Volkswagen on Frankfurt Auto Show unveiled what it hoped will be the modern-day successor to the Beetle: the Up! concept, a small city car targeted at the young, the cash-poor, and the environmentally aware.

Available with either a rear-mounted two- or three-cylinder engine, a production, rear-wheel drive Up! is expected to go on sale in global markets by 2009 with a target starting price of €6000 (around £4000), substantially undercutting competitors like the Toyota Aygo and Citroen C1. It will even slot below VW’s current baby, the Fox, being 50mm shorter (the Up! is 3.45 meters long and 1.63 meters wide). Insiders say it will form the basis of other small VWs too, as well as sister products for Seat and Skoda.

No details are yet available on the two-cylinder model, but the three-cylinder will employ the Polo BlueMotion’s 1.4-cylinder engine. Yet where the Polo weighs 1170kg, the Up! is likely to fall below 1000kg – impressive considering its airbags, ABS and crash protection structure – so expect 60mph to come up in under 12sec with a top speed in excess of 110mph compared with the Polo’s 12.8sec and 109mph.

Furthermore, where the BlueMotion represents what VW’s engineers can do with an existing design, the Up! is a ground-up project with an environmental focus from the off. At best fuel will be consumed at a rate of 3.0 liters per 100km (94mpg), at worst 3.5 liters per 100km, much like the European-only Lupo of some years back.

Inside, minimalism rules as do digital displays – an 8in monitor shows the car’s vital signs and a 7in monitor provides access to navigation, telephone, stereo and more - that can be scrolled through via simple hand movements and touchscreen commands. The four seats all feature air pockets that automatically adapt to different body shapes, and three of the seats fold flat into the floor or can even be removed entirely for maximum load space. Naturally, with the rear-engined format (essential for engineering in adequate crash protection), there’s storage space in the nose, but there’s also some behind the rear seats too.
The Up! should be the most recyclable Volkswagen ever built, VW recently teaming up with recyclable materials expert SiCon with the aim of making future cars 95 percent reusable.

The Up! project has moved quickly under the guidance of Dr Martin Winterkorn - this being the first VW he will oversee from inception to completion - getting to its current stage in well under a year. Expect evolutions of the concept to appear at the LA and Tokyo motor shows before the production version is readied for 2009.

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Today we present you news from the Frankfurt Autoshow. We pick three best video presentations of new showed cars in Frankfurt Auto show. First place goes to Ferrari F430 Scuderia, second place to Farbio GTS and third place goes to Aston Martin DB9.

• F430 Scuderia

• Murcielago Reventon Farbio GTS

• Aston Martin DBS

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The world’s fastest rollerskate is back from spring 2008. And those mentalists at Brabus have gone and made it even faster, too – by giving it 30 per cent more power. 30 per cent! Now it warbles out 98bhp with half-a-911-timbre, reaches 62mph in 9.9secs. And goes to – whoa – 95mph.

• So it’s far more than just a tarted-up Fortwo?

Oh yes, Brabus has done a thorough job here. The rear whee larches are wider, to encompass 17-inch wheels with 225/35-section tires. They’re connected to 10mm lower suspension, with stiffer springs and dampers, and driven by a gearbox that, apparently, shifts 20 per cent faster than standard (with revised first and fifth gear ratios).
Paddles on the steering wheel mean you can avoid the idiotic semi-auto logic and keep the revs high. Lift off, and the twin Brabus exhausts pop and rasp; downshift, to enjoy it again, and the throttle’s blipped perfectly. Go back on the power and 103lb ft at 3500rpm surges you away with enough vigor to demand ‘complex surface treatment’ strengthening for the transmission shafts…

• But does the Smart Fortwo Brabus still go round corners like a pogo stick?

It’s better; they’ve completely reviewed the suspension. Hey, it now almost never terrifies you with uncontrolled hyperactivity. The biggest boost is tyres, though. At the front, there are now 16-inch 175s. Instead of the old car’s bicycle wheels.

Steering, which at last has semblance of weight, responds like no Smart’s ever done – to inputs other than just exaggerated arm waves. It still understeers ridiculously early, but the ESP is far less nannyish. Trick? Keep the throttle planted, and stability control will cut the power just enough to get round. It’s like a dynamic speed limiter. Yes, it still feels like cornering a kitchen stool. Just a less precarious one.

• You’re going to tell me it’s not cheap, aren’t you?

Ahem. £13,520? For a tiny two-seater? No wonder they’re predicting to sell handfuls. And if you want a cabrio, the £15,470 list price is higher than a 207 GTi, an Ibiza Cupra – heavens, it’s half as much again as a Panda 100HP.
You get Brabus jewelery, of course, plus excellent leather seats and a heavy metal gear shifter. Those monoblock 16/17-inch wheels are gorgeous too, and set off the body kit glued to the longer, same-but-smoother body. It’s just a pity that 54.3mpg equates to 124g/km, thus excluding it from congestion charge exemption. Bit daft for the ultimate city trinket, that. The handfuls they’re going to sell mean it probably won’t be reviewed, either.

• Verdict

The Brabus Fortwo is never going to be a sports car, and lacks the depth and subtlety of a conventional car. It’s a frenetic point ‘n squirt tool, with corners merely serving as breaks in this flow, irritations that the car would rather not encounter. Saying that, it’s been improved through them, and the steering is at least marginally encouraging.

But not so smart are the CO2 emissions and the list price. It genuinely does feel special, makes a great noise and looks so want able, but a
Mini Cooper is also iconic, handles far more like a sports car, is faster and (ostensibly) seats four. Even so, just you try not grinning when you’re behind the wheel.

• Not crazy enough for you? Or expensive enough?

Then check out the limited edition Brabus Ultimate 112.

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Yes, it kind of leaves you lost for words doesn’t it? Aston pulled the wraps of its new DBS super coupe today on the opening day of this year’s Pebble Beach Concours d’Elegance in California – the perfect setting for a show devoted to beautiful cars.

The DBS delivers the complete driving experience and bridges the gap between our road and track cars – the DB9 and DBR9,

Aston Martin boss Ulrich Bez told CAR.

It’s the ultimate expression of Aston Martin’s engineering and technical ability. It offers pure performance without compromise.

The DBS arrives next spring. There’s no word yet on official prices, but we reckon you’ll need at least £160,000 to be in with a shout.

The coupe – first seen in latest Bond film Casino Royale – is powered by Aston’s hand made 6.0-litre V12 – a heavily revised version of the all-alloy powerplant that powers the DBR9 racing car that’s been tuned to deliver 510 bhp at 6500rpm and 420 lb ft of torque at 5750rpm – enough to rocket the alloy-intensive DBS to 62mph in 4.3seconds and onto a 191mph top speed. The race-bred powerplant features a new by-pass air intake port that opens above 5500rpm to boost engine breathing as well as re-profiled air inlet ports that further improve airflow into the combustion chamber.
For such a technically advanced and track-oriented car, we’re surprised that there’s no paddle-shift transmission – the DBS sticks to a conventional three-pedal layout with a six-speed manual gearbox, albeit with cogs stacked closer together and a shorted final drive to get the best out of the quad-cam engine. There’s no trick steering either – the rack and pinion steering features Servotronic speed-sensitive assistance and a relatively slow three turns between locks.

Aston Martin’s engineers have complemented the DBS’s bonded aluminium chassis made of lightweight magnesium alloy, carbonfibre composite and aluminium. It’s the first production Aston Martin to make extensive use of carbon-fibre body panels and it shows in a 1695kg kerb weight – still surprisingly heavy but a still useful 65kg lighter than the DB9 coupe. Carbonfibre panels are used for the boot enclosure, boot lid, door opening surrounds, front wings and bonnet, saving 30kg over it’s alloy equivalent.

The carbonfibre material allowed us to wrap bodywork around the twenty inch wheels and maintain the precise relationship between the wheel and the bodywork,

says Marek Reichman, Aston Martin’s design director. The carbonfibre is finished in an patented Surface Veil process that applies a 200micron layer of epoxy and glass over the carbonfibre weave.
Sure does. The DBS’s drop-dead gorgeous lines and aerodynamic enhancements have been honed using Aston Martin’s race experience – that carbonfibre splitter and a new front bumper design help channel, while the widened front and rear wings, deeper, reprofiled side sills, lowered ride height and widened front and rear track improve high-speed stability and boost the car’s muscular stance. Even the iconic side stake has been redesigned for the DBS, incorporating a bank of LED lights that act as turning indicators. That integrated rear spoiler is now bigger and the DBS is fitted with a flat undertray and a new carbonfibre rear diffuser to boost rear downforce.

The DBS is also fitted with new vented carbon ceramic brakes discs – a first for any road-going Aston Martin – which reduces unsprung weight by 12.5kg. Up front are 398mm diameter with six-piston calipers, with 360mm diameter with four-piston calipers at the rear. The lightweight 20inch alloy wheels are shod with bespoke Pirelli P-Zero tires. The double wishbone alloy suspension features an adaptive damper controlled suspension which uses two separate valves to set the dampers to five different positions, allowing instant adjustment of the car’s ride and handling characteristics.
The driver has a choice of two ride settings – standard and a firmer track-oriented setting. The system works hand in glove with the track-oriented DSC Dynamic Stability Control: in default operation, the DSC is automatically on. Press the button for two seconds and Track mode is engaged for a lower interventional levels. Pressing the DSC button for four seconds disengages the safety system entirely.

The beautifully inviting leather and carbonfibre cabin (the two vestigial rear seats have been ditched, making the DBS a strict two-seater) shows that weight-saving and wow-factor are not mutually exclusive. The door pulls are made from carbon-fiber, for example and even the carpets are woven from a lighter fiber to save weight. Glossy black lacquer, brushed alloy, semi-aniline leather and Alcantara are the order of the day. The new center console feature turned aluminum ventilation dials alongside the controls for the 700W sound system and hard-disc satnav system.
Starting the DBS is pure theater. The ignition ‘key’ is a sculpted stainless steel fob that’s inserted into the center console-mounted sapphire start/stop button. This then glows red to show the engine is ready to be fired up. Press the fob and you’re away. Press it again to kill the engine and the fob motors out ready for pocketing. As expected, there are plenty of upgrade options to help personalize your DBS, including lightweight carbonfibre and Kevlar sports seats some 20kg lighter then the standard units.

By Ben Whitworth

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BMW X6 is the third X model in the BMW’s 4x4 range. BMW kicked off the Frankfurt show today (Tuesday 11 September) by unveiling two coupes spun off existing models. The 1-series coupe is a two-door notch back version of the baby BMW, but the X6 – an X5 SUV with a melted rear end – was the show-stopper.

The X6 has much in common with its sibling: a four-wheel drive chassis, front end and five door layout, but get to the A-pillars and things get pretty rakish. There are major changes under the skin, too: the X6 introduces BMW’s petrol-electric hybrid powertrain. For now, the X6 and its eco-drivetrain are officially concepts, but the car is headed for production in 2008 and the drive train will follow in ‘09. Expect X6 prices to start north of £35,000.

Munich claims that the X6 is the world’s first Sports Activity Coupe, although suits from Infiniti and Mazda might swing by BMW’s show stand to debate that. What’s indisputable is that the X6 is the most extreme crossover SUV to date. While the structure and wheelbase is shared with the X5, the A-pillars are more raked and the roof drops away like a black ski run. The shoulder line is angled upwards, creating a tapered glasshouse which ends in BMW’s traditional Hofmeister kink. There are wraparound rear lamps merging with a muscular rear haunches, and 21-inch wheels. It certainly looks edgy and powerful, but you’ll pay for it by compromising the X5’s spacious rear bench and boot space. Indeed, the X6 is only a four-seater – although the car’s 6ft 4in designer Adrian Van Hooydonk claims he can sit comfortably in the back.
BMW didn’t just unveil the X6 design concept; this ActiveHybrid version also took a bow. The company was being elusive on technical details, not officially acknowledging which combustion engine the hybrid system complemented for instance. Under development in a joint-venture with DaimlerBenz and GM, the system features two electric motors, a high performance battery, a two-range transmission and three planetary gear sets melding the systems together.

BMW claims its system will be more usable than rivals’, because its continuously variable transmission features a two-mode active transmission. While existing hybrids’ CVTs can roar frustratingly but take ages to deliver any shove, BMW claims its system optimises power delivery from the engine and motors across the X6’s entire speed range. The result is plentiful grunt on demand and more feedback to the driver, and reasonable economy gains – up 20 percent – over a comparably-sized SUV.
More than 50 percent of X6 components is shared with the X5. That means continuously variable four-wheel drive, and high performance six- and eight-cylinder engines. It’s also the reason why BMW can take the risk on such a flash, niche vehicle. With its 21-inch wheels, bling exterior and pursuit of performance over practicality, the green brigade will loathe it. Good job the hybrid version will be there to make a green statement. Just don’t bank on it being congestion charge-exempt….

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Ferrari wants to point out that the third V8 in its family – the F1-inspired new 430 Scuderia – 'is not just a stripped-out version of the F430'. So it has dropped the ‘F’ to stress the 430 Scuderia’s more separate nature. Even though it clearly is a souped-up special...

It's some special, though - and important enough to warrant hauling grand prix legend Michael Schumacher out of retirement to unveil the car.

Ferrari F430 Scuderia has lost around 100kg, bringing it down to a dry weight of 1250kg through ripping out carpets, the radio and more besides. But there’s loads of F1 technology on it, including a seriously quick gearbox that reduces gearshift times to 60 milliseconds. That’s only 20ms slower than the kit in the current F1 car and 40ms quicker than the 599 (at 100ms).

The Scuderia will sprint to 62mph in under 3.6 seconds and top out at 198mph.

Ferrari name it ‘Scuderia Ferrari’, because that was the name of Enzo’s racing team when he was working with Alfa Romeo and according to a Ferrari the word itself translates to ‘stables’ – a place where you keep many horses. It’s the first time the name has been used for a Ferrari production car.
To buy the road and track car that Schumacher himself helped develop, you’re looking at about £175,000 or a 20-30 percent increase on the F430 price. It’s not a limited edition like the Challenge Stradale and customers placing orders now should see delivery spring 2008.

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Saab revealed his new wehicle named Saab Turbo X. Promotion was made to celebrate Saab 30th Anniversary of Saab turbocharging. With new design General Motors hope that he will evoke popularity of first black 900 Turbo. The 2.8 V6 Turbo with 280 horses gives the Turbo X a 0-100 kph in 5.7 seconds.

Unique design evokes look for classic black Saab 900 Turbo. Sport-tuned chassis: suspension, brakes, wheels 400 Nm / 280 hp (206 kW), 2.8 V6 Turbo: 0-100 kph in 5.7 seconds

Saab celebrates three decades of leadership in turbocharging at this year's Frankfurt International Motor Show by launching the Saab Turbo X, a driver-focused performance car that sets new standards for the brand.

This black limited edition model takes Saab 'back to the future' by evoking the iconic appeal of its first black 900 Turbo and introducing innovative Saab XWD technology.

With 400 Nm of torque from its 280 hp/ 206 kW 2.8V6 turbo engine, the Turbo X is the ultimate performance expression of the new Saab 9-3 range. Saab XWD features active management that not only splits torque delivery between both axles, but also between the rear wheels. This responsive system delivers a level of driver involvement and dynamic chassis control never seen before from Saab.

In addition to tuning of the suspension and its electronic chassis, throttle and powertrain settings, the Turbo X features distinctive styling additions that enhance aerodynamic performance.
Available in Sport Sedan or SportCombi bodystyles, the Saab Turbo X limited edition showcases the launch of Saab XWD. The order book is now open and the first customer deliveries are expected during the second quarter of next year. Each example can carry a personalized message in the main instrument display.

The Saab Turbo X adds a new dimension in chassis control to Saab's unrivalled experience in turbocharging. It is the result of a development program that leverages the full potential of Saab's innovative XWD system, with the car's sports tuned suspension, brakes and electronic control systems all aligned to meet a single need: driving satisfaction.

Saab XWD is an active all-wheel-drive system designed to optimize vehicle handling and stability. (Refer to New Saab 9-3 release for full technical description). Its sophisticated electronic control allows fine balancing of drive torque, not only between the two axles but also between the rear wheels. In effect, this stretches the performance envelope of the chassis, for example, raising the threshold at which ESP throttle and braking interventions are triggered. The result is closer driver involvement through 'positive force' chassis control.

The driving benefits of the XWD system are best appreciated out on the open road. Data from the ABS/ESP sensors - measuring wheel speed, yaw rate and steering angle - is utilized by the Saab XWD control module. Rear drive is instantly applied to balance oversteer and understeer characteristics, improving stability and roadholding.

Driver control is taken a step further on the Turbo X by the eLSD, the first application of an electronically-controlled, rear limited slip differential in this segment of the market. It uses inputs from the rear wheel speed sensors and can transfer up to 40% of torque between the drive shafts, to whichever wheel has more grip. When cornering hard, this yaw damping effect helps the rear of the car more closely follow the direction of the front wheels.

To exploit the full benefits of Saab XWD, the chassis of the Turbo X has been lowered by 10 mm and the springs and dampers stiffened to minimize body movement. To maintain a constant ride height irrespective of load, self-leveling dampers are fitted at the rear.

Stopping power is also increased with larger brake discs fitted: internally ventilated (345 mm diameter x 30 mm) at the front and externally ventilated (292 mm diameter x 20 mm) at the rear. Standard 235/45 R-18 tires ensure excellent mechanical grip for the 18-inch alloy wheels.

The powerhouse at the heart of the Turbo X is a 24-valve, 2.8-liter V6 turbo engine generating 400 Nm of torque between 2,150 and 4,500 rpm and maximum power of 280 hp (206 kW) at 5,500 rpm. The advanced specification includes a lightweight, all-aluminum construction with a 60-degree angle between the cylinder banks for perfect balance, variable inlet valve timing and twin-scroll turbocharging. It is offered with a choice of six-speed manual or automatic transmission.
This responsive, high torque powerplant is the perfect partner for Saab XWD. Together, they give the Saab Turbo X sporty, all-wheel-drive performance and handling characteristics that will appeal to all enthusiastic drivers who seek a rewarding experience behind the wheel.

The Saab Turbo X visually communicates its focus on driving performance by extending the bold, progressive design themes of the new 9-3 range. Offered only in metallic jet black, with the front grille and all exterior detailing accented in a matte grey titanium-like finish, it represents a contemporary expression of its illustrious black 900 Turbo forebear.
Distinctive styling additions are designed to improve aerodynamic efficiency, as well as emphasize the Turbo X's performance focus. At the front, a deeper lip spoiler and integrated air intake contribute to reduced drag while also increasing air flow to the engine and intercooler.

At the rear, the re-profiled bumper and insert panel lowers the point of air flow separation, further reducing drag and assisting high speed stability. The Sport Sedan features a rear spoiler that extends the line of the trunk deck, reducing high speed lift forces at the rear axle. The standard SportCombi already has a similar spoiler that extends the rear roof line.

The Turbo X is further distinguished by unique, 18-inch alloy wheels (19-inch available as an option outside US/Canada markets) with a grey titanium-like finish that evokes the look of Saab's classic three-spoke design. Twin, rhomboid-shaped tailpipes complete the exterior additions.

Inside, the 'black turbo' theme is continued throughout the cabin. The sports seating, with additional bolstering, is upholstered entirely in black leather. The sporty ambience is further emphasized by a carbon-fiber finish to the main fascia, door inserts, glove box and gear shift console which is unique to the Turbo X.

In recognition of Saab's turbo heritage, the Turbo X boost gauge is a replica of the original 900 Turbo display. Owners will also enjoy a personalized greeting when they get behind the wheel and switch on the ignition. A unique 'Ready For Take-off' message ('All Systems Go' in US/Canada) flashes in the main instrument display. The owner's name, with the edition number of the car, can also be programmed for display by the supplying dealer.

Saab Turbo X Technical Specifications

1. Engine:
• 2792cc. V6. Aluminum cylinder heads and block. Twin-scroll turbocharger, intercooled. DOHC, 24-valve. Variable valve timing (inlet). Dual-mass flywheel. Bosch Motronic ECM
• Max power: 280 hp (206 kW) @ 5,500 rpm. Max. torque: 400 Nm @ 2,150 - 4,500 rpm
• Bore/stroke: 89.0/74.8 mm. Compression Ratio: 9.5: 1. Max. Boost Pressure: 0.8 bar.


2. Transmission:
• Saab XWD, all-wheel-drive. Electronic rear limited-slip differential (eLSD)
• 6-speed manual or automatic gearbox


3. Suspension:
• Front: MacPherson struts and gas shock absorbers. Anti-roll bar. Hydroformed sub-frame.
• Rear: Indep, four link, incl. toe-link. Coil springs and self-levelling shock absorbers. Anti-roll bar. Sub-frame.


4. Steering:
• Rack and pinion, hydraulic power assistance. Turning circle (curb to curb): 11.7m.Lock to lock: 2.75 turns


5. Wheels, Tires:
• 18 x 7.5" , 235/45R18,
• 19 x 7.5" , 235/40R19,


6. Brakes:
• Hydraulic, dual circuit, vacuum booster. Discs: 345 mm / 292 mm (all ventilated)

Performance Data (preliminary figures)

1. 0 - 100 km/h:
• Sport Sedan: 5.7 secs (manual)
• SportCombi: 5.9 secs (manual)
2. 80 - 120 km/h (5th gear):
• Sport Sedan: 7.9 secs
• SportCombi: 8.3 secs
3. Top Speed:
• Sport Sedan: 250 km/h (manual)
• SportCombi: 250 km/h (manual)
4. Fuel consumption/CO2 (combined cycle, L/100km):
• Sport Sedan: 10.9 / 259 gm/km (manual)
• SportCombi: 11.0 / 263 gm/km (manual)

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Recently launched Sport GT version of Maserati’s flagship Quattroporte wasn’t quite sharp enough, now there’s yet another version to choose: the Sport GT S. The Italian firm is calling it the

ultimate expression of Maserati’s flagship car sportiness

Power remains the same but the whole suspension set-up has been tightened. Maserati officials say single-rate dampers, a lower ride height (by 10mm at the front and 25mm at the back) and stiffer springs make the car better on twisty roads and more coupe-like to drive.

It also has advanced dual-cast Brembo brakes, which employ lighter aluminum as well as traditional iron to create weight savings allowing bigger diameter front discs (up to 360mm) for higher resistance to ‘brake fade’, while retaining the same weight as before.
Of course, dark and moody is the theme here. Door handles go body-coloured, alloys become dark chrome, the window surrounds turn matt black and the interior gets sportier, more ‘hugging’ seats and loads of cool Alcantara trimming.

If you look closely, shiny aluminum threads have been woven into the carbonfibre console cover too. It works very well when you see the car for yourself; Maserati continues to refine the Quattroporte, and we like the direction they're going in.
Final UK prices have not been finalized but expect another £5k price hike over the Sport GT to about £85,000-plus. First deliverys are expected in January 2008.

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Japanese with Toyota iQ scored one of the very few surprises of the Frankfurt show this year. With the twitchy iQ concept car that previews Toyota’s new sub-Aygo city car.

It’s one of peoples favorite cars at the show, bristling with intelligent new thinking and design flourishes to make small cars interesting again. And the best news is that Toyota has committed to building a production version, probably due in European showrooms by 2009.

• iQ size

The diminutive white car at Frankfurt is a 3+1 seater that’s just 2980mm long – a touch longer than a Smart Fortwo but significantly shorter than a Mini. Check out comparison with the Yaris (picture above). It is however, as tall and wide as an Aygo, creating a squat, bold shape.

There are three full-time seats, with an occasional jump seat for a small fourth passenger or some luggage. And Toyota claims that the iQ will be as safe as full-sized super minis, despite those small dimensions.

• iQ styling

On the one hand it is redolent of the Yaris and Aygo – successful small cars with a distinctive Japanese flavor – while on the other it takes many of the styling cues from the radical FT-HS hybrid sports car concept from Detroit.

Design language has found a new expression on the tiny iQ city car. Just look at the complex surfacing, seemingly peppered with scoops lifted away from the metal. It creates interesting, contoured surfaces, hinting at mass removed in the name of lightweight. And there are plenty of triangular motifs too.

• iQ interior

It's pretty radical inside. Toyota has gone back to the drawing board with this car, engineering in simplicity from the word go. So the dashboard and most of the interior package are formed from simple panels without the need for complicated, and expensive moldings. Even the sat-nav and display screen is a simple pane standing proud from the dash onto which the info is beamed.

Although no-one has sat in the iQ yet, the designers claim it will have generous space for adults. ‘People won’t accept 80 percent less cabin space just because the car is 80 percent smaller,’ said European R&D boss Kazuhiko Miyadera.

• iQ engines

There’s no word yet on the mechanical package that will underpin the production version of the iQ, but unlike VW's Up! city car concept also shown at Frankfurt, it will be front-engined and front-drive. You can safely assume a choice of small petrol and diesel engines will be offered; no need for complex hybrids here, although an electric version hasn’t been ruled out.
What is interesting is the packaging under the skin. Toyota has achieved the impossible – three/four seats in car under 3m long – by rearranging the chassis architecture. Everyday components have been radically redesigned and moved to new housings to free up space for bodies and bags, and there has been a lot of work on miniaturization, making items like the heating and ventilation system much smaller than usual. Good for packaging, good for saving weight, better for the environment.

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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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