New facelifted BMW 5-series revealed
As part of a facelift of the big-selling 5-series, BMW is introducing a new ultra-frugal entry-level diesel option to the UK

BMW has added a new entry-level 518d to its range as part of a host of mid-life changes to the biggest-selling BMW 5-series ever.

Set to go on sale in the UK in September, the subtly restyled 5-series features reprofiled bumpers, altered headlight and tail-light graphics, and a new range of alloy wheels among the measures aimed at providing the 5-series with fresh visual appeal.

The big news on the engine front is the arrival of the 518d. It gets a version of the 2.0-litre turbodiesel engine used in the existing 520d, detuned to produce 141bhp and 266lb ft of torque. BMW puts the 0-62mph time at 9.6sec, combined economy at 62.8mpg and CO2 emissions at 119g/km.

The 181bhp version of the engine used in the 520d has been further improved and now has economy and CO2 emissions to match the 518d’s. As a result, the 520d EfficientDynamics model has been discontinued. The legacy of that car lives on, though, because the 520d ED’s aerodynamic aids are added to the 520d as standard to reduce its drag coefficient to 0.25.

All other engines in the 5-series line-up are tweaked to meet Euro6 emissions standards and gain technology such as brake-energy regeneration, stop-start and a fuel-sipping Eco Pro driving mode. A coasting function, which operates under a trailing throttle to disengage the driveline for added fuel savings at speeds between 31mph and 99mph, is also added.

Further driveline choices include a revised petrol-electric hybrid unit in the 5-series ActiveHybrid, which will continue to be sold in saloon body style only. Topping the line-up is the M5, whose styling receives similarly subtle revisions to those of the standard 5-series models.

Despite the addition of BMW’s four-wheel-drive xDrive system to many 5-series models in mainland Europe, no xDrive-equipped 5-series models are planned for the UK. However, BMW has introduced xDrive to the UK by adding it to the 335d saloon.

Greg Kable

Alpina B6 Biturbo first drive review
Niche car maker goes large with its repurposed twin-turbo V8 6-series Rumour has it that the next big thing from Alpina will be a six-cylinder, twin-turbo D3 that can live with a BMW M3 in a straight line yet return more than 50mpg at the same time.But that car won’t be available until quite a bit later in the year, and in the meantime Alpina has a whole range of other new cars with which to tickle the fancies of enthusiasts wanting more exclusivity from their fast BMWs, starting with the car you see here, the frankly monstrous new B6 Biturbo coupé.Everything about the B6 is, shall we say, large. Beneath its bonnet sits a twin-turbo 4.4-litre V8 that produces 532bhp between 5200 and 6250rpm and a positively herculean 538lb ft at just 2800rpm.The gearbox is a tweaked version of the eight-speed ZF automatic used in the regular 6-series, in this case enhanced by Alpina’s engineers to prevent upshifts in certain modes (which is useful on a circuit, for example) and to momentarily cut the flow of fuel and deliver a lovely burble between gearshifts as a result.The chassis has also been preened by Alpina to provide a wider range of set-ups than in the standard BMW 6-series. So in Comfort mode the ride quality is softer than you get in a regular BMW, while in Sport and Sport Plus it’s the other way around, with the electronic dampers sharpening up the driving experience to a level that no regular BMW driver would quite recognise.The same philosophy applies to the interior, in which you’ll find a far higher quality of leather than in a factory BMW, plus a set of dials and seats that are bespoke to the B6.And if that’s not sufficient to distinguish the car, Alpina also offers a vast range of options that enable B6 owners to personalise their cars to whatever specification they require – while spending a great deal of money in the process, of course.

30 years of the Peugeot 205: picture special
It's been three decades since the introduction of Peugeot's iconic supermini. We look back at some of the greatest models

The Peugeot 205 was so popular in its 13 years on sale in Britain that it became notoriously difficult for Peugeot to replace.

In 1991 the Peugeot 106 had been introduced to offer another affordable small car, but it didn't have the same appeal. It wasn't until 1998, over two years after the demise of the 205, that Peugeot launched its 206 successor. While stylish and popular, the 206 never captured the hearts and minds of those who drove it, unlike the 205. 

At its launch in 1983, the Peugeot 205 was available with a range of small petrol engines and naturally aspirated diesels. Suspension was by Macpherson strut at the front and trailing arms fixed to transversely mounted torsion bars at the rear.

Despite being beaten to the 1984 European Car of the Year title by the Fiat Uno, the 205 soon won many plaudits thanks to its low running costs, attractive styling and excellent dynamics.

Peugeot launched the GTi in April 1984, perhaps the most revered of the 205 models. Originally a 1.6 litre with 105bhp, then upgraded to 115bhp during 1986, the GTi had a list price of £6295. It was joined in the range by a 130bhp 1.9-litre flagship at the end of 1986.

Both models offered huge driver involvement, fizzy performance and pert good looks that made them hugely popular with hot hatch drivers of the 1980s. A series of special editions, such as the 1FM (produced in association with Radio 1 and adding a host of additional equipment) further enhanced the GTi's appeal.

Watch Autocar's Hero Cars feature on the 205 GTi 1.9

The Peugeot 205 Gentry was a softer-edged GTi, with a detuned 1.9-litre engine producing 105bhp, more luxurious interior and automatic gearbox. It was only available in Sorrento Green or Aztec Gold. The spirit of the Gentry can be seen in the recently launched 208 XY, using a less-powerful GTi engine with a softer focus.

The cabriolet version of the Peugeot 205 was the CJ, and was available with a 1.4-litre petrol shared with other hatchback variants like the XS and GT. Launched in 1986 and made until 1994, the CJ was partially assembled by Pininfarina. It rivalled cabriolet variants of the VW Golf and Ford Escort.

Peugeot also made a GTi version of the CJ cabriolet, called the CTi. Initially available with the 1.6-litre engine, the more powerful 1.9 was later introduced to the CTi, but only in its catalysed 122bhp form. Today the CTis are much less sought after than the hatchback GTis.

The Rallye badge has arguably as much kudos fixed to a Peugeot as the GTi moniker does. With the 205, two very different Rallyes were produced for British and European markets. The former was little different from the regular 1.4-litre 205s - it produced the same power but was lighter and came with unique colours and decals. The 205 Rallye was only produced in 1992.

European versions of the 205 Rallye made 102bhp thanks to the adoption of twin Weber carburettors (the UK car had just one). Bereft of most interior luxuries, it weighed just 790kg.

With the 205 DTurbo, Peugeot arguably created the diesel hot hatch that is still popular today with models like the VW Golf GTD and Mini Cooper SD. Adding a turbo to the 205's 1.8-litre diesel liberated 78bhp and 117lb ft of torque, combining pace with economy.

Dimma provided a range of factory-approved engine and body modifications for the 205. While kits were available to be retrofitted, the official Dimma cars, ordered from Peugeot, are now most collectable.

Available on GTi and CTi models, the Dimma widebody tweaks gave the 205 massively flared arches and new vents, similar to that of the T16. Perhaps the most famous Dimma 205 is 'H 20 COS', a Cosworth-powered wide-body car.

The 205 was as accomplished in motorsport as it was on the road. The T16 was the ultimate evolution of 205, homologated by Peugeot to compete in Group B rallying. The competition car was hugely successful, winning 16 events and two WRC titles for Peugeot between 1984 and 1986.

The final T16 Evolution 2 cars produced over 500bhp and weighed less than 1000kg. Production T16s made a more sedate 200bhp from a 1.8-litre turbo, but retained the mid-engined, 4WD layout of the rally cars.

See more of the 205 GTi 1.9 in our Hero Cars feature video here.

Matt Bird

Price cut for 1.6-litre petrol Subaru XV variants
The cost of the entry-level Subaru XV, which comes with a petrol 1.6-litre engine, has been revised and now starts from below £20k

The four 1.6-litre petrol variants in the Subaru XV range have been reduced in price by £1300, bringing the cost of the entry-level version of the compact crossover to below £20k for the first time.

Since its launch last year, the Impreza-based 4x4 has ranged in price from £21,295 for the basic 1.6i S model to £24,715 for the 1.6i SE Lineartronic.

Now, the high-riding hatchback will cost between £19,995 and £23,415 when fitted with the smaller of Subaru’s petrol powerplants.

The original UK pricing structure for the XV was impacted by the strong Yen, which pushed up prices for Subaru’s domestic importer, IM Group.

In recent months the Yen’s value has eased, allowing Subaru UK to revise the prices of some variants.

The price reductions do not apply to the 2.0-litre petrol and diesel XV variants, although Subaru UK is offering three years’ interest-free credit on its oil burning models until the end of June.

 

 

Video: Land Rover Bowler EXR S vs Caterham Seven Supersport on track
We find out if a lightweight Caterham can fend off a 550bhp Bowler EXR S on a tight handling circuit

Can a 1750kg off-roader keep up with a 520kg track toy around a tight handling circuit? Steve Sutcliffe and Matt Prior pitch a 550bhp Bowler EXR S against a 140bhp Caterham Seven Supersport, in a clash of the opposites, to find out.

Jeep considers upmarket seven-seat SUV
US 4x4 brand is expanding its range and could introduce an upmarket seven-seater in addition to a small entry-level SUV

Jeep is planning to add a seven-seat SUV to its range, although the company’s UK chiefs haven’t yet decided whether it will reach these shores.

Buoyed by encouraging sales growth, the American manufacturer is currently expanding its model range, which currently lacks a seven-seat 4x4 to rival cars such as the Audi Q7.

The new vehicle could be branded as ‘Grand Wagoneer’, reviving an iconic nameplate that was last used in the 1990s. The idea of using the Grand Wagoneer name was raised at the Geneva motor show in 2012, when Jeep chiefs conceded that they were looking at growing the brand with an ‘über SUV’ that would be in keeping with the current global popularity for upmarket 4x4s.

The last seven-seat Jeep was the Commander, which was discontinued three years ago. Sister brand Dodge, though, does make a three-row SUV called the Durango, which is built on an extended version of the Grand Cherokee's platform at Jefferson North Assembly Plant in Detroit.

It is likely that a new seven-seat Jeep could be based on a similar platform, which would make it about five metres long. The size might be a factor that precludes it going on sale in right-hand-drive format in the UK.

“When you look at the packaging of larger SUVs, about 40cm is added for the extra row of seats. We would have to consider whether that would become too large for UK roads,” said Jeep’s UK brand director Nigel Land.

Although the new vehicle has yet to be officially confirmed and wouldn’t arrive until 2015 or 2016, a car that is certainly part of Jeep’s range expansion is a new small B-segment SUV. It will become the brand’s entry-level model and is due to be introduced in late 2014.

Aston Martin CC100 concept unveiled
Bold V12-engined CC100 concept car takes cues from 1959 Le Mans race car

Aston Martin has celebrated its centenary with a dramatic new concept car that reveals many clues about the firm’s future design direction.

Called CC100, the new concept also pays homage to Aston’s 1959 Le Mans-winning DBR1 racer by adopting a classic two-seat speedster shape. The CC100 is a fully working prototype capable of more than 100mph and was given its world debut at the Nürburgring 24 Hours last weekend on a demonstration lap driven by Aston boss Ulrich Bez, in formation with a DBR1 driven by Sir Stirling Moss.

The CC100 — it stands for Concept Car in Aston’s 100th year — has close visual links with the DBR1 at first glance. However, further inspection of the CC100 reveals the latest evolution of Aston’s design language and a whole host of flourishes, details and engineering ideas destined for its sports car line-up.

These include the latest interpretation of Aston’s grille design, a dramatic evolution of the firm’s signature side strakes and a new rear-end design that forges closer visual ties with the front of the car.

Underneath the carbonfibre-bodied CC100 is the latest version of Aston’s versatile and constantly evolving VH structure, complete with carbonfibre bonded on to parts of the rear, as with the Vanquish. Power comes from a 6.0-litre V12 engine mated to a six-speed automated manual transmission. The concept is good for 0-62mph in just over 4.0sec and a theoretical top speed limited to 180mph.

There are clues to the future of Aston Martin throughout the CC100 but it is in the design where they are most prominent, as Aston’s design director, Marek Reichman, revealed to Autocar.

“An Aston Martin is always beautiful and timeless, but timeless still can and needs to evolve,” he said. “For instance, we have had a great face with our grille for 60 years, and we’ve evolved it a huge amount here on CC100 while still making it instantly recognisable as an Aston.

“The front grille is now part of the body. It is the bodywork that gives the overall shape of the grille, rather than the grille being a graphic stuck on to the front of the car. Then within that shape you have the grille itself, with an insert giving a mirroring effect.”

The grille insert is intended for more sporting Astons, such as the Vantage. Reichman said that the look of this new grille could be made more luxurious for, say, a Rapide by removing the insert and having the body create the grille’s outline. 

The side strake air vent is also now part of the body, rather than being a graphic stuck on the side. It cuts out of the top of the wheelarch, splitting the arch in two, and flows back into the sides for a sculpted, dramatic shape.

“The side strake is now actually the side of the car,” said Reichman. “Having the vent in the arch helps to reduce drag but also reinterprets what we know a side strake to be as it’s become the whole side of the car. It’s no longer a graphic and we will see this on Astons of the future.” 

Another feature set to become a mainstay of future Astons is the turning of the firm’s instantly recognisable ‘C’ graphic on the rear lights into a 3D shape that flanks the rear of the car. Surrounding the lights is a shape that is essentially an upturned CC100 front grille without the top bar.

The concept, which was designed and built in less than six months, has what Reichman calls a “minimal but functional interior”. It has all the hallmarks that you’d expect of an extreme two-seat speedster, such as sports seats and harnesses, but with “added luxurious and hand-crafted touches to add to the function”.

The concept also reveals technologies that will be used on future Aston Martins, including a TFT display for the instrument binnacle in place of traditional dials, and full LED front headlights.

The CC100 — nicknamed DBR100 internally — is close to the Vantage in length, at about 4.5m, but it is much wider, at about 2m, and considerably lower, giving it a radically profile and proportions. Insiders have revealed its weight to be less than 1200kg, a saving of more than 400kg over a V8 Vantage.

Reichman, who worked alongside exterior design chief Miles Nurnberger to create the concept, describes the CC100’s body as being part of the structure to increase rigidity, something that is expected to carry over to future Astons. 

“The unconnected front wheelarches show that we’re starting to think of the body less as wrapping around wheels but as being an integral part of the structure,” he said.

Full carbonfibre bodywork was used by Aston for the first time on the One-77 and Vanquish, and its reappearance for the CC100, Reichman admitted, shows a future trend for Aston, although the cost of the material is preventing a wider application.

The bonding of carbonfibre into the mainly aluminium VH structure in the Vanquish and CC100, coupled with a full carbonfibre monocoque for the One-77, are also clues to where Aston’s platform strategy is heading, Reichman hinted.

“Carbonfibre has real flexibility in its form and rigidity in its structure, and it is torsionally stiff and light, but it also has a high price as its main downside,” he said. “It is a material you won’t be able to avoid in sports cars in the future, although aluminium makers are responding with improved technology of their own as its in their business interests to do so.”

Continued advancements in the manufacturing of carbonfibre also mean parts that might have taken a month to be turned from concept to reality before are now able to be delivered in just a matter of days, Reichman revealed.

Reichman said that the new design themes on the CC100 would be gradually rolled out on the continually updated Aston Martin range rather than put on a new car in one fell swoop. 

“We are always about evolution at Aston Martin rather than revolution,” he said. “It gives you better, more beautiful designs. With revolution you can fail. Evolution improves. If no one had ever invented the sports car, then we could do a revolution but we’ve already got it and are evolving it.”

New traffic courts to deal with problem drivers
Traffic courts will hear cases on motoring offences to help ease the burden on magistrates

Special traffic courts are to be set up to deal with problem drivers, freeing up courts to deal with more serious crimes.

The government announced the changes after revealing that around half a million motoring cases are heard in the magistrates' courts each year. These cases can often take longer to progress than more major offences, says the Ministry of Justice.

The average time taken to complete a driving offence case is almost six months — despite over 90 per cent of cases resulting in a guilty plea or being proved in absence.

Nine police forces in the UK have already trialled the new traffic courts including forces in Essex, Lincolnshire and London's Metropolitan Police.

Justice minister Damian Green said the justice system must respond more quickly to victims, witnesses and local communities. "These dedicated courts will enable magistrates to better organise their work and drive greater efficiency," he said.

The government is currently in consultation to decide how best to implement the courts. At present the 'express' traffic courts will only come into operation when there is a guilty plea or where the case is not contested.

Ford launches 'BlueService' customer care scheme
New 'BlueService' scheme features free electronic health check for Ford vehicles of any age and mileage.

Ford has launched a new service option for Blue Oval vehicles of any mileage and age.

The new scheme, dubbed 'Ford BlueService', includes an electronic vehicle health check and an online service booking system, which is incorporated with the existing Ford Assistance, Ford Accident Management and One Call initiatives.

Ford's electronic vehicle health check, dubbed eCHECK, gives customers a colour-coded rating on the health of their vehicle.

The launch of the program is just the start, says Ford, with the scheme set to expand to include fixed pricing on parts, service costs, security and operating system upgrades over the coming months.

Jon Wellsman, customer service division director, Ford of Britain, said, “This new package, which combines servicing, roadside assistance and an annual inspection, will benefit customers driving Fords of any age or mileage. On top of that, the ability to access services through a single contact number ensures unrivalled convenience and peace of mind.”

BlueService is a joint investment between Ford and its dealers, costing £7.5 million, and it will be rolled out across Ford's 650-strong UK service network.

Mercedes C63 AMG Edition 507 to cost £66,690
Latest supersaloon from AMG to start at £66,690, capable of 174mph and 0-62mph in 4.2 seconds

Mercedes has released pricing details of its C63 AMG Edition 507, with the saloon starting at £66,690 and the coupé and estate from £68,160.

When the Edition 507 goes on sale in July, the saloon variant will be £9760 more expensive than the standard C63 saloon. The premium for the estate and coupé is £10,030.

Over the standard C63 AMG, the Edition 507 receives an extra 49bhp and 8lb ft of torque, taking its totals to 500bhp and 450lb ft. The electronic speed limiter has also been upped from 155 mph to 174mph, setting the Edition 507 apart from other AMG models and putting it just below the C63 Black Series.

The 0-62mph sprint is now dealt with in 4.2sec, or 4.3sec for the estate. Stopping power is provided by a 'high-performance composite brake system', clamped by red calipers and visible through new 19-inch cross spoke alloys.

Inside the 507 receives unique badging and black gloss trims, with exterior alterations including flared bonnet domes and gloss paint on the mirrors, grille and front splitter. The saloon gains a boot spoiler too.

Edition 507 buyers benefit from free AMG basic training, at one of five racetracks in Germany, including the Nürburgring GP circuit.

Jack Evans

Virtual to reality - on track with Gran Turismo
Can racing skills learnt in the virtual world ever be transposed to the real thing? Let's find out...

Here’s a question: can you turn a gamer into a racer?

The answer is an unequivocal yes if the results of the Nissan GT Academy are anything to go by. Started back in 2008, the Academy invited gamers playing special versions of popular racing game Gran Turismo to get online and get racing, with the best invited to turn their virtual skills into real ones at the GT Academy Boot Camp.

Champions of the Academy get the offer of a lifetime, the chance to work as a pro driver for the Nissan race team. It’s led to big success, too, with two former GT Academy winners driving in Le Mans next month.

It’s a perfect example of turning skills learnt through the virtual world into real world talent – but can anyone do it?

To celebrate the launch of Gran Turismo 6, and a new season of the Nissan GT Race Academy at Silverstone, I was invited to pit my best virtual lap time of the International Circuit against a real-world equivalent.

In the game I managed a fairly respectable 1:32 lap time. On my best attempt I was beginning to learn each corner of the circuit, ready to anticipate braking zones and where to accelerate. Could I replicate that knowledge on the track?

This is the first time Silverstone has been represented in the Gran Turismo series, and I was going to tackle the famous International Circuit.

As I neared the first corner in my allocated Audi TT RS I followed the line I’d taken on the virtual track, and was surprised at just how realistic the game felt to the real car. It’s the subtle things you notice, like body roll and the way weight shifts when you brake and accelerate. Of course, there are some things the game will never be able to do – as racing drivers will tell you, a decent portion of track driving is felt through your rear end – but this is definitely up there.

The lap continued and I began to get cocky. I knew where the corners were and when I should be braking, so we made rapid progress around the course. We even overtook a slowcoach in an R8 on one of the straights. I felt invincible.

At the end of it all I asked my instructor how I did on a scale of one to ten, with one meaning he wanted to throw me from the car and ten meaning he’d be placing me in F1 as soon as possible. He gave me a four. Damn.

So yes, it is possible to learn, at least in part, a racetrack from the comfort of your living room. For me though, that’s where I’d best be staying.

Skoda Superb 2.0 TDI 170 DSG first drive review
Skoda's flagship saloon receives a mid-life refresh comprising revised styling, extra equipment and improved efficiency It's a helluva lot of car for the money. This is what people said of the first Skoda Superb - in essence a bargain-priced, Skoda-styled VW Passat, stretched by 100mm between the wheels - when it first appeared burst onto the market back in 2008.And they’ll be saying it again this July when the revised Superb hits British showrooms featuring some eye-catching styling and equipment updates, plus improved CO2 numbers for the all-important fleet-friendly versions, at prices close those of the outgoing model.

F1 2013: What does the McLaren-Honda partnership mean for the sport?
This week's McLaren-Honda announcement is likely to have consequences way beyond the racetrack

The news that Honda is coming back to Formula 1 in 2015 is interesting in that it confirms that the new Formula 1 rules are attractive to the automobile industry — as was intended.

It means while the unambitious Formula 1 teams will be trying to do deals with the existing manufacturers and Honda, the more imaginative will be chasing around the world banging on the doors of the motor companies that have an interest in hybrid technology: the likes of Porsche, BMW, Toyota/Lexus, Hyundai, Chevrolet, Ford, Kia and so on.

Honda CEO Takanobu Ito said all that was needed during the launch: "As the direction of Formula 1's new technologies and the direction that Honda aims at for development matches, the young engineers who will be responsible for Honda in the future started to voice their desire to take part in the challenge. More so than in the past, we can expect feedback from the race cars to common road cars and vice versa."

And it is not just the car companies to watch out for, because the battery companies that supply the big automobile firms will also be looking to get a little publicity and business for their work by getting involved in F1.

In all probability the next title sponsor of McLaren will be a Japanese firm because in the past Honda’s partners in F1 have often been companies with which it does a lot of business. These days B2B is the key to successful Formula 1 sponsorships and so one should look at who is the principal supplier of hybrid batteries to Honda these days… The answer is Sanyo, which is today owned by Panasonic.

Oddly enough, Panasonic has just announced the establishment of Panasonic Mobile Communications Co, Ltd, specialising in the development, manufacturing and sales of mobile phone handsets including smartphones, which would be useful for Claro, which is to be a McLaren sponsor in the years ahead.

One can imagine that Panasonic might be able to do a fair amount of business with Claro, which is one of the four largest mobile phone network operators in the world and has more than 50 million customers in Central and South America.

They all need smartphones…

BMW 2-series coupé spotted undisguised
Latest spy shots reveal BMW's new M235i coupé in full

The new BMW 2-series coupé has been caught practically undisguised, months ahead of its expected official unveiling later this year.

BMW's  2-series nameplate will be used for replacements for today’s 1-series coupé and cabriolet models. This move, similar to the renaming of the 3-series coupé and cabriolet models as 4-series for their next generation, is part of BMW’s plans to provide greater differentiation between saloons, estates and hatchbacks and their coupé and cabriolet siblings 

The 2-series coupé and fabric-roofed cabriolet, codenamed F22 and F23 respectively, have been extensively re-engineered in a move that sees them grow incrementally in size over their predecessors, providing them with increased levels of interior accommodation and luggage capacity together with improved safety credentials.

Latest spy pictures reveal that the coupé retains the almost two-door saloon styling of the 1-series coupé, but with a more rakish profile. 

Nods to both the 1-series and the 4-series are visible in 2-series' design: the double kidney grille and the lights are not as narrow and slender as the 4, but the car’s overall proportions give a lower, sleeker effect than the 1-series’ proportions.

The 2-series' wheelbase will be 30mm longer than its 1-series predecessor; supporting front and rear tracks that have been extended by a significant 55mm and 60mm respectively. The new car has also been engineered to support both standard rear- and optional four-wheel drive, as with the latest 1-series hatchback

The model spied here is the range-topping BMW 2-series M235i, essentially a coupé version of the M135i hatchback that’s powered by a turbocharged 315bhp 3.0-litre straight-six engine.

Engines will be carried over from the 1-series range when it goes into production in November. The coupé could also form the basis of a new range-topping M2 derivative, using an even more potent version of the M235i’s engine.

Mark Tisshaw/Greg Kable

Nürburgring goes up for sale
Bidding to secure ownership of the Nürburgring has begun

Bidding for the Nürburgring begun this week, with the race track and its associated facilities expected to sell for around £100 million.

Constructed in 1927, the ‘Green Hell’ fell into bankruptcy last July and the track has been in need of a buyer since then. The new owner will take over 300 employees and 12.8 miles of tarmac famed for its danger and risk.

The 90-year old Nordschleife has the possibility of being sold to more than one investor, who would purchase the Nürburgring free from the £338 million worth of debt that caused the previous government-supported owners to file for bankruptcy. Currently the Nürburgring has a yearly turnover, estimated at around £50.7 million.

Unique in its appeal, the Nürburgring sale has drawn protesters who voiced their opposition to the track’s private sale. Many of those protesters would rather that the Nürburgring went back into public ownership as it had been previously, securing the Nordschleife as a public facility rather than a private acquisition.

Formal interest in the Nürburgring must be submitted by 12 June, indicating that the track could find new owners by the end of the summer.

Jack Evans

Ford Fiesta ST v Peugeot 208 GTI v Renault Clio RS 200 Turbo
There is no greater hot hatch contest right now than this: we put the Ford Fiesta ST, Peugeot 208 GTI and Renault Clio RS 200 Turbo to the test

So, here we are, on the Brecon Beacons with The Big Three - the new Ford Fiesta ST, the Peugeot 208 GTI and the Renault Clio RS 200 Turbo.

It has been a long time coming, and conditions are perfect. A minor hurricane is blowing, obviously, but it has been spliced with fluorescent spring sunshine, so the roads are cricket-crease dry.

The glacial breeze might be the reason for my savage goose bumps. But perhaps not. This is a rare occasion. It’s unusual to have three direct rivals arrive so close together, even more unusual to get them between the cattle grids without a preliminary comparison to upset the form guide, and practically unheard of for it all to occur in a segment as compelling (and as pertinent) as this one. This is hot hatch Yalta. In Wales.

Except, of course, it isn’t, because we’re on day two of the conference, and much has already occurred. Our favourite strip of national park may be the photogenic showpiece where considered debate becomes verdict, but there has been a massive amount of preamble to see the dignitaries on to the B4560’s round table. And as hot hatches – particularly the affordable supermini variant – are as much about making the logistical nitty-gritty memorable as they are rewarding in rural isolation, I’ll take you all the way back to the introductory handshakes for some historical context.

Broadly speaking, each car here is in an enviable position. Spicy superminis were once an adolescent side show to the family-sized hot hatch, but now going ‘small’ is very much of the moment. Downsizing equals efficiency. Once upon a time, a hot hatch’s eco credentials would have been a source of shame, but there isn’t a car here that claims a combined fuel economy score lower than 44.7mpg. All feature their maker’s latest turbocharged 1.6-litre petrol engines, all are relatively well equipped, all seat five at a pinch and manage 62mph in less than 7.0sec, and none exceeds 145g/km of CO2.

Elsewhere, they are rather different. But in the basic task of giving the people what they need, all three get the required balance largely right. Needless to say, giving people what they want is far more tricky, and here the Ford Fiesta ST, Peugeot 208 GTI and Renault Clio RS 200 Turbo diverge. I’d suggest that none is free from the peculiar pressure of expectation or reputation, and there’s a certain amount of baggage to be acknowledged (and possibly jettisoned) along the way.

None comes with more than the Clio. Its predecessors list like a band’s seminal albums: the 172, the 182, the 197, the 200 – more numbered memories than model generations. I’ve owned one, lusted after another, earned points in two and sweated buckets in all. It’s a decade-long relationship that I’d hate to have sullied, and that’s tricky ground for a car that seeks to alter so much of the existing formula.

Let’s recap. The Clio 200 Turbo is a five-door-only model. It’s available only with a new six-speed Efficient Dual Clutch transmission. The Cup chassis remains an option (fitted here), but this is the heaviest car on test, at 1204kg, and the most expensive, at £19,995 for the Lux model tested. Somewhat predictably, our first 10 minutes around Cardiff together are fraught. No, I do not like the gearbox. I don’t like the clunky lever or having to choose between P, N, R and D. I don’t like the cheap paddle shifters or its reticent default mode, either.

Much of this is personal preference; objectively, the twin clutches pick out gears sleekly enough, and leaving them to do so relieves some of the tedium involved in urban driving. But with it, sucked from the car like marrow from the bone, is the around-town spontaneity that separates a hot hatch from its siblings in the first place. Our problem with the visceral difference between fingering a lever and manually threading a gear seems familiar to the point of cliché, yet it must be reiterated here: the EDC, at slow speeds, reduces your willingness to interact with the car, making the much-improved 177lb ft of low-down torque tricky to harness effectively.

It’s all the more frustrating because away from the gearbox, there’s much to appreciate. The Clio appears long and louche in this company, cluttered by doors, perhaps, but fabulous from the rear and well proportioned all round. The inherited cabin architecture is satisfying enough – particularly the seven-inch touchscreen, capable of conveying GT-R levels of performance data – and the added maturity implied by the EDC is well served by the ride control, which, considering the Cup chassis’s 15 per cent stiffer intent and 18-inch alloy wheels, is superb. Aided by the introduction of rally-derived hydraulic compression stops (essentially smaller secondary dampers working inside the main units), the result is uncanny: not too stiff, not too loose, but tweaked to express, support and mitigate.

The sophistication of the new set-up is unmistakable, and coming in a Clio – formerly the peddler of intense dynamic rigour – it serves to highlight the more stringent character selected by Ford. Of the three, the ST is the only car that comes with a classic hot hatch bent as standard. Rather than being isolated from Swiss-cheese suburban roads, you tremor and twitch with its vertical movements – a very fleshy appendage of the chassis’s mechanical righteousness. It would be wearing on a commute if the judder had any sharp edges (it doesn’t; the usual Ford polish still applies) and if it didn’t suit the car’s revised demeanour down to the ground. This is a super-heated hatch in the best tradition, effortlessly capturing, via a clockwork-precise six-speed manual ’box and a typically spirited steering rack, the kind of analogue vigour that has ebbed from the digital Clio.

Certainly, the Fiesta’s size helps its agility along; its wheelbase is a full 100mm shorter than the Clio’s. Its fusion of a shrunken Aston Martin head with an upright body is both petite and pretty. There’s precisely the same 177lb ft of torque from the EcoBoost motor as found in the Renault, but thanks to Ford’s sound symposer, it has a beefy charisma and more accessible punch. But not as much as the 208, which strains at a 30-40mph leash with an exaggerated potency located in the additional 26lb ft available from 1750rpm. While it weighs hardly any less than the ST (1160kg plays 1163kg), the extra grunt and lighter steering imbue the Peugeot with a fleet-footed giddiness reminiscent of more than one overpowered 1990s hatchback.

This makes it enjoyable company when slicing and dicing Cardiff’s other commuters on the city’s curious lane-controlled one-way system – especially as Peugeot has opted  to soften its approach for better comfort. The chassis has none of the Clio’s expensive poise – it pitches gently fore and aft under heavy acceleration and braking – but with the 197bhp engine practically daring you to ditch measured inputs for some old-fashioned welly, its conviction is heartening.

It’s in the 208 that I finally break out of the metropolitan sprawl, and its big-chested flexibility is welcome on the motorway sprint, requiring far fewer gearchanges than its rivals. Although all three cars share remarkably similar 0-62mph times (the Clio is officially quickest, at 6.7sec, but only thanks to a launch control mode), the 208 GTI, with its willingness to rev far into the supposedly forbidden red, feels subjectively like it might actually be top gun in a straight line. That’s no bad thing in the peeing contest that informs most hot hatch purchases.

However, any notion that the Peugeot might have the beating of its rivals away from anything more challenging than a set of traffic lights is swiftly dispelled the moment we meet moorland. In the tight, testing circumstances presented by the B4560, the Clio and Fiesta – both endowed with diff-replicating electronics and tauter front ends – romp away under the kind of throttle input that lights up the 208’s inside wheel and turns the already distant steering into a lost cause of understeer slush.

Its unruliness is hardly a surprise, given its allotted personality, but driving it back to back with the competition over the Beacons does cause its appeal to depreciate. The same steering rack that makes the 208 GTI a breeze in car parks and alleyways is the one that ultimately foils it at pace. It lacks both the directness and split-second subtlety required to recognise the tyre’s initial bite, thereby shortening confidence in the car’s ability to cling on in corners.

This is not a trait that the ST lacks. In fact, faith in the Fiesta’s controls is so immediate and heartfelt that it’s all too easy to overlook the level of expertise required to render such an instantaneous level of understanding between car and driver. The distance between what you want it to do and what it actually does is infinitesimal.

Part of this is enduring familiarity – familiarity with the elasticity, assertive self-centring and accuracy of Ford’s steering tune (even when quickened and endowed with a knuckle redesign and shorter arm), familiarity with the ergonomics of the cabin and the pedal response, and finally with a front end that has been flattened by a 15mm reduction in ride height, broadened by wider tyres and filtered through Torque Vectoring Control (the system that applies brake force to the inside front wheel to reduce understeer). The rest is down to an almost perfectly tuned front-wheel-drive chassis.

Best of all, its superior sense of control isn’t focused exclusively on the business of pushing on. The ST is utterly biddable away from its limit and can be keenly adjusted on (and off) the throttle. The chassis’s balance is always focused on the nose, with the back end – embellished by a stiffened torsion beam – reacting on demand, cantering sideways in jaunty, easily correctable lunges. Its dynamic obedience is quite an accomplishment.

So persuasive is its amenable talent that the first half mile in the Clio seems tame by comparison. Unlike the ST, the Renault is not a blank sheet of paper on which to scrawl; it takes a while to adjust to its alternative brand of composure.

First, it requires some button pushing. The RS Drive switch next to your knee must be pushed once to access Sport mode (remapping the throttle, steering weight, traction control and transmission) and then held down to get the good stuff (allowing the engine to hit its limiter in ‘manual mode’ and disengaging the ESC altogether).

Despite a ticklish sense of delicacy, for me the steering isn’t as deftly weighted as the ST’s and its tugs at the wrists to indicate the limit of traction aren’t as convincing. Given the peerlessness of its lineage, that rankles as a disappointment. However, as speeds rise, so does the articulateness of an extraordinarily communicative chassis. Its dexterity and balance – not to mention a level of grip that almost registers as taxing in the city – come to vibrant life on the mountainside.

In the Fiesta, the dynamic linchpin can be found just ahead of the gearlever; in the Clio, it straddles the seat backs. This is a supermini with four appreciable corners, not just a pointy nose with a spring-loaded rear to arbitrarily discharge. Here the reinforced back end – specifically, the outside tyre – registers in your consciousness early, to the point where you lean on it as hard and as earnestly as you do the RS-Diff-informed front (Renault’s own name for its electronic solution to understeer).

The result is not as playful as the ST, but – in collaboration with a ’box that finally comes somewhat alive through flat, pistol-whip changes and an engine more entertaining in its final 1500rpm than any that have preceded it – this is an intoxicating and fluidic brand of handling worthy not only of a long afternoon on the B4560 but also perhaps of a new chapter in the Renaultsport saga.

It leaves an impression on the final running order, too. Had the test been compressed into Cardiff alone, the Renault would likely have languished at the bottom. As it is, my fervour atop the Beacons cannot be ignored, and it’s the 208 that must finish at the back. But not out of sight of the leading pack. Unlike its direct antecedents, this is no barrel scraper; despite being too expensive, at £18,895, it’s more fun, more capable and certainly more usable than a swathe of hot hatch rivals that didn’t even merit a trip across the Severn. It’s also worth pointing out that while the RS and the ST are underpinned by first-rate superminis, the orthodox 208 is desperately mundane. If there were an award for most-improved model, Peugeot would be collecting it.

Renault, I suspect, will be content with second here. The latest Clio is a curious mix of attributes and vices, poorly packaged from some angles and undeniably overpriced from all. Yet it’s still possible to glean the manufacturer’s original objective and even applaud its ambition. Had it been executed flawlessly, the dual-clutch ’box might have been heralded as a principal strength in a new and mature breed of adaptive supermini. Even as it is, I don’t doubt that the car will find its fans, underwritten as it is by consummate ride control and an exuberant on-the-limit identity. But ultimately, this isn’t the best B-segment hot hatch you can buy – and that’s a backward step for the brand.

Conversely, it’s a proud leap forward for the Blue Oval. We’ve become accustomed to Ford delivering class leaders right out of the gate, and the ST is no exception. During the car’s development, the manufacturer was quick to distance itself from the previous (at the time, current) generation of Renaultsport Clio, suggesting that it was aiming for a more accommodating middle ground.

Nevertheless, confronted with the aggressive, mischievous and rather marvellous final product, it’s tough not to conclude that Ford borrowed liberally from Renault’s former playbook – right down to the bargain starting price of £16,995. Had its rival succeeded in rewriting the rules with the new Clio, the unyielding Fiesta might have had closer company.

As it is, the Ford Fiesta ST proves an object lesson in familiar Ford development – namely, giving us exactly what we want.

Ford Fiesta ST-2

Price £17,995; 0-62mph 6.9sec; Top speed 139mph Economy 47.9mpg (combined); CO2 138g/km; Kerb weight 1163kg Engine layout 4 cyls, 1596cc, turbo, petrol; Installation Front, transverse, FWD; Power 180bhp at 5700rpm; Torque 177lb ft at 1600-5000rpm; Power to weight 154bhp per tonne; Specific output 113bhp per litre; Compression ratio 10.1:1; Gearbox 6-spd manual; Length 3975mm Width 1787mm; Height 1456mm; Wheelbase 2489mm; Fuel tank 42 litres; Range 442 miles; Boot 276 litres; Front suspension MacPherson struts, coil springs, anti-roll bar; Rear suspension Torsion beam, coil springs, anti-roll bar; Brakes 278mm ventilated discs (f), 253mm discs (r); Wheels 7.5Jx17in; Tyres 205/40 R17;

Renault Clio RS 200 Turbo Lux

Price £19,995; 0-62mph 6.7sec; Top speed143mph Economy 44.8mpg (combined) CO2 144g/km; Kerb weight 1204kg; Engine layout 4 cyls, 1618cc, turbo, petrol; Installation Front, tranverse, FWD; Power 197bhp at 6000rpm; Torque 177lb ft at 1750-5500rpm; Power to weight 163bhp per tonne; Specific output 122bhp per litre; Compression ratio 9.5:1; Gearbox 6-spd dual-clutch auto; Length 4062mm; Width 1731mm; Height 1448mm; Wheelbase 2589mm Fuel tank 45 litres; Range 443 miles; Boot 300 litres; Front suspension MacPherson struts, coil springs, anti-roll bar; Rear suspension Torsion beam, coil springs, anti-roll bar; Brakes 320mm ventilated discs (f), 260mm discs (r); Wheels 7.5Jx18in; Tyres 205/40 R18

Peugeot 208 GTI

Price £18,895; 0-62mph 6.8sec; Top speed 143mph; Economy 47.9mpg (combined); CO2 139g/km; Kerb weight 1160kg; Engine layout 4 cyls, 1598cc, turbo, petrol; Installation Front, transverse, FWD; Power 197bhp at 5800rpm Torque 203lb ft at 1700rpm; Power to weight 170bhp per tonne; Specific output 123bhp per litre Compression ratio 10.5:1 Gearbox 6-spd manual Length 3962mm; Width 1829mm; Height 1460mm; Wheelbase 2538mm; Fuel tank 50 litres; Range 527 miles; Boot 285 litres; Front suspension MacPherson struts, coil springs, anti-roll bar; Rear suspension Torsion beam, coil springs, anti-roll bar; Brakes 302mm ventilated discs (f), 249mm discs (r); Wheels 7Jx17in; Tyres 205/45 R17

McLaren and Honda - every F1 win in pictures
McLaren and Honda announced today that they will join forces in F1 again from 2015; here we celebrate their partnership from 1988-1992

McLaren and Honda announced today that they will renew their partnership in Formula 1 from 2015.

The pair originally worked together from 1988 to 1992, shattering F1 records along the way. Here we celebrate every win in pictures.

The partnership began with a pole position by Ayrton Senna and victory by Alain Prost in the season-opening Brazilian Grand Prix in 1988, and ended at the 1992 Australian Grand Prix with a victory for Gerhard Berger.

Over the course of the five-year partnership McLaren and Honda started 80 grands prix, scored 55 pole positions (a 66 per cent strike rate), won 44 races (a 55 per cent win rate) and set 30 fastest laps.

Drivers of McLaren-Honda cars won four world championships (Ayrton Senna in 1988, 1990 and 1991 and Alain Prost in 1989) and the pairing notched up constructors' titles in 1988, 1989, 1990 and 1991.

During the course of the association McLaren and Honda also enjoyed three race-winning engine combinations: a 1.5-litre turbo V6, 3.5-litre naturally aspirated V10 and 3.5-litre naturally aspirated V12.

Jeep Grand Cherokee 3.0 V6 CRD Summit first drive review
New-look Jeep Grand Cherokee also gets new technology and improved performance to take on the class best It's the latest Jeep Grand Cherokee, revised with new technology, improved performance and cosmetic changes both inside and out.  Most significant among the tweaks to this luxury SUV is the installation of the Chrysler Group's new ZF-derived eight-speed automatic transmission, which is available across the entire engine line-up.The new transmission, says Jeep, reduces consumption and emissions while improving acceleration and gear-shifts. It's something the Grand Cherokee had been crying out for to replace the prehistoric five-speed auto.The UK range ignores the petrol V6 and V8 engines and focuses solely on the 3.0-litre V6 diesel (apart, that is, from the monstrously powerful 6.4-litre Grand Cherokee SRT halo model, of which only about 20 will be sold here).This new Grand Cherokee also gets an Eco Mode which optimises gear-shifts, although it can be disengaged if more sporty performance is desired. The economy-driven changes help the claimed fuel economy to increase by about ten per cent to 37.7mpg, with the attendant fall in CO2 emissions meaning the Grand Cherokee now dips below 200g/km, putting it on a more competitive footing with rivals such as the 3.0-litre V6 variants of the Volkswagen Touareg and BMW X5.As for the styling changes, at the front the Grand Cherokee features a shorter upper grille, slimmer headlights, more pronounced fog lights and a front fascia that's been slightly elevated.The rear end boasts larger tail lamps with LED lighting, a larger and more aerodynamic rear spoiler and a re-sculpted tailgate that offers greater rear-ward visibility.In the UK the new Grand Cherokee will be offered in five trim levels, with the entry-level Laredo variant being followed by Limited, Limited Plus, Overland and Summit. Laredo, Limited, Overland and Summit each features mild styling variations to distinguish them, and the higher-specification cars get Jeep's more sophisticated four-wheel-drive system and air suspension. Limited Plus is a UK specific level that adds extra toys such as satnav and 20in alloys to the Limited trim. It is expected to be the biggest seller in the UK range.Although UK prices are still being finalised, it is expected that the range will start at about £37,000 and rise to just under £50,000 for top-of-the-range editions. Right-hand-drive cars will reach the UK in the middle of July. 

536bhp electric Mitsubishis set to tackle Pikes Peak hill climb
Pair of all-electric MiEV Evolution II race cars destined for arduous hill climb; Mitsubishi aiming for first-place finish

Mitsubishi has announced the entry of a pair of all-electric MiEV Evolution II race cars in to the 2013 Pikes Peak hill climb.

The original i-MiEV Evolution competed in the Pikes Peak last year, completing the course in 10m 31sec and earning a second-place finish in the electric vehicle class. Overall, it finished eighth out of a total 170 entries, setting times faster than many petrol-powered rivals.

Mitsubishi's MiEV Evolution II, which is hoped to attain a first-place finish overall, uses parts from production vehicles combined with a specially designed high-performance battery and electric motors.

Experience from last year's race has led to the addition of Mitsubishi's Super All-Wheel Control system, as well as a two-front/two-rear four-motor drivetrain, in order to improve the car's performance.

Power has risen considerably, with the original Evolution offering a total 321bhp and the new Evolution a total of 536bhp. Other changes include reductions in weight and aerodynamic improvements, partly thanks to a specially designed body.

One MiEV Evolution II will be driven by two-time Dakar Rally overall champion Hirsohi Masuoka; the second will be driven by Greg Tracy, six-time Pikes Peak motorcycle champion.

The 91st running of the 'Race to the clouds' will see the MiEVs race alongside other all-electric competitors, including a Honda Fit EV and the Monster Sport E-RUNNER. The 12.42-mile hill climb features 156 turns and, from start to finish, an increase in altitude of 4,720ft. The current course record, set in 2012 by Rhys Millen, is 9m 46sec. 

The original i-MiEV Evolution was a purpose-built hill climb car that used three electric motors, each outputting 107bhp and 148lb ft. One drove the front axle, the others drove the rear, giving the Evolution four-wheel drive and a 0-60mph time of 3.8sec.

Of the previous entry, 2012 team principal and driver Hiroshi Masuoka said  "Although we missed out on capturing the top spot by finishing 2nd in the Electric Division, I'm satisfied that we were able to compete in the challenging driving conditions of this Pikes Peak course using motors and batteries from the production i-MiEV."

Other notable entries into the 2013 Pikes Peak include the Peugeot 208 T16, the manufacturer's first entry into the event since 1989.

To watch Autocar's video review of the Mitsubishi i-MiEV Evolution, click here. For our full road test, click here.

Volvo boosts V60 Plug-In Hybrid production
Growing demand for Volvo's recently launched range-extender will see production rise by 90 per cent

Volvo is ramping up production of its V60 Plug-In Hybrid by 90 per cent, following an unexpected level of demand for the car.

Production numbers at Volvo's Torslanda plant will rise from 150 a week to 282 immediately. Countries in which the V60 is in particular demand include Holland, Belgium and Italy.

The increase in production will mean a total of 7600 V60 Plug-In Hybrids will be constructed in 2013, with a target of 10,000 units for next year. Volvo predicts around 300 of the cars made in 2014 will be sold in Britain.

The Plug-In Hybrid is powered by a 212bhp 2.4-litre five-cylinder diesel and 69bhp electric motor. The V60 Plug-In Hybrid is also four-wheel drive, with power to the rear provided by the electric motor.

In 'Pure' mode, the Plug-In can travel 31 miles using electricity alone, whilst 'Power' mode combines both diesel and electricity to offer 280bhp and 473lb ft. Official testing has rated the V60 at 155.2mpg and 48g/km.

Of the move, Volvo's senior R&D vice president Peter Mertens said: “We are exceptionally pleased that the V60 Plug-in Hybrid has received such a fantastic reception among consumers”.

Furthermore, with the model fully integrated into Volvo's production process, Mertens affirmed “we have the flexibility to quickly adapt to the increasing demand”.

Matt Bird

What happened to the “beautiful” Lamborghini?
Sant'Agata’s cars have become increasingly angular, and a lot less pretty in recent years. Why?

Lamborghini celebrated its 50th anniversary last weekend by unveiling what it clearly believes is its most dramatic-ever concept car, the angry but not especially beautiful-looking Egoista.

Based on the current Gallardo but taking its cues from the Apache fighter helicopter, the Egoista is, according to its designer Walter De Silva, “designed for people who want the most extreme and most special things in the world. This car represents extremes of hedonism; it is a car without compromise. In a word, it is selfish".

Hmm. What I’d like to know, having been a fan of the way Lamborghinis look since the year dot, is what, precisely, the Egoista has got in common with the cars that Sant'Agata has produced over the previous five decades?

What sort of design homage, exactly, does the Egoista pay to the Miura, for example, or even the original 2003 Gallardo on whose mechanicals it is based?

Ever since Ferruccio Lamborghini formed his beloved car company in 1963 as a means of making better machines than his arch enemy Enzo Ferrari just up the road in Modena, Lamborghini has consistently produced some of the most beautiful-looking cars on the road.

But then about six or seven years ago, something changed at Lamborghini. A different mindset took over at Sant'Agata, and at a stroke the design houses of northern Italy that had helped create so many of the world’s most stunning-looking cars were universally shunned.

Instead, all design was brought in house, since when all Lamborghinis have become increasingly angular – if you’re being polite – or increasingly vulgar if you’re telling the truth.

As each new concept or actual model has appeared, the lines have become sharper and more awkward to look at – like shards of shattered carbon fibre – and the curves have continue to fade, presumably with the intention of appealing almost exclusively to that same selfish, hedonistic person at whom the Egoista is so squarely aimed.

But where will this seemingly deliberate eschewing of its past heritage leave Lamborghini in 10-15 years' time? And if the move to ignore what’s gone before really is deliberate, why are they making such strange decisions when most sports car makers would kill for a heritage like Lamborghini’s?

I simply refuse to believe that Sant'Agata has decided to cater for just one very particular type of customer – young, brash, loaded and lairy – to the detriment of all its other requirements, or customers.

One day, after all, such customers will surely grow older and wiser, and then maybe they won’t want a car that looks like it could cut you to pieces at 100 paces – at which point Lamborghini’s appeal will have narrowed to a point where the rest of us will simply no longer care. And then they really will be in trouble.

In the meantime, you’d have to hope that at some stage in the next few years, Lamborghini will realise that making beautiful cars is also key to its future, and that designing cars that look ultra-aggressive purely for the sake of it – and appeal to some of the world’s more odious egotists in the process – isn’t actually where salvation lies. 

But at the moment they would appear to have their lost their way a bit at Sant'Agata. The trouble is, the road back will only get longer with every new styling gimmick that Lamborghini comes up with.

Honda confirms F1 return
Japanese manufacturer will race with McLaren in F1 in 2015

Honda will return to Formula 1 in 2015 as engine supplier to McLaren.



Honda left F1 at the end of 2008, but has been tempted back to the sport by the new 2014 1.6-litre turbocharged V6 engine rules.

 The firm confirmed in a statement that it has already begun development of its all-new 1.6-litre turbocharged V6 Formula 1 engine, working out of its R&D facility in Tochigi, Japan.

The team will be renamed McLaren Honda.

"For everyone that works for the company, the weight of our past achievements lies heavily on our shoulders," said McLaren boss Martin Whitmarsh . "It's a partnership synonymous with success."

McLaren and Honda won 44 grands prix and eight world championship titles in the 1980s and 1990s.

Honda's decision to return under the new 1.6 turbo rules is expected to further underline the firm's growing commitment to developing high-performance turbocharged engines for its road cars in the future. It already campaigns a 1.6-litre turbocharged engine in the World Touring Car Championship.

 

Charles Morgan's Gumball Morgan 3 Wheeler in charity auction
Morgan aims to raise more than £50,000 through selling unique 'Spirit of the Gumball' 3 Wheeler

Charles Morgan is to sell a Morgan 3 Wheeler that he drove in last year’s Gumball Rally in a charity auction in Monaco.

The 3 Wheeler was used by Morgan to compete in the 2012 event, which ran from New York to Los Angeles. Originally in a Superdry livery, the car now features a black and gold colour scheme.

With an auction estimate of between £50,000 and £100,000, the 3 Wheeler is up for auction alongside items such as Kimi Räikkönen’s Lotus F1 car steering wheel and X Games champion skier Jon Olsson’s skis.

The auction will take place at the finish line of this year’s Gumball race in Monte Carlo's Casino Square in Monaco on 24 May. Two Aero 8s are representing Morgan in this year's event, one by Gumball Rally founder Maximillion Cooper.

The Gumball, which this year is celebrating its 15th anniversary, attracts some of the world's most desirable cars and their drivers to travel 3000 miles on public roads in order to raise money for charitable causes. The Gumball Rally starts in Copenhagen on 19 May and 114 competitors are expected to take part.

Lotus F1 driver Räikkönen is taking part in this year's rally along with some celebrities, including actor David Hasselhoff and professional skateboarder Tony Hawk. Cars in the event include a Ferrari F12 Berlinetta and a 1967 Shelby Mustang GT 500.

Jack Evans

McLaren confirms P1 successor
McLaren sales boss predicts another flagship in ten years' time

There will be a successor to the McLaren P1, but not for “at least ten years” according to sales and marketing boss Greg Levine.

Part of the original P1 project’s brief from its initiation in 2009 was revealed by McLaren last week, stating the car “will maintain its status as the best super sports car the world has ever seen until a successor is built”.

However, Levine played down the significance of the mission statement, saying: “The only way a car like the P1 works is by being exclusive and having a short product cycle. After that, you have to step back from the market for a few years. These sort of launches can only happen every ten years or so.”

Three-quarters of the McLaren P1s that have been fully specced by customers so far include bespoke modifications, although that number is expected to drop to around a third as more orders are logged.

The changes from the standard car range vary from individual paint colour choices to interior modifications. Several customers have also ordered two cars, although no-one has yet ordered more.

“We’ve had 30 or so cars full specced by the customers so far, and the desire to make each car more individual has been noticeable,” said Paul MacKenzie, the head of the McLaren Special Operations division. “Based on experience we expect that figure to come down, but what’s significant is that people want their cars to look different.”

More extreme potential modifications include removing the air conditioning units to shave weight or finishing the bodywork in an unpainted carbonfibre weave.

Around a fifth of all McLaren 12Cs ordered are modified by the MSO division.

MG 5 first drive review
MG's Focus rival has been indefinitely postponed in favour of an SUV; was it the right decision? This is the MG 5, once mooted to be coming to Britain by the end of this year, but now parked, officially at least, because Chinese parent firm SAIC is focusing on getting its mooted Nissan Qashqai-rivalling SUV over here as fast as possible.The MG 5 is a Ford Focus rival that arrived with great fanfare, first being shown as a concept at the Shanghai motor show in 2011, and then in a more muted production form at the Beijing motor show one year later. At the time there was talk of a potential hot hatch, but that appears as far off today as it was then.

Kia Carens 1.7 CRDi 3 first drive review
Kia's flagship MPV delivers good value for money, but the best Carens is lower down the range This is the Kia Carens MPV in all its glory, with the highest output engine — a 134bhp 1.7-litre diesel — and presented in top-spec ‘3’ trim.It won’t surprise the budget conscious, however, to learn that Kia has not lost sight of its core customer base even as you push up the range.While the price gap is pushed by both the engine and equipment levels, it shouldn’t be enough to make your eyes water — especially if you compare it alongside the opposition, such as the Ford Grand C-Max.

Autocar reveals used car bargains in Bangernomics special
Bangernomics is all about saving money by buying and running the best used car for the lowest outlay; our guide explains how it's done

Tough financial times have prompted Autocar’s Used Car Expert James Ruppert to reveal the secrets of Bangernomics.

It's all about getting yourself the most car for the least money. At a stroke, depreciation no longer becomes an issue, running costs are slashed and there are no monthly finance charges. It also contrasts the high costs of buying a new car with the supreme good sense of buying a well-used one. 

The full Bangernomics guide, published in the 15 May 2013 edition of Autocar, details our pick of the best city cars, people carriers, family cars, luxury saloons and performance cars. The feature also highlights common issues and faults to bear in mind when considering a competitively priced used car.

Not only will it save you money, but Bangernomics makes you feel good about owning a car. You'll be recycling a used car, prolonging its life and hopefully seeing a slightly larger balance in your bank account.

There are numerous BMWs, Mercedes and Audis available at very competitive prices. Savvy buyers could pick up a BMW 5-series from £595, a Mercedes from £395 and an iconic Volkswagen Golf from £495.

"You will own a car that will not drop in value much and will be cheap to run", explained James Ruppert.

Bangernomics isn't difficult either; it can be rewarding and enjoyable. You'll learn some skills, waste less money and have a new topic of dinner party conversation.

To learn more about the Bangernomics way, pick up this week's issue of Autocar magazine.

Autocar magazine is available through all good newsagents, and available to download from Zinio and the Apple iTunes store.

Click here for more used car buying guides.

Quick news: Peugeot 2008 prices; Mazda's record attempt; Toyota Auris Hybrid; used Volvo scheme; classic Ferrari auction
Latest compact crossover contender from £12,995; Mazda aims to bring 800 MX-5s together; Latest petrol-electric Toyota available from June; extended Volvo used car scheme; John Lennon's Ferrari

The Peugeot 2008 is available to order now from £12,995. From launch, four specifications (Access+, Active, Allure and Feline) are available with six engines, including the 1.6 e-HDi that emits 98g/km of CO2. The 2008 officially launches on 18 July.

Mazda is hoping to organise the largest parade of its models this summer. IMAX-5 2013 aims to bring 800 MX-5s to the RDW Test Centrum in Lelystad, Holland, beating the previous record set at Essen in 2010 of 459 MX-5s . The event is open to all MX-5 owners, with tickets priced at €30.

Toyota has launched a revised version of the Auris Hybrid. New aerodynamic improvements have lowered CO2 emissions to 84g/km in the hatch and 85g/km for the Auris Touring Sports. This applies to Icon models, with Excel models emitting 91g/km. The new Auris Hybrid goes on sale in June.

Volvo has extended its approved used car system to cover cars that are up to seven years old and with less than 100,000 miles. The Volvo Selekt scheme will be available through all 110 Volvo retailers and all used cars sold will come with a 30-day or 1500-mile satisfaction guarantee.

A Ferrari 330GT once owned by John Lennon will be auctioned by Bonhams at the Goodwood Festival of Speed in July. Bought new by Lennon in 1964, he used it for three years and 20,000 miles. The Azzuro Blue, numbers-matching 330GT is expected to make between £180,000-£220,000.

Matt Bird

BMW previews Grand Lusso Coupé Pininfarina concept
First collaboration between BMW and Pininfarina results in V12-engined coupé concept; set to be revealed at Concorso d'Eleganza Villa d'este 2013

The BMW Gran Lusso Coupé Pininfarina, previewed here in a series of teaser shots, will be revealed in full at the Concorso d'Eleganza Villa d'este 2013 show.

Co-designed with Italian car design firm Pininfarina, the coupé is claimed to be "the embodiment of sheer elegance". It continues a design theme that was seen on last year's distinctive Zagato Coupé.

Power comes from a front-mounted V12 engine, most likely the twin-turbo 6.0-litre unit found in current iterations of the 7-series. This unit is rated at 544bhp and 550lb ft, which would give the coupé suitably rapid and smooth performance.

The new coupé features typical BMW proportions, including short front and rear overhangs, a long bonnet and a sizeable wheelbase.

Little else has been revealed about the concept's features or specifications, and the interior is yet to be seen. BMW says, however, that the cabin of the coupé demonstrates the "successful combination of modern elegance and luxury".

BMW's Gran Lusso Coupé Pininfarina concept could potentially be the basis for a new generation of BMW 8-series, the last of which rolled off the production line in 1999.

The 8-series was also a front-engined, rear-drive coupé - and it was similarly offered with a V12 engine. Rivals of the time included GTs like the Porsche 928.

The new BMW Grand Lusso Coupé Pininfarina concept will be revealed in full on 24 May.

Porsche 918 Spyder first drive review
We drive the 918 Spyder – the most powerful and fastest Porsche road car to date. Take cover, Ferrari and McLaren... Off in the distance, the Porsche 918 Spyder rounds a bend and spears toward us, pursued by the high-pitched scream of its petrol-electric driveline. It flashes by the pit wall then arcs into the turn at the end of the straight, revealing a huge rear wing before disappearing from view.I’ve travelled to Porsche’s Leipzig test track not only to witness rally legend Walter Röhrl display his talent at the wheel of Porsche’s new flagship but also to become one of the first people outside its team of engineers to drive the staggeringly complex 918 Spyder. It seems an impossible task given its complexity, but the 918 Spyder has progressed from concept to pre-production form in just two years. Even since my ride in the first road-going prototype last year, Porsche has reworked much of the mechanical and electrical package, and the car’s completeness today has me in awe.The naturally aspirated 4.6-litre V8 produces 599bhp at 8600rpm, giving a specific output of 130bhp per litre. Two electric motors – one mounted within the front axle, another at the rear  – add an additional 275bhp. Combined, the three power sources output 875bhp.This makes the 918 Spyder easily the most powerful Porsche road car ever. By comparison, the rear-wheel drive Carrera GT’s naturally aspirated 5.7-litre V10 produced 603bhp.But is 875bhp enough? The new LaFerrari’s naturally aspirated 6.3-litre V12 and HY-KERS system develops a collective 950bhp, while the McLaren P1’s twin-turbocharged 3.8-litre V8 and single electric motor produce 903bhp. And they are a respective 385kg and 240kg lighter than the 1640kg 918 Spyder. It is this thought I find myself grappling with as the car rumbles down pit lane for my turn behind the wheel.

Porsche to go fully hybrid
German carmaker will make 'hybrid' versions of all future models

All future Porsche models will be available with hybrid-electric drive, according to the German sports car maker. Speaking at Porsche’s Panamera Hybrid technology workshop, Daniel Semmer said a new hybrid module - which combines an electric motor and clutches in one unit - had been designed by Porsche to fit into all its future cars, including the 911 range.

The move is part of new philosophy to dramatically reduce fuel consumption when driving at everyday speeds. Porsche engineers say their ‘new parameter’ for fuel saving is reducing the ‘revolutions per kilometre’ of the engine. In the first phase, exemplified by the new plug-in Panamera, reducing the number of engines revs per kilometre travelled involves conventional stop/start, coasting, coasting with the engine off, and running as a plug in hybrid.

The next stage, due in 2016-2017, Porsche’s cars will interact more intelligently with their surroundings using, for example, information from very detailed road maps. These will include data such as accurately-measured inclines (eg 5.9 percent) and even the radius of approaching corners (eg 157m). The cars will also automatically selecting the ‘correct’ driving mode for the circumstances (from Electric, Hybrid, Charging-while-driving and Sports mode).

Although the new plug-in Panamera does not arrive in showrooms until this summer, Porsche engineers outlined their plans for the next-generation plug-in transmission, which will probably debut under the next-generation Panamera, due in late 2016. The system will be integrated into a new rear/all-wheel drive platform called MSB. MSB is also set to underpin future Bentley models, which means the first Bentley hybrid - probably the all-new Flying Spur - should arrive in 2017.

The new hybrid module  - which is one generation on from the unit in the brand new Panamera plug-in Hybrid - will be both water and air-cooled. It be more powerful than the 94bhp hybrid electric motor in the new Panamera, and will backed up by a more energy-dense battery pack and other improvements including a lighter wiring loom, which will include aluminium instead of copper wires.

Porsche is also working on an induction charging system that can be installed in domestic garages. Induction charging allows the battery to be refreshed simply by being in the proximity of the charger, eliminating charging cables.

Despite this new concentration on fuel economy, Porsche will also be pushing the performance advantages of a hybrid electric drivetrain for future cars. At full tilt, Porsche says the new Panamera plug-in combines the 3.0-litre V6 supercharged engine and the electric motor to generate an output of 416bhp and 435lb ft, allowing a 0-62mph time of 5.5sec in a car that weighs 2095kg unladen.

Bentley Flying Spur first drive review
The new Spur is a genuine luxury saloon in size and it has a cabin of rare opulence - but is that enough to see off the opposition? It’s Bentley’s latest; the new Flying Spur luxury saloon. Note it’s no longer a Bentley Continental Flying Spur. Bentley wants to put clear air between the Spur and the Conti coupé/convertible, hence some new visual differences at the nose. It’s the outer rather than inner pair of front lights that is bigger on the Spur, while a chrome horizontal strip makes its way onto the lower grille.Pretty subtle, but both form part of a thorough redesign that includes more muscular rear haunches beside a tail that otherwise drops heavily at the rear – a bit reminiscent of a Bristol Blenheim. You won’t mistake the new Flying Spur for the old one from the back.The rest of the redesign is just as thorough. As with the Continental that launched last year, this isn’t an all-new platform, but is comprehensively re-engineered.Some of the stand-out technical changes to this 5.3-metre long saloon are an increase in body rigidity of four per cent, alongside a drop in weight of 50kg (though a steel monocoque, there are some aluminium panels at the front and plastic ones at the rear), and the fitment of ZF’s eight-speed automatic gearbox instead of a six-speed.The W12 engine, meanwhile, arrives here in 616bhp form, making this Bentley’s most powerful-ever four-door. The top speed is quoted (probably conservatively) at 200mph, and 0-60mph at 4.3sec. It’s pretty decadent at the pumps too; at the moment the Spur is only available with the W12 engine, which means 19.2mpg and 343g/km.Inside, there are a few carried-over parts around the dashboard, but the rest of it is new, although familiar in feel. You know the sort of thing. Lots of leather.The most significant alterations to the new Flying Spur, as we’ll see, are to the suspension. The old Spur never rode particularly calmly, particularly for customers in its primary markets – China (where more than half of Flying Spurs are sold) and the USA.So, this time around spring rates have been dropped by 10 and 13 per cent front and rear respectively, with anti-roll bars softened 13 and 15 per cent, while bushes are 25 per cent softer and the standard tyres, running on 19in rims, have a higher aspect ratio.

Garmin brings DAB digital traffic updates to its sat-nav
Latest in-car GPS devices use DAB broadcasting for instant updates

Garmin is claiming a UK-first for an in-car sat-nav with faster DAB radio-transmitted traffic data, available today on a new range of GPS devices.

About 80 times more information can be transmitted by digital broadcasting than old-style, FM-based RDS or cellular GPS, Garmin says.

“With DAB, the traffic data is constantly being updated, whereas with RDS it changes every minute and for cellular services usually every two minutes,” says product manager Colin Lee.

Digital traffic updates have been available since late last year on devices aimed at truckers, but now the technology is available on car GPS systems. Garmin uses traffic data supplied by Inrix, which gathers data from multiple sources, including 20 million road users and the Highways Agency network.

Significantly, Garmin’s three new 'nüvi' GPS devices, which start from £80, will include lifetime-free traffic updates and free map updates. Also new is the interface, which comes with higher quality graphics, sharper screens and more detailed mapping and directions. 

Ford Focus 1.6 TDCi Econetic first drive review
With the imminent arrival of the new VW Golf Bluemotion, Ford has tweaked its frugal Focus for even greater efficiency A new version of the Ford Focus that's designed to rival Volkswagen's Bluemotion offerings. The 1.6-litre Duratorq diesel engine aboard the Econetic-branded models is not a new unit, but it has now been heavily fettled by the Blue Oval’s engineers to offer the lowest emissions yet seen on the Focus.The common-rail fuel injection, variable geometry turbocharger, cooling system and final drive ratio have all been revised with efficiency in mind. Total output is down by around 10bhp compared to other Duratorq-driven Focus models, but the 199lb ft of peak torque remains the same.In Zetec drag - tested here – the emissions drop just below the taxable threshold and the combined tally rises to 76.4mpg. However, if you’re prepared to put up with the lowly Edge trim, Ford will fit an aerodynamic package (including an active grille shutter, underbody shielding and ultra-low rolling resistance tyres) which results in a hybrid-rivalling 88g/km and 83.1mpg.

Twisted to test Chevrolet V8-engined Defender
Twisted's latest 520bhp creation will get a pre-production shakedown on the infamous Gumball rally, prior to reaching customers

Twisted, famous for its updated and uprated Land Rovers, has revealed a Chevrolet V8-engined Land Rover Defender 110.

Due its first major shakedown run in this year’s Gumball Rally, the Twisted V8 has a claimed 0-60mph time of six seconds. It commands a price tag of between £140,000 and £190,000 and takes three to four months to build. 

The prototype that Twisted will be taking to the rally is currently running around 520bhp and 480lb ft with uprated exhaust manifolds, although the car available to customers will feature a figure closer to the 450bhp.

Myriad components are uprated to deal with the power and to help the Defender make good use of it, including special Ohlins dampers all-round. 

Inside, those who know traditional Land Rovers well may find familiar controls missing; the mechanical differentials have been removed, with automatic torque biasing units replacing both the standard front and rear items.

The low-range gearbox has been taken out as well; the automatic ‘box and low-down torque giving more than enough off-road prowess.

Production models will also be offered in Twisted’s new ‘Definitive’ specification. This features a custom-made interior, fitted as standard to the V8-powered versions, although it is available as an option to those who order the 2.2-litre diesel powerplant.

Five orders have been placed for the V8 already. The Gumball Rally will provide the car with a more than adequate pre-sale shakedown, and Twisted has also supplied pro skateboarder Tony Hawk with one of its Alpine Edition 110s.

The Twisted team will join Tony Hawk on its Gumball trip from Copenhagen to Monaco, in time for the city’s grand prix stage.

Jack Evans

All-new Mercedes-Benz S-class unveiled - latest pics
Luxury four-door 'W222' saloon officially unveiled; due to arrive in UK showrooms in September

The all-new Mercedes-Benz S-class aims to continue the plush four-door saloon’s traditional dominance of the global luxury car market with a technological tour de force that combines comfort, space, efficiency, safety, quality and connectivity.

Set to arrive in UK showrooms in September, the new Mercedes flagship is charged with the task of replacing not one but two different model lines.

On the one hand, it has been developed to fill the role of the previous generation S-class on sale since 2007. On the other, it has been conceived to occupy the very same territory vacated by Mercedes-Benz’s discontinued Maybach brand and its 57 and 62 limousines.

Reflecting the importance that Mercedes boss, Dieter Zetsche, has placed on it, the new car is planned support no less than five different models: short wheelbase saloon, long wheelbase saloon, extra long wheelbase saloon, coupé and cabriolet.

Stylistically, the new S-class, developed under the internal codename W222, is more evolutionary than revolutionary, representing a clear progression of the outgoing model rather than a complete departure of what went before it.

It shows obvious heritage in many elements, but the surfacing treatment is contemporary enough to give it modern appeal. Mercedes design boss, Gorden Wagener describes the car as having “more noble visual character” than its predecessor.

Continuing a trend that has seen all recent Mercedes-Benz models significantly undercut their predecessors in terms of aerodynamic efficiency, the big saloon is claimed to boast an impressively low drag coefficient of just 0.24.

Sitting proud up front is a traditional grille with added chrome, increased width and greater prominence than on any recent Mercedes model. Other design features of note include larger headlamps with more expressive internal graphics and up to 56 individual LEDs, a heavily structured front bumper, more contoured bonnet, less prominent wheel arch flares, and a signature dropping line along the flanks that runs from the trailing edge of the headlamps to a lower point above the rear wheel arches.

The underpinnings, like many elements of the new S-class, are a development of those used by its predecessor, albeit with numerous revisions, most notably in the area of electronics that sees the new car adopt some interesting new safety features.

These include an illuminated belt buckle extender and air bags within the belt straps for the rear passengers. Models equipped with the optional reclining rear seat also receive an airbag within the seat cushion; it's designed to prevent the occupant sliding forward in the case of an accident.

Many of the changes and developments have been made in an effort to improve rear-seat luxury, as the Asian market for traditional luxury saloons is becoming increasingly important. Interior space is greater than the previous generation and equipment like seatbelt holsters that rise electronically serve to boost what Mercedes-Benz calls the "essence of luxury".

Considerable lengths have also been taken to ensure that interior noise has been reduced, with structural and suspension components being specifically designed and manufactured to reduce noise, vibration and harshness. Damping foil and sound-deadening materials are used throughout the car to further quieten the cabin, while door and window sealing systems have been upgraded to cut wind and road noise.

In long wheelbase guise, the new S-class uses the same 3165mm wheelbase as its predecessor. Dimensionally, the new car is 21mm longer, 29mm wider and 11mm higher than before at 5246mm, 1899mm and 1491mm. The inclusion of new rear seats, which come with an optional reclining function, has lead to a 30-litre reduction in boot space at 530 litres. 

Mercedes has increased the amount of lightweight materials used in the construction of the new S-class in a bid to shed weight; the entire outer skin, including the roof, is now made out of aluminium, while the internal structure uses a higher percentage of hot formed multi-gauge steel in a move that sees a reduction in kerb weight among some models.

With a kerb weight of 1900kg, the S350 BlueTEC tips the scales 20kg below its predecessor. At the same time, it is claimed to boast the most rigid body structure in its class.

Petrol, petrol-electric, diesel and diesel-electric drivetrains will all be offered. All four will come with a seven-speed automatic gearbox from the outgoing model carrying revisions that, Mercedes claims, provides smoother, faster and more intuitive shift action. 

Included among the engines planned for UK sale is a carry over 3.0-litre V6 diesel with 254bhp in the S350 BlueTEC and a 2.1-litre four-cylinder diesel with 204bhp in combination with a 20kW electric motor for a total output of 228bhp in the S300 BlueTEC Hybrid. The diesel hybrid has a lower coefficient of drag than conventional models, dropping from 0.24Cd to 0.23Cd, and is stated to emit 115g/km of CO2.

Also planned is an upgraded version of Mercedes-Benz’s existing twin-turbocharged 4.7-litre V8 petrol engine that produces 20bhp more than its predecessor at 449bhp in the S500; a plug-in hybrid version is planned for 2015 which will emit less than 75g/km of CO2.

Slated for the UK is the yet-to-be-revealed S63 AMG. Like its predecessor, it is powered by a twin-turbocharged 5.5-litre V8 that is likely to offer a standard 536bhp, or 563bhp in combination with an optional performance package.

UK S63 AMGs will be rear-wheel drive, but selected markets will get S63s with Mercedes-Benz’s four-wheel drive 4Matic system. These will be badged S63 AMG 4Matic. 

Other markets will receive the S400 Hybrid, which uses a revised version of the naturally aspirated 3.5-litre V6 petrol unit used in the outgoing model in combination with a 20kW electric motor for an overall output of 321bhp – an increase of 26bhp on the old S400 Hybrid.

In 2014, Mercedes-Benz will bring a new S600 model to the line-up. It receives a revised version of the outgoing model’s twin-turbocharged 5.5-litre V12 developing around 530bhp. In 612bhp 6.0-litre guise, this engine will also power a range-topping S65 AMG flagship.  

Also planned for launch next year is a new S500 Plug-In Hybrid model, which Thomas Weber, head of research and development, says achieves combined fuel consumption on the European test cycle of more than 70.6mpg.

Heading the long list of technological advances incorporated on the new S-class is Mercedes-Benz’s so-called Magic Body Control (MBC) system. Available as an option, it uses cameras mounted within the windscreen to scan the road and detect surface irregularities before automatically adjusting the damping characteristics to reduce body movements, better control roll and pitch and generally improve overall ride comfort.

Other innovations include a pair of dash-mounted 12.3-inch TFT screens. One displays instrumentation; the other functions as a sat-nav, multimedia and settings screen. Further improving interior comfort is the new 'Thermotronic' climate control system, which can filter out viruses, dust and spores.

Myriad advanced options are also available, such as a 'Comfort' package that allows the seats to mimic a hot-stone massage, night vision, adaptive cruise control, a range-topping 24-speaker sound system and a built-in atomiser that diffuses scents into the cabin.

The new Mercedes-Benz S-class is set to go on sale in the UK in September, with prices estimated to start at around £68,000.

To find out more about the new S-class' interior, click here. 

Autocar magazine 15 May preview
Britain's best cheap used cars; Mitsubishi Evo VI Tommi Mäkinen buying guide; Ford Fiesta ST road test; Alpina B6 Biturbo driven; next-gen Land Rover Freelander

This week James Ruppert, the founding father of Bangernomics, takes you on a tour of his buying philosophy, lays out his top buying tips and then recommends his favourite bulletproof bargains in our massive cheap cars special.

Fans of Ruppert will know his status as the finest used car expert, and throughout a 17-page special he shares his knowledge, wisdom and irreverent sense of humour as he names his favourite bargains for every type of car buyer.

With prices for James’s recommendations starting from just a few hundred pounds and only rising as far as £2500, there really is a car for every budget.

Highlights include a Mercedes 190E saloon that starts at £395 and starts every time, a pauper’s performance car section that recommends must-have second (or third) fun cars from Ford, Seat, Honda, Hyundai and, erm, Volvo, again available from £395, and a range of more sensible buys taking in every type of car for every type of use, where prices top out at just £1595.

Don’t despair if you’ve got a larger budget, either: there’s a buying guide to the seminal Mitsubishi Evo VI Tommi Mäkinen edition (from £10,000) and a £75,000 comparison of a new Nissan GT-R against a used Audi R8 V10.

As ever, there’s no shortage of new car drives. We have first drive reviews of the new Alpina B6 Biturbo, Mercedes E-class cabrio, Maserati Quattroporte V6 and the new entry-level BMW Z4. The startlingly good Ford Fiesta ST is also put through the full eight-page road test.

Updates from life with our fleet include a farewell to the Chevrolet Volt, plus a trip to BTCC team West Surrey Racing in our BMW M135i and updates on our Volvo V40, Audi A6 Allroad and Mazda CX-5.

Our news leads off with two Land Rover exclusives, outlining plans for the next-generation Land Rover Freelander to move in to an expanded Discovery family (with a name change) and the latest on plans for the launch of a new, radically different Land Rover Defender.

Plans for how the Peugeot 308 can help lift Peugeot out of its economic crisis are also revealed, alongside sister brand Citroën’s push to build more stripped-out budget models. There’s also technical insight into the new McLaren P1.

Autocar magazine is available through all good newsagents, and available to download from Zinio and the Apple iTunes store.

New Infiniti Q30 is 'not a copy of the Nissan Qashqai'
Infiniti's crossover is set for a 2015 launch; it targets both premium hatches and compact SUVs

The new Infiniti Q30 will be launched in the next two years and sit in a niche that brand boss Andy Palmer describes as being “between the Audi A3 and Audi Q3”. It is believed that this will be made possible by a new three-way adjustable ride height system.

The car was previewed by the Etherea concept at the Geneva motor show in 2011 and was described at the time by its maker as a four-door coupé. Infiniti’s willingness to cross established car segments follows the example of parent company Nissan, which has enjoyed sales success with the Qashqai and Juke crossovers.

However, Palmer said the Infiniti was “not a copy of the Nissan Qashqai, but a car that can span established brackets within the market”. He added that Infiniti will strive to differentiate itself from the established premium brands using styling. “Infinitis should be more evocative than the establishment,” he said.

Palmer added that there are no plans to create a new flagship saloon larger than the current M, a BMW 5-series rival. “The 7-series market is declining, so we’re more likely to follow the trend to smaller vehicles,” he said. “Before we can do that, however, we have to build our brand cachet in other areas.”

BMW 320d GT Modern UK first drive review
New 3-series hatchback impresses on its first appearance on UK roads The GT is the BMW 3-series that aims to provide the driving characteristics of the saloon with the space of the Touring and the driving position closer to that of an SUV.Or put rather more simply, the GT is the new 3-series hatchback. This is our first steer in the new addition to the 3-series line-up on UK roads, tested here in the sure-to-be-popular 320d specification.

Lamborghini to build 600bhp Urus SUV
Lamborghini's second off-roader will share underpinnings with the Audi Q7 and Porsche Cayenne; due to go on sale in 2017

Lamborghini has confirmed that production of its Urus SUV concept will begin in 2017. The news was announced as part of the company's 50th anniversary celebrations.

The Urus will be underpinned by the new Volkswagen MLB platform, which will also form the basis of future Audi Q7, Volkswagen Touareg and Porsche Cayenne models.

At present, the MLB architecture uses aluminium in pressed, extruded and cast forms along with steel pressings. The two materials are glued and riveted together. For the Urus and other VW Group SUVs, the next MLB platform will incorporate carbonfibre to further reduce mass.

The production Lamborghini Urus is expected to retain the dramatic angular styling of the concept as well as its muscular stance. However, expect details such as the lights and grilles to change by 2017 as Lamborghini's design evolves.

Lamborghini has yet to reveal details of the SUV's powertrain, but it's understood to offer a power output in the region of 600bhp. The production version of the Urus could potentially use plug-in hybrid technology, using a modified version of Audi's twin-turbo 4.0-litre V8 and an electric motor. 

Of the announcement, Audi boss Rupert Stadler said that Lamborghini “has to do it” and that the progress of the Urus is “on track”.

Matt Bird

Facelifted BMW M5 images leaked
The M flagship appears on BMW's configurator undisguised

Official images have emerged of the revised BMW M5. They were leaked onto BMW's website after the M5's configurator was updated ahead of schedule.

The current M5 has been on sale since 2011, and so it's perhaps unsurprising that the facelift has altered very little. As the first spy shots suggested, the M5's grille has been tweaked to incorporate larger vertical slats, as on the M6, and the headlights are also slightly different.

Inside, the M5 receives the steering wheel from the M6, with narrower spokes and a smaller centre than previously. The iDrive controller is now touch sensitive, but the interior ostensibly remains identical.

While the standard 4.4-litre, twin-turbocharged V8 will be carried over unchanged, BMW is expected to offer a Competition Package on the revised M5. This will increase power from 552bhp to 567bhp and also add new wheels, a revised M Dynamic mode and firmer suspension. This appears to be a direct riposte from BMW to the threat posed by the uprated Jaguar XFR-S and Mercedes-Benz E63 AMG S.

The 2014 model-year M5 will be available later this year. No pricing has yet been announced, but expect a slight rise over the £73,350 of the current model.

Matt Bird

Lamborghini Gallardo LP 570-4 Spyder Performante Edizione Technica first drive review
Best-selling Lambo sounds and drives as well as ever in its final hurrah A last hurrah for the ultimate performance versions of the now 10-year-old Lamborghini Gallardo, the best-selling car in Lamborghini’s 50-year history that’s reportedly due for a replacement in the next 12 months.We’ve already had a go in the updated standard LP560-4 version of the four-wheel drive supercar where changes were minimal and strictly cosmetic. This latest Edizione Technica package is the way of keeping the range-topping Superleggera coupé and Spyder Performante range-toppers fresh.They do without the not-loved-by-all cosmetic tweaks and instead get a few more goodies; these include lashings of carbonfibre and Alcantara trim, some racing stripes and a fixed rear wing for the cosmetics, and carbon ceramic brakes as standard on the mechanical front.Elsewhere our test car is an otherwise standard Performante, the Spyder version of the Superleggera. This means a 562bhp 5.2-litre V10 engine is hooked up to a six-speed automated manual gearbox (no dual-clutch ‘box from the R8 here) and a permanent all-wheel drive system.

Ferrari: 'we won't build a saloon, SUV or electric car'
Chairman Luca di Montezemolo insists no more than 7000 Ferraris will be built each year, all either supercars or GT models

Ferrari will never build cars outside of its core sports car and GT market, chairman Luca di Montezemolo has declared.

Speculation has linked Ferrari to future projects building an SUV, a four-door car or a smaller, cheaper car, but di Montezemolo said none of these would fit the brand.

“Our emphasis is on our heritage and expertise,” said Montezemolo. “We will manufacturer new models in the future, but the market position of them will always begin with where we stand with relation to our history.”

Montezemolo highlighted that sister brand Maserati was moving into the four-door market with the Ghibli and would launch an SUV in the near future.

“People ask me if my insistence on selling no more than 7000 Ferraris will harm our brand, but I don’t believe so,” said Montezemolo. “They also ask me about a four-door car or SUV, and I point them in the direction of Maserati.”

Asked if he feared the widespread success of Porsche in the sports car market and its move back to the hypercar market with this year’s 918 Spyder, Montezemolo added: “Everyone respects Porsche – it is the most important brand in sports cars after Ferrari. But over the past 20 years, when anyone has tried to penetrate our segment, I have welcomed it.”

Montezemolo also reiterated that Ferrari would never build a pure electric car while he is at the helm of the company.

Quick news: Mercedes E63 AMG S pricing; Tokyo motor show dates; new Volvo engines; JLR's new facility; more Passat options
577bhp AMG flagship from £83,740; Japanese motor show opens 23 November; four-cylinder Volvos to replace straight-sixes and V8s; Jaguar Land Rover's new Dubai-based engineering facility; Passat R Line and 1.4-litre TSI

Dates have been confirmed for this year's Tokyo motor show. It will run from Saturday 23 November until Sunday 1 December, with a press day on 22 November. So far 14 domestic manufacturers have been confirmed for the exhibition, along with 18 overseas brands.

Mercedes has announced pricing for its new E63 AMG S. It offers more power and torque than the standard E63, its outputs rated at 577bhp and 590lb ft respectively. The additional power has no impact on economy or emissions. The E63 AMG S saloon costs £83,740, the estate £85,530.

Volvo has begun production of a new range of in-house-designed engines. Four versions of the four-cylinder VEA (Volvo Engine Architecture) units will be made, replacing eight engines in the current line-up. Hybrid variants will be used to boost performance, and the first VEA-equipped cars will arrive this autumn.

Jaguar Land Rover has opened a new engineering centre in Dubai as a base for its hot weather testing and development. The 11,120 sq ft facility will test the durability and calibration of powertrains, ventilation systems and chassis. Land Rover also plans to develop its Terrain Response system off-road in Dubai.

Volkswagen has introduced a new 1.4-litre TSI engine and R-Line specification to the Passat range. The former replaces the 1.8 TSI with the same power (158bhp) but lower economy and emissions. R-Line Passats feature a unique bodykit, 15mm lower suspension and 18-inch 'Kansas' alloy wheels.

Matt Bird

The DVLA needs a new chief executive. Where do I apply?
The top post at Driver and Vehicle Licensing Agency is vacant, and James thinks he's the perfect candidate...

I’m fed up working for Autocar. The pay is risible, the hours terrible and the abuse I have to take on a daily basis is outrageous. [Shut it Ruppert, and make some tea – Ed]. So when I saw an advertisement for the post of Chief Executive of the Driver and Vehicle Licensing Agency (DVLA) it looked like the perfect job for me.

There is a massive amount of room for improvement and I think I could make DVLA a whole lot better. It is a big bloated organisation that, incredibly, has 5000 employees. Essentially what they do is admin, and you don’t need that many people to simply push records around computers.

Also, the fundamental problem with the way vehicle registrations are organised is that the car and its history does not attach to the owner. I’d sort that out with a smart, swipeable card. Maybe I’ll overhaul the registration system if I have the time.

The biggest obstacle to me getting the top DVLA job is of course, me. They want strong leadership skills and to be honest I’ve been a one man (and occasionally two man, or a man and woman) band for the last 28 years.

Mind you, the role needs ‘a strong customer ethos’ and I’ve definitely got that. I still sell stuff and know about keeping people happy so they come back and buy more.

One big problem is that I have never run a huge bureaucratic outfit. Personally I see it as a massive advantage, because if they want to change things then I’m the bloke to do it.

Not being on the public sector job merry-go–round is an issue, especially as I will, ‘need to build strong relationships with a range of stakeholders, including Ministers’. That sounds quite grim, having to get on with MPs who have been promoted above their ability levels, but I am sure I can cope.

Oh yes, and I’ll happily move to Swansea.

I will let you know how I get on.

In the meantime, please comment on which parts of the DVLA you would like fixed.

VW reveals Amarok 'Power-Pickup' concept at Wörthersee
Dramatic V6 TDI-engined pick-up concept has more power than a Scirocco R

Volkswagen has revealed a striking new Amarok Concept called the 'Power-Pickup'.

The concept, which was shown to fans at the annual VW meet in Wörthersee, is based on the standard Amarok pick-up platform in single-cab form.

It features a 3.0-litre V6 diesel that generates 268bhp and 443lb ft of torque, which is capable of propelling the Power-Pickup from 0-60mph in just under eight seconds. That power is transferred to the tarmac via an eight-speed automatic transmission and 4Motion permanent four-wheel drive.

The Amarok V6 TDI is distinguished from the standard version by its flared wheel arches, which make room for new 22-inch wheels and new suspension, now lowered by 80 mm. There’s also a chrome grille, chrome light surrounds and a carbonfibre diffuser at the rear. 

Inside you'll find leather seats and trim which takes cues from the exterior's colour scheme. In the centre of the cabin sits Volkswagen’s infotainment system, providing full multimedia control over the car’s audio systems via an eight-inch touch-screen. There's also a 500-watt subwoofer in the rear.

The new Amarok V6 TDI Power-Pickup was released alongside the Golf GTI cabrio concept and the Golf Design Vision GTI at Wörthersee.

Despite facing competition from the Toyota Hilux, the standard Amarok has proved successful, with Volkswagen having to reply to the increase in demand by expanding Amarok production beyond its initial plant in Argentina to the Volkswagen commercial vehicles plant in Austria.

It's not known if Volkswagen will enter the Amarok concept into production.

Jack Evans

Wraps come off sleek new Peugeot 308
Peugeot is plotting a shift upmarket with the second-generation 308, revealed here for the first time ahead of its debut later this year

The second-generation Peugeot 308, which is part of the French manufacturer’s continuing push to cultivate a more upmarket brand image, has been unveiled.

Peugeot is promising significant improvements in efficiency, driving dynamics and quality from the Ford Focus and Volkswagen Golf rival.

At 4.25m long and 1.46m high, the new 308 is slightly shorter and lower than the outgoing version of the small family car.

The car is underpinned by the latest EMP2 platform engineered by Peugeot’s parent company, PSA, for use on many future C and D-segment cars wearing the Peugeot and Citroën badges.

The new platform has given Peugeot’s designers the opportunity to give the new 308 a bolder shape than its predecessor, and also provides weight saving and dynamic benefits.

The platform features lower engine-mounting positions, which in turn allow for a more aggressive, sharper front-end design with a lower bonnet than seen on the current Peugeot range. There is also more interior room, with boot space put at 470 litres below the parcel shelf.

In terms of exterior design, the 308 incorporates elements of the most recent 208, and also references design cues from the sleek Peugeot Onyx concept car first unveiled at last year’s Paris motor show.

Peugeot claims that the new 308 is as much as 140kg lighter than its predecessor, depending on engine derivative and trim specification. Emissions are also improved, with CO2 coming in as low as 85g/km on the most economical variants.

The interior adopts what Peugeot refers to as its ‘i-cockpit’ philosophy, which borrows the compact steering wheel and heads-up instrument binnacle seen in the 208 hatch.

A tall centre console houses a 9.7in touchscreen via which many of the major controls are operated, allowing Peugeot’s interior designers to create a dashboard that features less buttons and high-quality materials.

The new Peugeot 308 will be produced in the Sochaux plant in France, with engines coming from PSA’s Trémery and Douvrin sites. It will be one of the stars of Peugeot’s stand at the Frankfurt motor show on 10 September.

Sales will start during late autumn 2013 in Europe, with right-hand drive UK cars arriving in dealers in January 2014. 

Hybrid Infiniti sports car due within three years
Nissan's premium brand is going ahead with a plug-in hybrid or electric sports car, on sale by 2016

Infiniti will launch a halo sports car in the next three years, using hybrid technology explored with the Emerg-e and Essence concepts.

Consequently, the car is likely to use range-extender or plug-in hybrid technology, giving it a wide appeal to its likely audience: premium car customers in their late 20s, likely with just a single child and with a high degree of environmental awareness.

With the majority of buyers expected to come from Asia, the car is likely to be designed around their tastes, too.

“These customers are widely referred to as ‘little emperors’ —people who are used to getting what they want,” said Infiniti brand boss Andy Palmer. 

Palmer likened the final product to being “like the Tesla sports car option, but with more flexibility in terms of range”, hinting at the likely powertrain.

The two-seat, rear-drive Emerg-e used a Lotus-derived 1.2-litre petrol engine and two electric motors with a combined power output of 402bhp.

The Essence, meanwhile, used a hybrid drivetrain involving a 3.7-litre V6 mated to an electric motor, which could work individually or together to produce peak power of up to 592bhp.

Palmer ruled out using the existing powertrain from the high-performance Nissan GT-R, saying that it was “not suitable for Infiniti”. 

He added: “There are all sorts of issues, especially around NVH [noise, vibration and harshness]. Our target customers are not people who compromise, so we need to ensure we deliver the best of everything.”

A halo car is seen as crucial to the firm’s ambitious growth plans from fewer than 200,000 global annual sales today to 500,000 by 2020, as it battles to improve brand awareness, notably in emerging markets.

Infiniti has already made great strides in this area through its sponsorship of the Red Bull Formula 1 team, and senior management is said to see a hugely desirable sports car as another step on that path.

As an example of what could be achieved, Palmer cited a metric that recorded a rise in awareness in China from 19 to 29 per cent in two years because of its Formula 1 involvement.

“Every rise in awareness should have a direct impact on sales, provided we are doing our job right every step of the way,” said Palmer.

 

Lotus gets £10m boost
Government approves £10 million cash injection into the future of Group Lotus

The future of Group Lotus is looking more upbeat after it was revealed the Norfolk firm is to get an estimated £10 million cash injection from the government’s regional growth fund (RGF).

Business secretary Vince Cable revealed the news to the Eastern Daily Press. He told the paper: “We have now agreed the regional growth fund for Lotus. It was a few weeks ago that we finally signed off on it. There is a lot of detail still to grind through, but we have basically approved the bid.”

Group Lotus is not officially commenting on Cable’s revelation. Autocar sources have revealed the fresh application was submitted some weeks ago and has now been agreed in principle, with only due diligence left to complete, as Cable alluded to.

Under former boss Dany Bahar, Lotus submitted an application to get £10m from the RGF two and a half years ago. This was to fund development of five new cars, a plan that’s been put on ice following Bahar’s exit last year.

The application for the RGF was put on hold and has now been reprised under Lotus’s new management team, headed by Aslam Farikullah. The amount of money is understood to be similar to the original £10m, although sources remain coy on an exact figure and what it would be used for. This is to avoid any speculation about a new ‘plan’ for Lotus following the failure of Bahar’s proposals.

The RGF is designed for new jobs and training, and for R&D projects, suggesting Lotus still plans to expand its line-up.

Cable revealed that the government’s investments of around £1 billion from the RGF have led to around £6bn of investment from the private sector, with the car industry a particular beneficiary. 

Fernando Alonso wins Spanish Grand Prix for Ferrari
Spaniard sends his home crowd in to a frenzy with dramatic drive to victory

Formula 1 star Fernando Alonso won the Spanish Grand Prix for Ferrari, sending his home crowd into rapture.

Alonso's victory owed much to his combative nature on a day when many of his rivals focused - with varying degrees of success - on tyre conservation.

Right from the start, the front row pairing of Nico Rosberg and Lewis Hamilton were in trouble, as their Mercedes racers struggled for race pace. Red Bull ace Sebastian Vettel split the pair off the line, and looked a potential winner for a while.

Alonso, meanwhile, also started well, moving around the outside of both Kimi Räikkönen (Lotus) and Lewis Hamilton on the opening lap. He then tracked the leaders, passing Vettel during the first pitstop phase and then chasing down Rosberg. Rosberg's day swiftly became worse as Vettel and Raikkonen then dispatched him on the same lap.

Thereafter Alonso was able to stretch his lead, running fast enough to make a four-stop strategy work. Vettel, on the same strategy, fell prey to Räikkönen  however, who stopped one less time. Räikkönen's pace and canny tyre tactics meant he briefly led into the closing stages, before having to cede the place to Alonso, who was on fresher tyres.

Felipe Massa crowned Ferrari's day, recovering from a penalised ninth on the grid (after impeding Red Bull's Mark Webber in qualifying) to take the final podium spot as Vettel's pace faltered as he struggled with tyre wear.

Spanish Grand Prix 2013 results:

1 Alonso (Ferrari); 2 Räikkönen (Lotus-Renault); 3 Massa (Ferrari); 4 Vettel (Red Bull-Renault); 5 Webber (Red Bull-Renault); 6 Rosberg (Mercedes); 7 Di Resta (Force India-Mercedes); 8 Button (McLaren-Mercedes); 9 Perez (McLaren-Mercedes); 10 Ricciardo (Toro Rosso-Ferrari); 11 Gutierrez (Sauber-Ferrari); 12 Hamilton (Mercedes); 13 Sutil (Force India-Mercedes); 14 Maldonado (Williams-Renault); 15 Hulkenberg (Sauber-Ferrari); 16 Bottas (Williams-Renault); 17 Pic (Caterham-Renault); 18 Bianchi (Marussia-Cosworth); 19 Chilton (Marussia-Cosworth); DNF Vergne (Toro Rosso-Ferrari); DNF van der Garde (Caterham-Renault); DNF Grosjean (Lotus-Renault).

World Championship standings:

Drivers: 1 Vettel 89; 2 Räikkönen 85; 3 Alonso 72; 4 Hamilton; 50; 5 Massa 45; 6 Webber 42; 7 Di Resta 26; 8 Grosjean 26; 9 Rosberg 22; 10 Button 17; 11 Perez 12; 12 Ricciardo 7; 13 Sutil 6; 14 Hulkenberg 5; 15 Vergne 1.

Constructors: 1 Red Bull-Renault 131; 2 Ferrari 117; 3. Lotus-Renault 111; 4 Mercedes 72; 5 Force India-Mercedes 32; 6 McLaren-Mercedes 29; 7 Toro Rosso-Ferrari 8; 8 Sauber-Ferrari 5.

All results unofficial