dual Disc Brakes—also from Delphi—that will significantly upgrade braking behavior while avoiding the lowspeed squealing or grinding sensations of ceramics. These should be available worldwide by the time the TT is on sale in North America.

Whereas the 2.0TFSI currently reaches 60 mph from a halt in an estimated 6.2 seconds via the Stronic transmission, the 3.2 Quattro gets there in 5.5 seconds. The 3.2’s exhaust note through the two blunderbusses is good only in lower and middle revs, while neither car really sets the world aflame sonically overall. Pity that, since it’s a glaring missed opportunity to our mode of thinking.
One positive aspect of North America having to wait until March ’07 for its TTs is that the roadster should be ready to ship by then as well. And then later on there are plans for a TT RS with a 345-horsepower, 3.6-liter V-6.

Even with these upgrades on the two TTs tested here, pricing is said to remain almost equal to the outgoing 1.8T and 3.2 Quattro, so roughly $34,500 for a 2.0 TFSI coupe and $42,500 for the 3.2 Quattro. When there are roadsters, think $3000 more for each. All pricing will be confirmed later in the year.

Not that there’s any significant pressure or anything on the success of this TT packaging, but Germany has included it as an icon in their “Germany: Land of Ideas” campaign. Right there in front of the Brandenburg Gate—the symbol of the new Germany—is a large statue of the new TT. Bayer’s amazing aspirin is immortalized only over in the shadow of the nearby Reichstag building and a pair of Adidas soccer shoes is off in a green space somewhere.

In the end, the new TT is certainly less standout distinctive than its predecessor, but this is good. Now that the entire Audi lineup is at or beyond the standards set by the original TT, it was time to bring the TT mainstream while concentrating more on the driving dynamics. Whereas we really enjoy the 2.0TFSI version, the 3.2 Quattro is not where it should be yet. Limited as it is by mechanical stress concerns having to do with the gearbox, we don’t yet see the point of a big V-6 that doesn’t provide gobs more power and torque.

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