Audi Q3 2.0 TDI 138bhp FWD SE (2012)

The Audi Q3 has only been around for a year, but the company continues to spin off variants at an alarming rate as it scatters new product into every which niche in the market. So here we have the latest Q3 model on test: a front-wheel drive, lower-powered 2.0-litre turbodiesel mustering 138bhp and with a simple stick shift (the pics are of the auto we tested in the February 2012 issue of CAR Magazine).

There are some at CAR who'll struggle to see where the Q3 fits in to Audi's plan for global premium domination. It's a rather amorphous shape, a mini-me Q5 - itself a shrunken Q7. This brings drawbacks (many won't quite know what it is without peering at the badge and we came to realise it's had a total character bypass) but at the same time means you know what you're going to get.

Yes, all the usual Audi build quality rules apply. Some CAR readers think we're slaves to VW group production processes, but I bet you couldn't sit in the plump seats of a new 2012 Audi Q3 and profess it's not superbly finished. It has that solidity, that sober, oh-so-sensible heft to every surface inside and out which reeks of quality.

So who's going to buy an Audi Q3?

Good question. Despite its compact footprint - at 4385mm long, it's the same size as a Peugeot 3008 or Range Rover Evoque - you can seat four grown-ups comfortably and the rear is bigger than I was expecting. Just watch out for the double-length panoramic sunroof which gobbles rear headroom.

The 460-litre boot, too, is larger than I had assumed. It's a high-up trunk and comes neatly trimmed in a square shape with no transmission tunnel intrusion. Lift the false floor and there's more room below in between the spare wheel, battery and Bose sound system extras.

So the Q3 is a viable small family car. If you've got young children - or an empty nest - you'll find this shrunken soft-roader just fine. It's pricey though: Q3 prices in the UK start at £25,690 and climb to a peaky £31,360. Our lower-rung Q3 2.0 TDI with 138bhp cost £24,560, but came with options sending it to £33,090:

• Monsoon Grey metallic paint £525
• Black/Fine Nappa leather £1250
• 18in x 7J ‘5-twin-spoke’ design alloy wheels £495
• Luggage compartment package £85
• DAB digital radio £305
• Full paint finish £100
• Comfort package £605
• Technology package £1495
• Xenon light package £1150
• Audi drive select £220
• Panoramic glass sunroof £1100
• Heated front seats £260
• Audi parking system plus with park assist £250
• Bose surround sound £690

Wow, so that's a lot of options. What's a loaded Q3 2.0 TDI like to drive?

Entirely as you'd expect. Every control surface has that usual Audi feel: while Volkswagen's platform strategy manifests itself with pleasingly different designs on the outside, the driving experiences within often blur into one Germanic precision continuum. This new Q3 is no different. You could be blindfolded and struggle to tell it apart from a VW Tiguan. 

The front-wheel drive Q3 is as inert as you'd expect and is some way off the responsiveness of, say, a BMW X1 or Range Rover Evoque. But it's very refined and quiet and has all the wholesome qualities of organic premium food you'll find in the expensive aisle of Waitrose. It's very much aimed at those sorts of buyers for whom outright value matters less than the badge and the quality message consistent with their lifestyle.

Losing traction at the rear axle shouldn't shed a single sale and despite the odd chirrup out of damp junctions the Q3's front-wheel drive chassis never feels overwhelmed by the 138bhp and 236lb ft the turbodiesel musters. Performance is quite perky, feeling quicker than Audi's 0-62mph in 9.9sec claim.

Fiddle around with the Drive Select option fitted to our test car and you can flick between Auto, Dynamic, Comfort and Economy settings for the various switchable electronics which govern damping quality, steering weight and throttle responsiveness. Dynamic is tellingly firm; not good when I found the ride on 18in rims unsettlingly jiggly anyway. We left it in Comfort for most of our test to remove the worst spikes from the ride.

Verdict

The Audi Q3 is a polished act in the showroom. You can criticise Audi's blunderbuss product strategy all you like but you can't argue with the customer proposition of offering heaps of choice. Audi UK sold 530 Q3s last year and who are we to argue with that commercial transaction? People want soft-roaders and they want them in downsized packages. Throw in the vogueish Audi badge and this car promises plenty.

Yet to an enthusiast, the Audi Q3 seems to lack the sparkle that draws us to the best products in class. We parked the Q3 next to our long-term test Range Rover Evoque and realised immediately what the Audi is missing: a little bit of soul.

Mind you, for the majority of buyers, a hyper-polished, restrained slug of quality wearing an Audi Q3 badge will be quite enough. And if that's their expectation, they won't be disappointed.

BMW X1 facelift (2012)

BMW is unveiling a pepped-up X1 facelift at the 2012 New York auto show. Why launch it in the US? Because soon the smallest BMW soft-roader will be sold Stateside.

What's new on the facelifted 2012 BMW X1? 

It's modestly facelifted with detail changes outside, an improved cabin and some minor specification tweaks to get the X1 ready for US launch in September 2012. It's a good forum to launch the X1 for America; show organisers expect footfall of around one million visitors this year.

Spot the revised 2012 BMW X1 by the greater number of body-painted panels and a fresh headlamp graphic surrounded by new chrome accents cutting across the top of the twin lights. Spec the optional xenons and you get the showy LED day-running lights.

Anoraks note: the side indicator repeaters are now incorporated into the door mirrors and there's a new rear bumper/apron assembly to tidy up the X1's bum.

Inside the faceilfted X1

The cabin of the BMW X1 has improved more noticeably. The centre console is new, angling the switchgear more towards the driver like BMWs of yore. And some of the cheaper surfaces of the X1's cockpit are improved, with higher quality metal-effect surrounds to the gearshift lever.

Engines, power

American X1s will come equipped with new TwinPower turbo petrol engines:

• X1 xDrive35i 306bhp, four-wheel drive
 • X1 sDrive28i 245bhp, two-wheel drive (xDrive optional)

Both engines are twin-turbo four-cylinders with automatic gearboxes and EfficientDynamics tech such as start-stop and intelligent alternator charging to lower battery drain.

Porsche Boxster S (2012) CAR

This is the all-new Porsche Boxster, the third generation of Porsche’s mid-engined drop-top. Just like its big brother, the 991-gen Porsche 911, there are big changes afoot: a new aluminium/steel hybrid bodyshell, significantly tweaked vital stats, a base engine that gets 200cc smaller while also gaining performance, and new electromechanical steering.

Read on for our first drive review of the new Porsche Boxster S...

More info on those vital stats for the new Porsche Boxster, please…

Overall length goes up by 29mm, the width stays the same, while the Boxster sits 11mm lower, helping to reduce the centre of gravity by 7mm. The wheelbase is 60mm longer – better for driving dynamics and comfort, says Porsche – the base of the windscreen sits 40mm further forward from the car’s centre point, giving a more cab-forward stance, while the overhangs are reduced and the driver’s seat is positioned 10mm closer to terra firma too. The body is also 40% stiffer than before, the kerbweight of the basic Boxster pared by 35kg to 1310kg despite the increased dimensions.

Good, now tell me about the performance stats…

The base model shrinks from 2.9 to 2.7 litres, but the old car’s 248bhp at 6400rpm, 30mpg and 221g/km improves to 261bhp at 6700rpm, 34.4mpg and 192g/km – only the torque slips back from 214lb ft at 4400rpm-6000rpm to 207lb ft at 4500-6500rpm.

The 3.4-litre engine size remains the same for the Boxster S, but the old model’s 302bhp @ 6400rpm, 265lb ft @ 4400-5500rpm, 29.7mpg and 223g/km becomes an all-round-improved 311bhp @ 6700rpm, 266lb ft @ 4500-5800rpm, 32.1mpg and 206g/km. At under eight minutes, the Boxster S’s Nürburgring lap time should be around 14sec faster than its predecessor, too.

Prices go up by around £1k for the base Boxster, and £1.5k for the Boxster S, while the PDK transmission adds a whisker under £2k to both models.

Is it still as noisy inside?

No, a new hood with an extra layer of insulation helps to quiet the interior by a very significant 2dB. It’s also incredibly quick to drop at an astounding 9sec, down from the last Boxster’s still quick 12sec. In practice it’s even faster too, because it’s fully automatic, where you previously had to first unclip a latch on the header rail.

There are more benefits too: you can drop the roof on the go at speeds well above 30mph, and the folded roof doesn’t eat into any luggage space – folding hardtops insist that you stop to drop the roof, and they do eat into luggage space.

One niggle, though: the old roof sat beneath a metal panel when stowed, but that panel has now been removed, meaning the part of the roof that normally attaches to the header rail remains on view. Not a problem in itself, but the large gaps between the stowed roof and the bodywork look messy.

How does the Boxster drive?

Our Boxster S PDK was fantastic. The ride is noticeably more supple than before, and our optional PDK dual-clutch gearbox is improved too: the slight slur of ratios in the previous model has been replaced by a more engaging snap of engagement.

The engine is also fabulous: there’s more stodge at low revs than you’ll experience in a basic 911 Carrera, but get the revs spinning and it’s incredibly rewarding, with a hungry howl and a real appetite for pulling through the rpms. Whatever the engine speed, you’ll always notice the incredibly keen throttle response – a real benefit of Porsche not taking the turbo route like so many rivals.

The Boxster was always class-leading in the chassis department, but there’s a renewed keenness to the way it changes direction, the nose darting this way and that with absolute immediacy. And when the rear does break away, it feels incredibly balanced and controllable.

And the electric steering?

It’s very impressive, accurate and nicely weighted, but the crackle of feedback that was such a cornerstone of Porsche DNA is gone. It seems an unnecessary sacrifice for such a small saving in fuel – hydraulic power assistance relies on the engine, and therefore makes it work harder and less efficiently.

Verdict

The Boxster has long been one of the world’s best – if not the best – all-round sports cars, with sharp handling, affordable running costs, great powertrains and a price tag that undercuts the 911 Cabriolet by more than 50%. The third-generation model only improves things and, while we’re not totally sold on the electric power steering, it doesn’t really diminish the Boxster’s all-round appeal. We wouldn’t hesitate to recommend it.

BMW i8: the production electric i8 supercar coming in 2014

BMW is putting the finishing touches to its i8 supercar. We've already given the lowdown on the first Project i car - the i3 production car - but now we can reveal exactly what will make it to showrooms on the i8 plug-in hybrid supercar.

Tipping the scales at 1450 kilos, the i8 will be exclusively available as a plug-in hybrid electric vehicle. The design will be remarkably close to the concept's: a low-flung 2+2 equipped with pop-up doors and wing-like rear spoilers, the BMW i halo car mates a 170bhp electric motor - which drives the front wheels - to a turbocharghed 1.5-litre three-cylinder good for 223bhp and 295lb ft, which drives the rear wheels.

Won't there be petrol BMW i8s as well?

Nope. The earlier considered M version, which would have instead relied on a big-bore V8 or even on the outgoing V10, is no longer part of the programme.

Thanks to a very clever black box, the i8 can be front-wheel drive (ZEV), rear-wheel drive or all-wheel drive.

With a little help from the torque vectoring chips, this is said to be an extremely dynamic piece of kit which knows all the power oversteer tricks of the trade.

What will the range of the BMW i8 be?

Fully charged, the coupé can at the push of a button cover about 20 miles in near-silent zero-emission mode. When all 393 horses work together and dish up an aggregate 406lb ft of torque, the streamliner will beam you in 4.9sec from 0-62mph and on to a top speed of 156mph.

In the European driving cycle - which happens to ignore the energy required to charge the battery - the average fuel consumption works out at a miserly 104.2mpg. Unlike i1/i3/i5 which rely on a single-speed transmission mated directly to the e-motor, the i8 has a four-speed gearbox deal with its much broader performance range.

Recharging the battery is typically a six-hour affair, but access to high-voltage mains will get the job done in less than 60 minutes. 

How expensive will the BMW i8 be?

The plug-in hybrid sports car will cost in excess of €100,000. BMW nonetheless expects the racy gullwing crowd-puller to attract around 10,000 customers per year.

Like the other BMW i vehicles, the i8 is built around the principles of the so-called Life and Drive modules, denoting the carbonfibre body and the rolling chassis made of aluminium.

All i models come with such innovative driver assistance systems as One Pedal Control (accelerate, decelerate and coast by throttle order), Active Brake Control (works up to 40mph and includes pedestrian recognition), Park Assist (including automatic navigation), Congestion Assist (works up to 25mph and includes active steering), Range Assist (shows all available charge points and takes you there on demand), Precondition Assist (cooling down, heating, charging - all by smartphone) and Navigation Assist (connects with bus & rail services - just in case...).

Audi A4 Superavant (2014)

Audi is preparing a new A4-based high-roof model that eclipses the Avant. But whatever you do, don't call it an MPV.

It may be badged A4 Sportback. Or A4 Avantissimo, like the A8-based luxury wagon concept shown back in 2001 (and shown in our second row of photos). Or Superavant, because that's what it effectively is: a new type of estate car which is significantly roomier as well as more flexible but just as sporty, elegant and driver-oriented as its more mainstream sister models.

In February 2012, Audi designers and engineers met at the Ital Studio in Turin to check out a series of early proposals. If the board does give the still nameless project the thumbs-up, we should see a concept car in 2014 which would be followed by the production version two years later.

So where exactly does the Audi A4 Superavant fit into the range?

Although the project is still in its infancy, it aims to plug the gap between the A4 Avant and the Q5/Q6 crossovers. The main driving force behind it is market research which points out that there is growing demand for a premium MPV - but only as long as it does not look like a tall, boxy pseudo-commercial vehicle.

Young families would thus only form a small portion of the target audience. Instead, the new Audi intends to attract DINKS, Woopies (well-off older people), golden agers and active leisured–oriented folks. Common to all these groups is the desire to sit high up for a better surround view, to occasionally accommodate a couple of friends, and to load sports equipment, holiday luggage or a few crates of wine purchased en route.

In 2006, the Roadjet show car conceived under Ulrich Hackenberg was Audi's second attempt to create a high-end holdall after the aforementioned Avantissimo. In the absence of any artists' renderings, it's what we've used to illustrate this story (first row of pictures).

Why did the Roadjet not make the grade? It looked a trifle homespun, it did not push out the envelope far enough, and it almost completely lacked that coveted sporty touch. In contrast, the proposed A4 Superavant is an XXL estate car that combines dynamic proportions with above average space. Crucial visual elements are the exact height of the elevated roofline, the relation between the wheelbase and the rear overhang, and the dialogue between body and greenhouse.

Audi design mole speaks

'The last thing we want to create is a minivan,' explains a project engineer. 'Why? Because a minivan is incompatible with the Audi brand image. A minivan triggers all the wrong associations - like soccer mum, kiddy seats, weekend groceries. In an ideal world, the Superavant addresses primarily lifestyle-related packaging issues. That´s why two rows of seats are plenty. Those who need to carry more than five adults should consider a Sharan or a T5.'

Audi looked at three different donor cars for this model. The A3 range could do perhaps with an Avant but not with an even bigger derivative that would cannibalise the A4. The A6 would have been an OK choice for Europe but not for the rest of the world where five metre-plus hatchbacks and wagons simply don't sell. That´s why product planning agreed on the A4.

Helpfully, Audi's A4 and A6 share the same MLB modular components set. There exists extended-wheelbase variants of both models which have been developed for the Chinese market, but the Superavant will almost certainly be based on the smaller A4 L sporting a 60mm stretch. The longer wheelbase and the more substantial rear overhang should create an extra-large cargo bay as well as plenty of legroom for the back seat passengers.

Peugeot 208 1.6 e-HDi (2012) CAR

CAR's first review of the new 2012 Peugeot 208 comes at a crucial time in the French company's history. For much of the past decade, the something-oh-seven cars have failed to excite us, or many other enthusiasts. Blame the big-mouthed, slabby designs, the so-so dynamics or the caught-up competition – but stuff like the 207 and 307 just haven't kindled our imagination in the way their forebears did.

Peugeot hopes the new 208 supermini will continue the good work done by the swoopy RCZ coupe and taut 508 family car. And with the company jumping into bed with GM Europe's car division, it needs bread-and-butter cars like the 208 to be a hit.

What's new on the 2012 Peugeot 208?

It's back to the inspiration of the seminal 205 and even greater selling 206 with this supermini. Peugeot acknowledges that its small cars have got too big and has put its new small car through the hot wash to come out 7cm shorter and 115kg lighter on average with pleasing results.

The diet, combined with standard stop-start and clever tweaked-up powertrains and transmissions, means that the 208 range falls an average 34g/km in CO2 nasties. And as we all know, that virtuous circle should reap dividends in all key driving parameters from zippier handling to faster braking and keener corner dispatch.

The new 208 range arrives in UK dealers in June 2012, priced from around £9995. Three- and five-door hatchback bodystyles come first, although we'd guess the convertible and compact estates won't be far behind. Ditto a proper GTi, as previewed by the concept hot hatch at the 2012 Geneva motor show – fingers crossed it's a return to form to the 1980s icon.

What's the new Peugeot 208 like to drive?

Before we get to that bit, let's dwell on the exterior styling – the first thing you clock when you see a 208 on the road. We reckon Peugeot has finally cottoned on to a svelter aesthetic, with scalloped out trimness where flab used to proliferate.

The 208 isn't exactly beautiful, but it's a much more cohesive effort and looks nimbler and neater than previous generations. The surfacing is simple and clean, the car has presence and those chrome 205-alike styling flourishes aft of the C-pillar are a cool nod to the 1980s supermini this car so desperately apes.

Climb inside and you're struck by the smallest steering wheel this side of a Ferrari 458. Peugeot has deliberately made the wheel tiny in an effort to declutter the cabin; it's so small, they've had to move the instrument pack up above the wheel like in an MPV. It looks oddly small and you're not sure how it'll effect the helm.

So does the 208's tiny steering wheel matter?

Well, it kind of dominates the driving experience at first – but it only takes a few roundabouts to realise it's a good thing. It frees up loads of space and the 208 spears keenly into corners with a mere wrist flick. I liked it, and I suspect most drivers will.

The cabin is neat and uncluttered – 90% of UK models will come with a standard touchscreen, minimising the tyranny of buttons. I counted just a dozen on the dashboard in our car. Mind you, the screen fails to meet the iPad swipe expectations its graphics raise. It's more a prod and push affair.

Once underway the 208 is an accomplished drive. I'd say it won't trouble the class benchmarks – let's hear it for the Ford Fiesta and VW Polo – but it's competitive. Our 1.6 e-HDi is punchy enough with an easy 199lb ft of torque on tap from 1750rpm and it's refined too, with a more Ford-alike taut damping than Peugeot's earlier superminis. I suspect the ride on the standard 15s will be better than our slightly nuggety 17-inch shod version.

Annoyances are few and far between: reflections are manifold in the windscreen and it's hard to use the handbrake because your elbow rubs the armrest.

It's a French supermini. Is it built like a chocolate cafetiere?

Far from it. Our 208 felt well screwed together and the showroom feelgood factor is high, with that iPad-esque touchscreen, cool vodka bar lighting strips and a lovely airy glass sunroof on our model.

The plastics and finish on the dashboard is competitive, but it's still hard to avoid the polished excellence of a Polo. The French still can't manage that perception of engineering quality a Polo or Fabia manage.

Verdict

The 208 is an accomplished supermini with way more appeal – cosmetic and dynamic – than previous Peugeot superminis. We'd say it's job done.

We'll probably remember the 208 more for its stylistic flourishes than its dynamism, but this car puts in a strong performance in  every department.

Audi TT coupe and roadster (2014)

We've already scooped the new 2014 Audi TT, but we've come across new information which fleshes out the detail on Audi's new coupe. The next Audi TT will be more dynamic and performance-focused than the model it replaces.

Although the Audi TT Mk3 version won't encroach on the R8, it does move further upmarket, thereby reducing the terrain for the proposed - and how highly iffy - mid-engined R5 developed by Porsche.

The sports car maker which may become part of the VW family before the year ends, has always kept a close eye on the iconic TT which rivals the Boxster and Cayman twins. Although the next TT will increase the pressure by offering a fresh look along with an even wider range of equipment and drivetrain options, the Swabians have already threatened to strike back with entry-level Boxsters and Caymen powered an all-new four-cylinder boxer engine.

So what's new on the 2014 Audi TT Mk3?

The new TT is of course based on the 20% more cost- and space-efficient MQB components set pioneered by the new A3 and VW Golf. Although Audi has in the past toyed with additional TT bodystyles like a shooting brake (Tokyo 2005) and a spyder (Wörthersee 2007), projected sales volumes don´t seem to justify anything but a status quo mix of hard and soft top.

As befits a halo car like this, the next TT retains the character and the unmistakable proportions of the current vintage, as depicted in our new artist's impression. The design is evolutionary in a way Porsche purists might object to: after all, the revised silhouette almost mimics the 911, which makes the coupe in particular look butch and masculine and emphatically sporty. The only trace of three-boxiness runs along the trailing edge of the rear window where a large boomerang-shaped tail spoiler extends at motorway speeds.

The design of the new Audi TT

The front end features yet another variation of the trademark singleframe grille, this time boasting a set back main air intake, even more elaborate LED headlights, foglamps, cornering lights, DRLs and indicators, some contrasting brightwork and a pair of fake lower black vents to spice up the bumper graphics. The taillights are equally ornate with L-shaped indicators, dot-matrix brakelamps and trendy jewel-like clusters.

Inside, we find the next evolution of Audi's famed MMI ergonomics. Abandoning the familiar in-dash monitor, it incorporates a large display in the driver's primary field of vision. Through the MMI controller which still sits proud on the transmission tunnel, one can personalise the info screen content which incorporates the speedometer as the sole must-show item.

Alternative read-outs include a large-scale map complete with fully animated navigation guidance, an extensive web-linked on-board computer, a variety of infotainment functions or simply a set of four round quasi-analogue instruments. Audi is confident that the upgraded MMI will give the brand an edge again over BMW/iDrive and Mercedes/Comand.

Engines in the new Audi TT (2014)

Thanks to the less complex MQB architecture and a higher percentage of lightweight materials, the next TT will shed about 60 kilos. Other efficiency-enhancing measures include a low-friction quattro drivetrain, improved aerodynamics and a set of more economical engines.

Audi's engineering chief Michael Dick has confirmed that the next TT RS will be positioned above the current model, so it seems safe to expect a beefed-up 2.5-litre turbo motor good for 380bhp, which puts the high-end TT right between the 350bhp 911 Carrera and the 400bhp 911 Carrera S - for about 40%p less money.

• 1.8 TFSI, 180bhp/184lb ft
• 2.0 TFSI, 220bhp/258lb ft
• 2.0 TFSI 280bhp/258lb ft
• 2.5 TFSI, 380bhp/406lb ft
• 2.0 TDI, 180bhp/258lb ft

Both the coupe (June 2014) and the roadster (November 2014) can initially rely on six forward ratios, but there is a seven-speed S-tronic in the works for calendar year 2015.

While Quattro is standard on the TTS and TT RS, the TDI switches to front-wheel drive only. Shame. All-wheel traction is an option for the 220bhp TFSI. Standard features on all models include start-stop, energy recuperation and an EU6 plus emission rating.

Renault Zoe EV production car at 2012

Renault had a surprise up its sleeve at the 2012 Geneva motor show – the new production version of the Zoe electric car will cost just £13,650 in the UK.

That’s after the Government’s Plug-in Car grant which pays up to a quarter or £5000 of an electric car’s RRP, and makes the Zoe a more attractive proposition than other electric cars to date.

Renault says the new Zoe is priced to be an equivalent to a diesel-powered supermini. But you’ll have to add in monthly battery hire, starting at £70 a month. That includes breakdown cover – and a charge-up if you have a flat.

Renault Zoe production car: the lowdown

The French claim the Zoe is the production EV with a range of more than 130 miles on the NEDC cycle. But Renault provides the caveat that in city use drivers will more likely see between 62 and 92 miles depending on the weather (the range extends in warmer conditions and shrinks when it’s cold).

The Renault Zoe has a 65kW electric motor, equivalent to 89bhp, promising reasonable performance. At up to 18mph, it'll emit noises to warn pedestrians of your silent approach.

How clean is the Zoe? Renault quotes around 62g/km across Europe, although that plummets to 12g/km of CO2 in France where much of the electricity comes from nuclear fuel.

Thanks to a new universal charger, the Zoe can be charged at various power points, taking between half an hour and nine hours. And a fast charger will be available for just £2700 – around a quarter the cost of earlier systems.

Renault Zoe: the design story

The Zoe measures 4084mm long, placing it slap bang in supermini territory. It's an attractive small car with five seats and a 338-litre boot. Thankfully, much of the concept's elegance is retained for the production Zoe.

‘We wanted Zoe’s design to embody both a sense of breakthrough technology and core automotive styling cues,’ said styling project manager Agneta Dahlgren-Hermine. 'The car’s eco-friendly dimension is expressed in its pure lines which appear to flow along the bodywork. Its contemporary proportions combined with sculpted volumes make Zoe a reassuring and captivating car.'

The Zoe is part of Renault’s big electric car push, joining the Fluence, Kangoo van and Twizy EVs. The company continues with its big electric project and plans to reduce its carbon footprint by 10% by 2013 and a further 10% by 2016.

Toyota FT-Bh concept at 2012

Toyota's news at the 2012 Geneva motor show was the world premiere of the FT-Bh small car – a Yaris-sized supermini that's 25% lighter than the existing supermini. The FT-Bh weighs in at 786 kilograms.

And if you're wondering about those smoothed-off looks, it's all down to aero. This small car has an admirable 0.235 drag coefficient.

The FT-Bh is basically the epitome of everything Toyota knows about small cars. While it has no immediate production intent, its thinking will help shape the superminis of tomorrow. We'd certainly look twice at a Yaris shaped like this, we reckon.

Toyota FT-Bh: the lowdown

This is another hybrid Toyota – naturally – and its 1.0-litre Atkinson cycle petrol engine is paired to a full hybrid powertrain like on the Yaris hybrid for an average consumption of 135mpg and just 49g/km of CO2.

Considering this car is close in size to a Yaris (3985mm long, 1695mm wide, 1400mm tall), its emissions are roughly half that of a trad supermini, says Toyota.

Mated to a CNG engine, this powertrain would cut CO2 to just 38g/km, says Toyota. Add a plug-in element to the battery charging, and that tumbles to 19g/km. That's some claim.

How come the FT-Bh is so lightweight?

Thankfully, it's not down to exotic materials lurking on the pricey end of the periodic table. Toyota has cleverly stuck to existing materials to achieve that flyweight 786kg mass.

Thin pillars abound, to aid visibility and cut flab, and many of the learnings of the iQ are applied to this model. The engineers ended up in a virtuous circle where everything from climate controls to engines and suspension components could become lighter.

Helping achieve that low drag figure – and that tip-toe stance – are slender 145/55 R18 low rolling resistance tyres.

Ferrari F12 Berlinetta (2012)

Ferrari F12 Berlinetta – it's Italian for the new 599 successor. This is the new front-engined V12 supercar from Maranello, ready to be unveiled next week at the 2012 Geneva motor show in a glitzy three-layer Rosso Berlinetta paint colour.

As the daddy of the Ferrari range, the F12 Berlinetta is the most powerful road car ever produced by the Italians. The 6262cc V12 deploys 730bhp at a busy 8500rpm and 509lb ft at 6000rpm.

So the new Ferrari F12 Berlinetta is fast?

Naturally. Maranello quotes 'over 340kph' (211mph) and 0-62mph in just 3.1 seconds.

But Ferrari makes great claims over the dynamics too. They call it a 'mid-front-engined sports car', with the V12 mounted far back under the bonnet for more neutral handling.

In fact, the packaging of the F12 is as interesting as the edgy, sexy styling. At 4618mm long, it's shorter than the 599 it replaces, with a stubbier wheelbase, the gearbox slung out back in a traditional transaxle and the engine, dashboard and seats are all lower to reduce the centre of gravity. You'll be practically sitting on the tarmac in this V12.

Aluminium aplenty in the Ferrari F12

Long-time technical and design partner Scaglietti helped design the aluminium spaceframe chassis and bodyshell. It uses a dozen different types of alloy to cut weight by 70kg compared with the 599.

So the new F12 weighs in at 1525kg – that's a dry figure with no fluids on board – and 54% of that mass lies over the rear, driven wheels. Ferrari claims the structure is 20% more rigid, despite being lighter. No need for composites here, says Maranello.

Active aero plays a major part in the look of the F12. Something called the Aero Bridge at the nose generates downforce at the front by channelling air away from the top of the lid and along the flanks where it hits turbulent air from the wheels to decrease drag.

Active brake cooling ducts open only at high operating temperatures to cool the carbon discs, minimising drag by remaining flush for most of the time.

The V12 heart of the Ferrari F12 Berlinetta

This 6.2-litre V12 has its banks set at 65deg. It's naturally aspirated – no downsizing here – yet 80% of that 509lb ft torque spike is available from 2500rpm. Not that you'll have time to measure that as the F12 slings past 200kph (124mph) in just 8.5 seconds.

A twin-clutch F1 transmission promises finger-snapping quick gearchanges. Clever calibration brings a 30% cut in fuel consumption to around 18mpg, while Ferrari claims 350g/km of CO2. Both those figures are when equipped with HELE (High Emotion, Low Emissions… groan) - that's with stop-start, intelligent use of ancillaries and so forth.

Electronics galore keep all that power at bay. This thing has 80 more horsepower than an Enzo, don't forget. So you'll be grateful for the latest magneto-rheological dampers, the E-diff channeling power at the rear wheels and the latest electro-nannies managing stability and traction.

No price has been set yet, but this car is clearly going to outstrip the £212,000 of today's 599 GTB. We hear somewhere between the GTB and GTO - call it an estimated £250,000 - is likely.

Expect UK sales to start in late 2012, or possibly nudging into early 2013 according to the British distributor.

Fiat 500 Fuoristrada and Jeep Jeepster baby 4x4s

An SUV version of the Cinquecento? A baby Jeep built in Europe? Makes no sense at all? It does to Sergio Marchionne and his team. And if the products are spot-on in terms of design, engineering and quality, Fiat and Jeep may actually have a pair of winners on their hands.

Until not too long ago, il capo grande and his team were of course pursuing a totally different strategy. The idea was to allocate capacity in the Mirafiori plant in suburban Turin for a compact Alfa crossover and for the Jeep Compass replacement. But not so anymore.

Instead, the production planners decided to transfer Alfa and Compass to North America, and to make room in Mirafiori for the next generation Mito and for two so-called CUVs - crossover utility vehicles - the 500 Fuoristrada (Italian for allroad) and the Jeep Jeepster (name still tentative).

Fiat 500 Fuoristrada and Jeep Jeepster - here by 2013

All three new arrivals are based on the so-called small wide components set. Small wide is about Polo-size, also serves the Panda and the upcoming 500 Multipla minivan, and does comply with all relevant US regulations. Which it must, because Fiat intends to increase its Cinquecento portfolio to seven different models all of which will eventually be available in North-America. Small wide is a modular all-steel front-wheel drive matrix with awd compatibility.

The Jeep Jeepster, or Jeep Scamp

The Jeepster will be the brand's first product priced under €15,000. The name rings a bell? So it should: the original Jeepster dates back to 1948, the Jeepster Commando was built between 1966 and 1971, and the marque also showed a striking V8-engined Jeepster concept in 2005.

But the real revival of the Jeepster idea was in fact known as project JJ. Kind of a baby Wrangler codeveloped with Renault under Francois Castaing back in the old days when the shadow of American Motors was still looming large over Motown, this Suzuki LJ rival turned out to be a touch too rudimentary even for Rubicon Trail addicts.

The all-new Jeepster - which may actually be badged Scamp when it comes to market in late 2013 - is more of a downsized, better looking Compass than a sequel of the JJ and the related 1997 Icon proposal.

Fiat replaces the Sedici with the 500 Fuoristrada

At Fiat, the Cinquecento CUV will replace the Seidici, which is a rebadged Suzuki SX4 built in Hungary.

At Jeep, the new family member will be positioned below the next Patriot which remains in the current price and size class. Both vehicles are four-door only with optional AWD, a choice of 1.4-litre Multiair petrol and 1.6-litre Multijet diesel engines and an available automated six-speed Dualogic transmission.

While Fiat is reportedly considering a stacked and rugged Cross version as well as a 160bhp Abarth Esseesse, Jeep may do a higher output SRT model and an off-road-biased Sahara variant. Despite the common platform and chassis and the related drivetrains, both brands are of course preparing bespoke exteriors and interiors.

Ford Focus RS (2014)

Ford’s third-generation Focus RS is shaping up, with an all-new four-cylinder engine good for 350bhp, and with clever tech to help the front wheels put that hefty power down.  

The bad news is that the RS is unlikely to surface before 2014-15, although Ford executives are considering unleashing it earlier in the car’s lifecycle than with previous generations. The good news is that executives are talking openly about the prospect of an RS, and drawing up the £27k super-hatch’s specification.

So what engine will the new Ford Focus RS have to produce 350bhp?

Its engine is set to be a 2.3-litre Ecoboost engine, which is under development in North America and tipped for the next Mustang sports car. ‘The 2.3 is coming but it’s not in use yet,’ said a Ford source. ‘300 to 350bhp is the range we should consider.’ The engine will feature direct injection and turbocharging, to boost power while optimising fuel consumption.

The Mk2 Focus RS mustered 301bhp from its wonderful 2.5-litre five-cylinder engine, which was then cranked up to 345bhp for the limited edition RS500. Expect RS Mk3 peak power approaching 350bhp but from four cylinders: Ford has moved away from that Volvo-sourced five-pot, and emissions regulations will kill it off once and for all in 2013.

Will the new Focus RS be four-wheel drive?

The flagship Focus will also stick to front-wheel drive, with Ford ruling out all-wheel drive. ‘I’m not sure it would deliver a better car,’ said our source. ‘It’s a significant weight increase, it impacts on the platform, and you can’t recover the additional cost of all-wheel drive [in the list price].’

The new RS will almost certainly redeploy the RevoKnuckle front suspension, used (with limited success) to counter torque steer on the last Focus RS. Inserting the knuckle into the front suspension helps suppress the steering wheel’s see-saw action on hard acceleration. The RevoKnuckle isn’t fitted to this year’s Focus ST. ‘But in my view, the Revoknuckle is not a one-off,’ said our Ford source, with a twinkle in his eye.

This new Focus ST – available in the UK this summer – will be more comfortable and refined than its five-cylinder predecessor, with Volkswagen’s Golf GTI a benchmark car for the development team. That smoother character leaves space in the portfolio for the no holds-barred, new generation Focus RS – and as there's no Focus three-door, the RS will come for the first time as a five-door model. While we wait for it, we’ll have Focus ST and Fiesta ST to keep us happy, with both cars set to be launched in 2012.

Hyundai i30 Tourer estate (2012)

Hyundai is on a roll with its Tourer estates. Have you ogled the svelte-looking i40 wagon recently? Many at CAR have, and Mark Walton will in fact run one as his next long-termer.

Today the Koreans unveil their next practical estate car: the new Hyundai i30 Tourer wagon. It's a polished, slick affair, judging by these first photographs issued ahead of its debut at the 2012 Geneva motor show.

Click here to read our first drive review of the five-door i30 hatchback.

What's new on the Hyundai i30 Tourer estate?

This is a very straightforward translation from hatch to estate. The body is stretched by 185mm to increase the boot space.

At 4485mm long, this new i30 Tourer is 10mm longer than its predecessor. Net result? A whopping 528 litres in the cavernous boot. That's pretty vast for a Golf-class car.

Tumble the rear seats forwards and that swells to 1642 litres. Hyundai claims access to the boot is easy-peasy, thanks to a low-cut tailgate opening.

Engines, spec on the new 2012 Hyundai i30 estate

As you might have guessed, it's i30 business as usual under the bonnet. There's a choice of three petrol and three diesel engines, stretching from 89bhp to 133bhp in output.

No prices or UK details have been announced yet, but all i30s come with Hyundai's watertight five-year warranty, breakdown cover and annual 'health checks'

Allan Rushforth, senior vice president of Hyundai Motor Europe, said: 'The New Generation i30 has been widely praised for its style, quality, and value. Our new wagon offers all of those attributes plus even greater load-carrying capacity. 

'We expect it to appeal strongly to those looking for stylish and flexible practicality, especially active families.'

Cue adverts with surfboards and mountain bikes and beautiful young families then...

Mercedes SL63 AMG (2012)

This is the new Mercedes SL63 AMG, a £110k roadster with 557bhp and 664lb ft of torque. Mercedes will reveal this monstrous open-top at AMG model at the Geneva motor show in March 2012.

I’m up with Mercedes’ tricks – this Mercedes SL63 AMG doesn’t have a 6.3-litre engine, does it?

It doesn’t – that ‘63’ designation has been a misnomer for years while the powerplant was actually a 6.2-litre V8.

But that wondrous naturally aspirated V8 is reaching pensionable age, so even though it’s still living on in the SLS AMG and C63 Black Series, the SL uses the latest 5.5-litre twin-turbo V8 that’s already been seen in AMG versions of the S-class, CL, CLS and E-class.

In the SL63 AMG that means 530bhp at 5500rpm, plus 590lb ft from 2000 to 4500rpm, all being sent to the rear wheels via a seven-speed MCT automatic gearbox. The run from zero to 62mph is dispatched in a brisk 4.3 seconds, 0-124mph takes a scant 12.9 seconds, the electronically limited top speed is 155mph, and if you drive with utter delicacy you might match the official combined fuel consumption figure of 28.5mpg. CO2 emissions are a mightily impressive 231g/km, especially up against the old 518bhp Merc SL63 which did 20mpg and 328g/km CO2.

And for those that want more, the AMG Performance Package pushes peak power up to 557bhp, while maximum torque becomes a huge 664lb ft from 2250-3750rpm. A tenth is shaved off the 0-62mph sprint, three-tenths disappear from that crucial 0-124mph benchmark, and the electronically limited top speed is increased to 188mph. The fuel consumption is unaffected, says Merc.

What else makes the SL63 into an AMG?

It’s not just direct-injection tech, a stop/start system and a downsized bi-turbo engine that help reduce the fuel consumption. The all-aluminium body of the standard SL trims around 110kg from the kerbweight, while AMG touches – like the carbonfibre bootlid support that saves 5kg – mean the overall weight of the new SL63 is 125kg less than the outgoing model. 

The diet will benefit the handling too, which is also helped by an AMG version of Mercedes’s Active Body Control suspension – a more aggressive AMG Performance suspension is an option. Huge 390mm front and 360mm rear discs sort the slowing down, again there’s an upgraded composite version pinched from the SLS as an option, and you can raid the AMG Performance Studio catalogue to spec red brake calipers and bigger wheel and tyres packages.

A bodykit takes care of the visual transformation, with ‘biturbo’ badges, a rear spoiler and quad pipes the most obvious giveaway that this isn’t just a cruiser. Standard SL touches remain, including the Magic Sky Control roof that can be switched from light to dark at the touch of a button.

‘The new SL63 AMG is yet another masterpiece from Mercedes-AMG,’ said AMG CEO Ola Källenius. ‘Be it driving dynamics, lightweight construction or efficiency – the SL63 AMG represents a giant leap forward. Following on from the SLS AMG Roadster and the SLK55 AMG, it now makes our unrivalled roadster family practically complete.’

UK sales start in summer 2012, and with the outgoing car cost £106,820, we expect the new Mercedes SL63 AMG to set you back at least £110k.

Bugatti Veyron Grand Sport Vitesse (2012)

This is the Bugatti Veyron 16.4 Grand Sport Vitesse, and it’s quite possibly the world’s fastest convertible. It will be unveiled at the Geneva motor show in March 2012.

Effectively the Bugatti Veyron Grand Sport Vitesse is what you get when you cross the open-top body of the Veyron Grand Sport with the monstrous 1183bhp powertrain of the Veyron Super Sport.

Bugatti Veyron 16.4 Grand Sport Vitesse, huh?

Yes. Vitesse is French for speed, and it’s a catchier name than amalgamating Grand Sport and Super Sport. As for what it is…

Like all Veyrons the Vitesse has an 8.0-litre engine, with the cubic capacity split between 16 cylinders (in a ‘W’ formation) and fed air by four turbochargers (hence the 16.4 moniker).  If a Veyron can ever be called normal, then 987bhp and 922lb ft are outputs of a 'normal' Veyron.

But the Veyron Vitesse has had the same tweaks as the Veyron Super Sport, meaning enlarged turbochargers and bigger intercoolers, so peak power is now 1183bhp (1200PS) and maximum torque is 1106lb ft. Other Super Sport-influenced changes include a modified chassis to handle the extra power and new front and rear bumpers as part of a tweaked aerodynamic package.

Bugatti: the boss speaks

‘The rapid success of the Super Sport convinced us to increase the performance of the Bugatti roadster,’ said Bugatti president Wolfgang Dürheimer.

‘Once again our engineers worked hard to demonstrate that Bugatti is able to constantly redefine the boundaries of what is technically feasible. We gave our all to transfer the achievements of the Super Sport over to the Grand Sport, thereby turning open-top driving itself into an extraordinary experience at high speed.’

Bugatti only ever built 30 Veyron Super Sports, and we expect the Vitesse to be even more exclusive.

The Veyron SS holds the current world speed record for a road car (at 269mph, though it’s limited to 259mph to protect the tyres) but Bugatti has yet to release any acceleration or top speed figures for the Veyron Grand Sport Vitesse.

No word on prices either, but we’d reckon you’ll need about £2m for one of these. Start saving now...

Gavin Green on the fine new BMW 3-series

Just back from Spain, where I’ve been driving the new 3-series saloon on those magical winding roads of Andalusia. As expected, it is a terrific car.

The new one is a step-on from its predecessor, especially in cabin quality, handling and looks (leaner, sleeker, less multi-angle Bangled). The agility and balance of the new 3 – I drove both 320d and 328i – are outstanding. Ride suppleness is also excellent.

My only disappointment is the engines. The 320d has more clatter and chatter than I’d expected, although it is outstanding in other areas. Especially its delicious – both driver and tax friendly – meld of power and fuel parsimony: 62.8mpg (combined cycle) meets 118g/km CO2 meets 7.6 sec 0-62mph meets 143mph top speed. Those are automatic transmission figures. That makes them even more extraordinary.

Honestly, with internal combustion engines this efficient (and with city stop-start) you really wonder what is the point of pricey hybrids. As hybrid sales collapsed last year in America – the world’s biggest hybrid market – car buyers are clearly wondering about the point of them too. (European hybrid sales, of course, are still risibly low.)

The 328i: not quite the ultimate driving machine

The 328i also has a brilliant mix of speed and fuel sipping. On full turbocharged song this is an inspiring sports saloon. Trouble is, I’m used to those delicious straight-six-cylinder normally aspirated engines that have powered 328s (and 323s and 325s) over many generations; their smoothness; their snarl; and most important, their throttle response. I’m sorry, but this 2.0-litre four – despite impressive performance figures and brilliant economy – just doesn’t deliver the same mechanical driving enjoyment. It’s the mid-bend throttle response – where you steer the car as much with the accelerator as the steering wheel. It’s that instant crack! of power that’s just a toe twitch away. It’s that glorious yowling when the revs swing high.

That straight-six engine was all the reason you ever needed to buy a BMW.

Of course, I know why BMW is deserting its six-cylinder roots in favour of smaller turbo fours. Those spoilsports who dictate low-carbon motoring demand it.

Just what does the name 328i mean…

Oh, and one more nitpick. The badges. I know why BMW uses the 328i moniker. It’s historic. It has heritage. It summons up visions of lissom post-war sportsters and great sports saloons. M3 aside, it’s probably the most iconic badge you can get for a 3-series.

But it’s a lie. As any schoolboy knows, 328i means 3-series 2.8 litres fuel injection. Not 3-series 2.0 litres. I’m sorry, this just won’t do. But lo and behold, the deception doesn’t end there. The 335i model – with satisfying straight-six power but sadly not available for sampling in Spain – has a 3.0-litre engine. Not 3.5. Of course, BMW plays the same trick with the 5-series. It’s played them with the 3-series before.

And BMW isn’t the only one.

Over at archrival Mercedes, we find the C-class 200 CDI (diesel) has 2.2 litres. Not the 2.0 implied by the badge. The 220 CDI, indeed, has 2.2 litres (or 2143cc, but that’s close enough). But the 250 CDI has the same 2.2 litres (eh?). The 350 CDI has only 3.0 litres. The petrol powered 250 has 1.8 litres.

Higher up in the Mercedes range, the S500 – another iconic badge – actually has 4.7 litres not 5.0. The S600L has 5.5 litres not 6.0, as the badge historically implies.

It is all very confusing.

All I can say is that I hope the German engineers developing the engines are better at mathematics than the German marketers who develop the badges.

Maserati GranTurismo Sport (2012)

This is the new Maserati GranTurismo Sport, a more powerful and more aggressively styled version of the Trident’s big GT that will be unveiled at the Geneva motor show in March 2012.

How is the Maserati GranTurismo Sport different from all Maserati’s other GranTurismo models?

The GranTurismo Sport effectively replaces the GranTurismo S, and sits one rung below the hardcore GranTurismo MC Stradale. The GranTurismo Sport doesn’t have the stripped-interior (and thus 110kg weight saving) of the MC Stradale, but its does inherit the flagship’s styling. Most notably pinched is the smiling front bumper that feeds air to both the engine and brakes.

There are also new headlamps with LED daytime running lights (a first for Maserati), while the rear taillights are now tinted darker. The front and rear seats, Maserati says, have been completely redesigned, and there’s a new steering wheel with ‘a more sporty and muscular look’.

As for the extra power, the 4.7-litre V8 has now been tweaked to deliver 454bhp, 10bhp more than the MC Stradale and Grancabrio Sport, and 20bhp more than the old GranTurismo S.

The GranTurismo Sport will be officially revealed to the world at the 2012 Geneva motor show in March, before production starts in September 2012, at which point the GranTurismo S will be phased out.

Peugeot 208 GTi Concept (2012)

This is the Peugeot GTi Concept, and it's a near-200bhp hot hatch that Peugeot will unveil at the Geneva motor show in March 2012. Unveiled alongside it will be the Peugeot 208 XY Concept.

 The Peugeot 208 GTi Concept is technically still a concept, but the hottest Peugeot 208 already runs a THP 156 engine, so the mule our spies spotted cold weather testing is thought to be an early prototype for a production version of the GTi. We'd guess at seeing a production version of the Peugeot 208 GTi at the 2012 Paris motor show this autumn.

If it turns out to be anything like sister company Citroen's DS3 Racing, it should be a very good car indeed.

Right, important details! Is the Peugeot 208 GTi Concept a proper hot hatch?

The ingredients are very promising. The engine is the same turbocharged THP 200 1.6-litre four-cylinder that you’ll find in the top-spec RCZ. Which means 197bhp at 5500rpm, plus 188lb ft at 1700rpm (or 203lb ft with an overboost facility). Peugeot hasn’t made any acceleration claims, but reckon on high-sixes or low-sevens to 62mph from a standstill.

Chassis-wise the 208 GTi has a 36mm wider track, at both the front and the rear, while 302mm (front) and 249mm (rear) discs take care of the stopping.

How is the Peugeot 208 GTi Concept visually different from the standard 208?

There’s a very subtle bodykit, with neatly integrated wheelarch extensions, a discreet rear spoiler, and a small black ‘diffuser’ with two chromed tailpipes. And in a nod to the original spit-you-through-a-hedge-backwards-if-you-lift-mid-corner 205 GTi, there are brushed aluminium GTi logos on the rear quarter panels aft of the back windows.

The front grille is supposed to be in the style of a chequered flag, and before your patriotic blood is riled by the French tricolour flag across the white bumper insert, the very last photo depicts the 208 GTi Concept with a Union Jack across its snout.

What about inside?

The sports seats are trimmed in Nappa leather and cloth, while the flat-bottomed (no Peugeot, no!) steering wheel is all leather but with contrasting red stitching. Alcantara covers the dash, the roof lining is black, and the pedals are aluminium.

Aston Martin V12 Zagato (2012)

Aston Martin has today unveiled the new V12 Zagato in final, showroom spec.

Previously, we'd seen the Zagato as a racer at the 2011 Villa d'Este concours and at the 24-hour Nurburgring race last summer.

But this is what will go on sale in the fourth quarter of 2012, costing a stout £330,000 plus local taxes. That's £405,000 to you and me.

Aston Martin V12 Zagato: the lowdown

Not a huge amount has changed in the transition from prototype racer to roadgoing show-off.

This is classic coachbuilding: Aston takes the V12 Vantage running gear and redresses it in a sharp suit, crafted by CPP in Coventry.

They're the people who also build body panels for the One-77 supercar. The Zagato wears a mix of aluminium and carbonfibre wings, bonnets and lids.

So the V12 Zagato road car will be fast then?

You bet. This thing sports the same 6.0-litre V12 as the V12 Vantage, so you've got a twitchy 510bhp and 420lb ft to play with. No performance figures have been issued yet, but it'll be close to the donor's 190mph and 0-62mph in 4.2sec.

The V12 Zagato is being built to mark the 50th anniversary of the lovely DB4 GT Zagato, first shown in 1961 but entering showrooms half a century ago.

However, that common Zagato name is a bit of a misnomer: the new V12 Zagato was entirely conceived and designed in the Midlands, not Milan. The Zagato name is merely a nod to the DB4 and was sanctioned by the Italian coachbuilder, even though it had no hand in its design.

Aston Martin design chief Marek Reichman says the design of 2012's Zagato matches the 'bulging' aesthetic of the 1960s original. And there's a discreet double-bubble roof too and gaping front grille to match the hairy-chested brutality of the DB4 GT Zagato.

VW Up 5dr (2012) CAR

This is the Volkswagen Up, a little city car we’ve been excited about ever since the first rear-engined and rear-wheel drive concept was unveiled in 2007. Alas a layout akin to the original people’s car (the Beetle) proved too expensive to develop in the 21st century, so the production car is standard urban runabout fare – i.e. front-engined and front-wheel drive.

But the massive economic of scale (VW subsidiaries Seat and Skoda are also producing their own versions) mean the Up might be able to deliver all the qualities so beloved of Volkswagen at a price point us plebs can actually afford – prices start at under £8k. There’s a three-door version, and for just a few hundred quid more there’s the five-door tested here, which 52% of customers are expected to opt for.

I’m excited about this little city car. What’s the VW Up 5dr like?

The front and rear styling of the Up 5dr remains the same as the 3dr, which means a smiling mouth and darkened glass bootlid. But there’s change between the B- and C-pillars: the lower window line no longer kicks upwards towards the rear, but now runs straight back.

VW reckons the 5dr will carry a mere £375 premium over the 3dr in the UK, helped by the back windows only being pop-out items. Boot space remains identical to the 3dr Up, at 251 litres, or 951 litres with the rear backrest folded down. There’s only room for two in the back, but there is plenty of space for rear seat passengers’ feet beneath the front seats.

What about the interior?

Great. The dials are clear, the air-con and radio controls are grouped high rather than clustered down behind the gearstick, and the (optional) Maps+More portable touchscreen sat-nav and infotainment system that snaps into place atop the dash is easy to use. Headroom is plentiful, the seats are comfortable, and there’s plenty of room too. Just like in the Fiat 500 a big slab of glossy plastic helps lift the ambience, but the quality of the plastics and the refinement levels are ahead of the Italian.

It might be a small car but there are big car features – which are optional, of course. The City Emergency Braking system does what it says on the tin, braking the Up if speeds are between 3mph and 18mph (it’s a more rounded 5-30km/h if you live on the Continent), and you can spec a panoramic tilt and slide sunroof too.

There are five versions of the Up available…

The entry-level Take Up with 14in wheels, ABS, power-assisted steering, daytime running lights, a folding rear bench, and body coloured bumpers.

The Move Up with body coloured wing mirrors and door handles, gloss back interior highlights, remote central locking, air-con, front electric windows, a 60:40 split rear bench and ESP.

The High Up (which we’ve tested) with 15in wheels, fog lights, Maps+More, heated front seats, electric and heated door mirrors, air-con, MP3 connectivity and a leather-adorned steering wheel and handbrake.

The Up Black and Up White (VW UK has wisely reversed the names) are based on the High Up but come with 16in wheels, chromed wing mirrors and side strips and tinted rear glass – and obviously one is black inside and out and the other is white.

And to drive?

There are just two engines available, both 1.0-litre triples but in different states of tune. There’s 59bhp (for the Take Up and Move Up) or 74bhp (for the others) to choose from, with power going to the front wheels via a five-speed manual or five-speed automatic gearbox. And there’s a Bluemotion Technology version of the 59bhp model (only available in Move Up guise) with stop/start, a trick alternator, low-friction engine ancillaries and low rolling resistance tyres to shift the figures from 62.8mpg and 105g/km to 68.9mpg and 96g/km CO2.

And unless you can’t drive with three pedals, don’t opt for the automated manual gearbox. VW reckons a DSG ‘box would cost around £1500 and a conventional torque converter would be a £1200, so the estimated £800 means it’s a cheaper alternative. But it’s jerky and ponderous and quite possibly the worst example of an automated manual I’ve ever tried. Lifting as you shift limits the head nodding, but then that’s not really the point of an auto.

But the manual version is excellent. The gearbox is light and slick (as is the steering), the engine thrums away happily without becoming tiresome and intrusive (a la Aygo/107/C1), the ride is comfortable and supple, and visibility is very good. Refinement levels are high too, so 80mph on the autobahn is handled with ease, and while you need to drop down a gear or two to make any progress, overall it’s a wonderful little package.

Anything else?

We also tested the Cross Up, a jacked-up Allroad-esque version of the 5dr with raised suspension, faux off-road cladding and flared wheelarches. To drive it’s all but identical to the normal 5dr, but at least to these eyes the visual tweaks add a little visual flare to offset the more grown-up image created by the extra pair of doors. Pity it won’t be sold in the UK.

Verdict

Whereas the Toyota iQ failed to live up to its hype (actually too small, too compromised, too dull) the Up, while not radical, is everything we’d hoped for. It looks cool, it’s fun to drive, plus it banishes memories of the VW Fox and is a city car dripping with quality and worthy of wearing the VW badge. There’s no reason to spend more on the Polo, and while that, the Golf and Passat can be dreary and dull, this is a Volkswagen that’s actually exciting. 

Kia Track'ster concept car (2012)

Kia will show the new Track'ster at the 2012 Chicago motor show. It's a concept car designed to show what a harder, faster Kia Soul hatch could be like.

Scant information is available at present, but Kia has confirmed the Track'ster was designed by Kia's Californian studio, led by Tom Kearns.

Kia Track'ster concept car: a pocket rocket

The Track'ster has a 248bhp petrol engine, apparently. Enough to make this rollerskate a proper hot hatch tearaway, says Kia.

We're still not sure about the name, though: Kia loves a bit of grammatical violation, it's got the same apostrophe nonsense as the Ceed range. CAR's sub-editors always remove the rogue apostrophe and don't allow the Cee'd style used by Kia.

It's a classic tactic to give an ageing model – the Soul is now four years old – a bit of a fillip. We hear development of the next Soul is well underway and it may be slightly less boxy, to swell its appeal globally.

Kia Soul convertible and hot hatch

The Californian studio was originally responsible for the Kia Soul hatchback; the American design team has also drawn up a Soul'ster convertible which is under assessment for final approval and production, according to Kia.

Americans bought 102,000 Souls in the US in 2011 – that's a record for Kia in the US.

There are, however, no plans for Track'ster production. Could be just the thing to give the Soul more sporting appeal.

Honda CR-Z (2011)

Goodbye to our Honda CR-Z – 31 January 2012

The departure of a long-term car is an odd experience. I rarely grow attached to the car as a true owner would, but tend to view them with a rather detached eye as something to be constantly evaluated and judged. The Honda was different. I really gelled with this car during the 12,000-odd miles we covered together. Its ethos, its intelligence, its looks and its dynamics – I loved pretty much everything about this darty little coupe. I said goodbye to it with real regret.

I loved the Honda’s looks. I never tired of its dramatic styling, was always aware that it turned heads and caught myself even deep into its time with me, still turning to gaze at it after locking and walking away from it. It looked just like an incredibly advanced and high-tech glimpse of the automotive future ought to – clean, sharp and muscular. And I was gladdened to see that Honda’s stunning Ev-Ster concept car from this year’s Tokyo motor show driving this bold designing direction forward.

The cabin design was equally effective. For all its graphs, displays  and read-outs, the CR-Z’s intelligently-configured dashboard was a pleasure to look at and operate. All the data available was salient and worth monitoring. The layout was eye-catching as well as ergonomically sound. Build quality, despite the ho-hum plastics was superb. The only black spot was the sat-nav system whose graphics and menu system seemed to have would have come straight out of 1985. Awesome stereo, though. The seats were wonderfully low-slung  but lacked under-thigh support. And the rear seats were utterly pathetic.

The CR-Z’s hybrid system was never anything less than superb. The electric and petrol units worked together seamlessly and intuitively to deliver decent dollops of low-rev torque and high-rev punch. You just had to make sure that you didn’t caught languishing in the mid-range because otherwise anything – even diesely people carriers – would simply embarrass you. The car’s modest on-paper stats – 10.1 to 62mph and a 124mph top whack – belied its sheer brio and tail-up enthusiasm. It wasn’t fast but, my, it always felt it. Which, given today’s camera-littered roads, is no bad thing.

The CR-Z was far from perfect, but oddly  - or encouragingly enough – it wasn’t the hybrid technology that let the side down, but rather straightforward dynamics. The Honda’s ride quality was terrible. Brittle, stiff and ludicrously lacking in compliancy, it made tackling our roads something to be done through gritted teeth. I don't quite understand why Honda has got this so wrong over the last decade – every Honda I’ve driven in recent memory has been marked out by a stiff-jointed and unforgiving ride. The other major shortcoming was the mute and artificial-feeling steering. Sure, it was quick and unerringly accurate, and you could peel the coupe into corners with real precision, but my nephew’s plastic Playstation steering wheel has better feel and feedback. Maybe Honda’s engineers need to have a long drive in the 1995 Integra Type R – one of the finest front wheel-drive cars (along with the Peugeot 306 Rallye and Ford Racing Puma) I have ever driven – to remind themselves that they’ve done it once, so they can and should do it again.

It would, then, be relatively easy to create a far superior next-gen CR-Z (would it be the CR-A…?). Go to Sachs and see the magic it’s advanced dampers can create when it comes to combining excellent body control and ride comfort. Go to Recaro and get some equally low-slung bucket seats that also have plenty of base support. Ditch the ridiculous rear seats and offer a big and accessible lockable luggage box. Speak to TomTom about a first-rate satellite navigation system. And speak to Porsche about how electrically-assisted steering can still be feelsome and connected. And find more torque – a lot more torque – throughout the rev-range. Push battery and electric motor technologies to the next level to get more green grunt. Perhaps if the CR-Z’s engine was breathed on by a tiny low-pressure turbo, or even drank diesel…

Looked at with a cold and calculating eye, a £25,550 (as tested) two-seater coupe with very modest performance and economy (my overall economy was 47.2mpg compared to the 56.5mpg official figure) is hardly something to get all steamy about. But drive the CR-Z along your favourite road, let it get under your skin and fill you with its feel-good factor, and the picture changes dramatically. This Honda was special and made me feel so every time I dropped down behind its steering wheel. It will be greatly missed.

A closer look at the CR-Z, from the outside – 9 November 2011

I know this may sound a little odd, but I rarely get to see the CR-Z in action. Because I’m always driving it, I’m deeply familiar with the Honda’s interior, but less so its exterior. So when I spotted another CR-Z on the road – an unfortunately uncommon occurrence – I chased and followed it for a good 15 minutes. It was the same spec as mine, in immaculate pearly white and riding on bigger alloys. And hell, it looked good.