Renault Grand Modus

Enlarged Modus is a worthy addition to the range.

Driving
Light but responsive steering and a slick five-speed gearbox mean the Grand Modus is perfect for nipping around town. The ride is smooth and comfortable, and while the car is unsettled by really big bumps, for the most part it is easy to drive and uncomplicated. The key engine is the 1.2-litre TCE, a 100bhp turbo petrol engine. This replaced the old 1.4-litre – yet while it offers decent pace and economy, in our experience the larger 1.5-litre dCi diesels offer even lower consumption, while providing even more shove throughout the rev range.

Marketplace
The Grand Modus has grown up, and promises to put right the wrongs of its smaller sibling, for a premium of £600 over the base car. It was launched with a facelifted version of the original car in early 2008, taking inspiration from Grand versions of the Espace and Scenic – offering a bigger boot and more practical seating. It has similar styling to the standard car, so received new headlights and other tweaks with the 2008 facelift. Two trims are available, Expression and Dynamique, with a choice of five engines; the 1.2-litre petrol in non-turbo and TCE turbo form, an auto-only 1.6-litre, plus 1.5 dCi diesels in 86 and 106 guise. The dCi 86 can be mated to a ‘Quickshift5’ semi-auto gearbox.

Owning
By adding 93mm to the wheelbase and 160mm to the length, Renault had given the Grand extra space in the rear, meaning three can fit comfortably. There is 117 litres more boot space, boosted to 1,454 litres when the sliding rear bench is folded flat. The cabin is basic but well built, with lots of clever storage spaces and an elevated driving position that offers good visibility. All Grand Modus variants have standard air con, helping keep the glassy cabin cool. However, while it’s well-equipped and decent value – as well as being more practical than the standard car – the Grand Modus still suffers from the unimpressive retained values of the standard car. For best returns after three years, go for the diesels, which may cost more but also return excellent fuel economy figures of over 60mpg on the official cycle.Source

• Rating:
• On the road price: £10,250 - £13,400
• For : Large boot, rear cabin space, overall improvements over standard Modus
• Against : Retained values, price premium for diesels

Aston Martin V8 Vantage

The V8 engine and fabulous design make the Vantage a sure-fire hit.

Driving
The Aston boasts a 4.3-litre V8 that, although it doesn’t boast class-leading power (380bhp) or pace (0-60 in 4.9 seconds), sounds absolutely fantastic. Above 4,000rpm, the exhaust rasps, barks and crackles, and the engine thrives on revs. There’s a choice of manual or Speedshift semi-automatic gearboxes; we prefer the latter, with its column-mounted paddles, though it does cost £3,000 more. To drive, the Vantage is incredibly entertaining. Over smooth surfaces, it sweeps around corners effortlessly, with the steering providing detailed feedback and the chassis proving superbly balanced – although if you push it right to the limit, the car will understeer. It’s not quite as taut as the best either, and the damping isn’t as well controlled. It gets unnervingly bouncy on bumpy roads – but it’s an involving driver’s car nevertheless.

Marketplace
The Vantage is offered in Coupe or Roadster guise, and both are beautiful. Indeed, the Roadster loses none of the hard-top’s beauty, and it’s hard to think of a better-looking convertible. What’s more, the detailing on both is superb. So it should be, given the high list prices. Aston offers several optional packs to boost handling and interior comfort, as well as an extensive array of exclusive options, while there have also been special edition models such as the bright orange N400. Rivals include high-end Porsche 911s, the Jaguar XKR, Maserati GranTurismo and Mercedes SL.

Owning
Simply opening the door is an experience to savour – it swings out and up on gas struts, revealing expensive materials, gorgeous lighting and an excellent seating position. The jewel-like instruments and crystal starter button add to the sense of occasion; yes, there are some Ford and Volvo parts on display, but they don’t detract from the air of sophistication. The Vantage is a strict two-seater, but the hatchback rear end ensures it’s almost as practical as more mainstream models. Compact dimensions and light weight mean economy comes surprisingly close to the 18.7mpg official average, which should offset the £800 service costs every 10,000 miles. Retained values appear to be excellent too – this is a much in-demand car.Source

• Rating:
• On the road price: £82,800 - £91,000
• For : Magnificent engine, fantastic styling, jewel-like cabin
• Against : Firm suspension over bumps, very expensive

BMW 3-Series Touring

Lifestyle estate pioneer is still a front-runner.

Driving
On a favourite road, the BMW is extremely satisfying and enjoyable to drive. It changes direction immaculately well and exhibits excellent body control. The penalty for this is a fidgety rode. It’s not hard, but fails to be relaxing and is a little loud at speed, too. Nor is it as great around town. The clutch can be awkward, the steering is heavy and rear visibility is poor. However, BMW boasts some superb engines. The straight-sixes are beautifully smooth (if deficient in torque) and the four-cylinder units are comparable, too: indeed, the 2.0-litre diesel is a class act, and not for nothing is it the best-selling engine in the 3. The twin-turbo 335i, moreover, makes this one blisteringly fast estate.

Marketplace
The 3-Series can claim to have launched the whole lifestyle estate sector back in 1989. Today’s fourth-generation Touring model may not be the most dynamic or attractive car in its class, but the M Sport trim of our test model does wonders for its visual appeal. Other trims include company car driver-orientated ES, and the more luxurious SE, while engine choices closely mirror the saloon: there’s a very comprehensive range of four-cylinder and straight-six units, both in diesel and petrol guise. The lifestyle estate sector is dominated by the BMW and two key rivals, the Audi A4 Avant and Mercedes C-Class estate. Other alternatives include the Saab 9-3 Sportwagon and the Jaguar X-Type estate.

Owning
The BMW estate doesn’t have a massive boot, and the load sill is high. However, it’s well thought out. Open the tailgate and, if the load cover is pulled across, it slides up the D-pillars automatically. There’s a large well under the boot floor too, and plenty of hooks, straps and nets. Rear occupants fare well for space as well – explaining the size of the boot. However, up front, the slabby centre console, lack of stowage and small steering wheel all serve to make the driver feel restricted – particularly those with larger frames, who will struggle to get comfortable in the narrow, if supportive, seats. It’s not an elegant cockpit, but is well constructed and easy to get on with. Fuel economy is extremely impressive too, due to BMW’s EfficientDynamics scheme, while Service Inclusive gives extensive maintenance cover for a one-off initial payment. Retained values aren’t quite as good as a Mercedes, but are still very impressive by most standards.Source

• Rating: -
• On the road price: £22,215 - £37,530
• For : Great to drive, beautiful engines, stylish image, practical boot
• Against : Stiff ride, awkward around town, small load area

Renault Clio Renaultsport 197 Cup

The Cup is one of the most involving hot hatchbacks money can buy.

Driving
On twisty roads, the Cup is a thoroughbred hot hatch. There’s a hard-edged, race-inspired accuracy to it. Body roll is virtually eliminated and there’s masses of grip, which makes it very reassuring to drive at the limit. It turns in quickly too, but the slightly artificial assistance isn’t as pure as other more communicative rivals. While there aren’t huge differences between this and the standard 197 chassis, either, it does feel more finely honed, and grip levels are even higher. The firmer damping hasn’t affected the ride, though: it’s still harsh around town and jittery on the motorway. The 2.0-litre engine remains inflexible, too: you have to work it hard. But the racy nature is exciting, as is the howling, buzzing engine note all the way to the 7500rpm redline.

Marketplace
With its wider front track and bulging wheelarches, the RenaultSport Clio 197 is one of the most attractive and purposeful hot hatchbacks around. To the rear diffuser and vents behind the front wheels, the Cup drops the ride height by 7mm, though our test car included the optional roof-mounted spoiler taken from the race car. Add in optional while paint and black wheels, and the Renault looks stunning. Priced £1,000 below the standard 197, the Cup is designed for those who value driver appeal above all else – and loses key standard equipment to save weight. None of this, apart from the lack of air con, matters: and that can be added for £525. More importantly, stability control is standard. Rivals include the Vauxhall Corsa VXR, Peugeot 207 GTI and MINI Cooper S, but no competitor offers such a focused, stripped-out alternative like the Cup.

Owning
The Cup’s more basic interior is the same as in entry-level Clios, which means you lose keyless entry and starting, plus the soft-touch plastics of more luxurious variants (and the standard 197). The basics are spot-on though. The seating position is excellent, with a broad range of adjustment on the wheel and well-placed pedals and gearlever. The optional Recaro seats are fantastic, too – a real must-have. As they’re mounted low, there’s ample space around the driver as well. Retained values are impressive, with the Cup holding on to over 45 per cent of its list price: that’s the same as some premium saloons. The Clio’s economy won’t win any awards, though; the official figure is 33.2mpg, and it averaged 27mpg during testing with us.Source

• Rating:
• On the road price: £14,995
• For : Well-engineered thoroughbred, enthralling experience, low price
• Against : Basic interior, lack of standard air con, uncomfortable when cruising

Porsche Cayenne

The Cayenne is fast and nimble, but vastly expensive.

Driving
The mighty Porsche boasts superb handling for an off-roader. Despite its size and weight, the Cayenne corners superbly, generating amazing levels of grip and tackling twisty roads at hot hatch speeds. This is only enhanced with the optional Porsche Dynamic Chassis Control and Porsche Active Suspension Management systems; they give the steering even more feedback and make the SUV yet more nimble, while also improving a ride quality that, in pre-facelift-guise, was jarring. Direct-injection petrol engines are very fast, particularly the astonishing V8 twin-turbo, which dashes to 60mph in 5 seconds, and can hit 170mph.

Marketplace
It’s the car the green lobby love to hate – but that didn’t stop the second-generation Cayenne arriving in the UK. Cosmetic tweaks to the headlights and front airdams still made it far from handsome; the key change was to the 3.6-litre V6 and 4.8-litre turbo and non-turbo petrol engines, which all gained direct fuel injection to boost efficiency by up to 15 per cent. The line-up of V6, S and Turbo variants was joined in 2007 by a sub-Turbo GTS model, set apart by larger front air intakes, fatter wheelarches, 21-inch wheels and a lower ride height. Key rivals include the Range Rover Sport, BMW X6, Mercedes M 63 AMG and high-performance versions of the Audi Q7.

Owning
Interior quality received a welcome boost when the Cayenne was facelifted. The layout is user-friendly, but it’s not that large or versatile, despite a decent 540-litre boot that extends to 1,770 litres with the seats folded. A vast array of options is available, including some superb figure-hugging seats, which are fitted as standard to the sporty GTS. However, despite the claimed efficiency improvements, it’s unlikely the climate change lobby is going to embrace the Cayenne. Even the entry-level V6 only returns 21.9mpg, and puts out 310g/km of CO2. The Turbo achieves 19mpg and emits 358g/km of CO2. In reality, economy can easily drop into single figures. The Cayenne also isn’t cheap to buy: the V6’s entry price looks tempting, but essential options soon push it up, while the Turbo costs £75,000! Retained values, while good, also don’t quite hit Porsche’s usual lofty standards. Servicing and maintenance costs are high as well.Source

• Rating:
• On the road price: £37,100 - £74,650
• For : Brilliant handling, unlikely pace, ride in PASM guise
• Against : Very steep prices, poor economy, far from handsome

Maserati GranTurismo

The GranTurismo is a car you can buy with your head as well as your heart.

Driving
The Maserati’s 4.2-litre V8 engine, built by Ferrari, is a cracker. Eager, hungry for revs and tuneful, it’s magic when used hard. There’s always a bit of delicious background engine and exhaust noise. It’s fast, too, despite the hefty 1,800kg kerbweight – 0-100mph takes a mere 11.9 seconds! However, it’s more frustrating in daily use, because of a marked lack of mid-range pull, while the automatic gearbox’s reluctance to give you full control is frustrating. It is, however, a capable driver’s car. It’s not as polished as, say, a Jaguar XKR, but we think its flaws add character. The dampers feel fidgety and it can lose composure on bumpy roads – but, once you’ve got used to the sharp, light steering and alert chassis, it’s huge fun, with lots of feedback.

Marketplace
Maserati is one of the most glamorous and evocative automotive brands of all time – and the GranTurismo is more stylish than any German rival. It has exuberance, flair and a real sense of drama and passion. It’s a huge car, mind, with a long wheelbase, though there are some advantages to this. There’s just the single engine, gearbox and trim line at the moment, with a very extensive (and expensive) range of bespoke options available. Rivals to the two-door coupe include the Jaguar XKR, Aston Martin V8 Vantage, BMW M6, Mercedes SL and, of course, the Porsche 911.

Owning
The Maserati may have a small boot, but inside, there’s a real surprise. The long wheelbase provides enough space for a pair of rear seats as roomy as a family hatchback! They even have ISOFIX mountings for child seats. But it’s up front where the real excitement lies. The rich, tactile materials, shapely steering wheel and chrome-ringed buttons look superb. And while ergonomics are not perfect, they’re leagues ahead of Maseraris of old. Shame the unintuitive sat nav is lifted straight from a Peugeot, though. There is also a little more wind and road noise than you’d expect. And as for running costs, prepare for a shock. There are only 16 dealers in the UK, and three visits will cost you £3,999! The 25,000-mile service alone will cost £1,757. Luckily, tall gearing means everyday economy won’t be disastrous, while exceptional retained values should mean you won’t lose out when you come to sell.Source

• Rating:
• On the road price: £78,500
• For : Sculpted looks, comfort, design and quality, simply special
• Against : Niggling faults, gearbox is a major weakness, servicing costs

Fiat 500

The 500 is a cheeky charmer: Fiat has a sure-fire hit.

Driving
Fiat's reborn 500 is a great city car. The turning circle is tight, steering can be lightened via the City button, all-round visibility is good and dimensions are compact. But it isn’t so eager at higher speeds. The motorway ride isn't perfect, and can be patchy on urban roads too. As a result, the 500 can be tiring to drive over long distances. If you are after the perfect hot hatch handling you will be disappointed, too. It's a decent drive, but the Fiat falls behind its MINI rival on twisty roads. The 1.2-litre petrol engine is sweeter than the 1.4-litre, but not nearly as smooth, refined or flexible as a MINI’s 1.4-litre. The 1.3-litre diesel is torquey, if clattery. All this, however, fails to detract from the feelgood factor of being behind the wheel of such a cute city slicker.

Marketplace
What’s not to love with the 500? It’s so cute, it makes a MINI look bulky. The design is a triumph, with chrome detailing striking the perfect balance between retro charm and modern chic. Based on the Panda, safety is the key and the 500 is unique in this class in having seven airbags as standard. This helps it to achieve a five-star Euro NCAP crash test score. There are three base engines – 1.2, 1.4 and 1.3 diesel – and three trims, labelled Pop, Lounge and Sport. But the array of options is huge, including 12 paint colours, seven alloy wheels designs, two wheel trims, eight sticker kits, 10 different badges… Fiat counts nearly 550,000 combinations in all! The Fiat’s most obvious rival is the MINI, but the Toyota Aygo, Peugeot 107, Citroen C1 and Ford Ka are also competitors.

Owning
While the Panda is far more spacious, the 500 is still practical. The 185-litre boot is fairly practical and there’s lots of floor space, while the rear seat is fair, too. Up front, good seats are welcome, albeit set a little high, but it’s the dash that grabs your attention – the 500 has retro design features throughout. There’s a lustrous finish to the body-coloured fascia, which gives a solid, classy appearance. It all has real charm and character, so we’re prepared to forgive a few weaknesses – such as the steering wheel’s lack of reach adjustment, and a lack of material quality that dents the 500’s well-engineered feel. But it’s Fiat's dealer network that is one of the 500's biggest challenges. Our maintenance checks proved the situation is currently confused, with huge disparities in quotes for routine maintenance jobs. At least fuel economy, on paper, looks strong. Retained values aren’t bad either – if not as quite as good as a MINI. Source

• On the road price: £7,900 - £10,700
• For : Well equipped, surprisingly roomy, cheap to run, highly desirable
• Against : Flawed driving experience, lacks the MINI’s depth of quality

Jaguar XF

Driving
It's hard to find fault with the XF’s driving experience. The ride is tauter than we expected, but this could be due to launch model’s large alloy wheels. The damping, however, is tuned to perfection. It isn’t soft and silent like a Mercedes, but still glides effortlessly over rough surfaces. Steering is also wonderfully precise, allowing the grippy front end to slice into corners with great grip and poise. A BMW 5-Series, by comparison, simply can’t match the finesse and sensitivity of the Jaguar’s handling. The smooth 2.7-litre V6 diesel continues to impress as well; it’s the most impressive all-rounder in the line-up, which also features a 3.0-litre V6 petrol and two V8s. As before, the range-topping supercharged unit provides superb performance. All models feature a six-speed automatic gearbox – with steering wheel paddles that shift faster than the XK sports car!

Marketplace
The XF is the beginning of a new era for Jaguar, despite being based on a modified version of the old S-Type’s platform. The styling fails to betray these underpinnings, though – and despite reservations about the grille, we reckon it's bold, modern and appealing. Strong shoulder lines, a high rear and a shallow rear screen angle give it the stance of a coupe – although the slanted windscreen does restrict visibility and headroom. The Jag’s key rivals are the BMW 5-Series, Audi A6, Mercedes E-Class and, for those after similarly bold styling, the Cadillac CTS. There are three trims – Luxury, Premium Luxury and SV8 – and all are very well-equipped, with standard sat nav, leather, Bluetooth and a host of other goodies.

Owning
Put simply, the cabin is the most striking and beautifully executed we’ve seen in an executive saloon. It’s at its best at night, when a turquoise glow illuminates it. Yet a simple, logical layout proves Jaguar hasn't forgotten the basics. Neat features include touch-sensitive interior lights and glovebox release, but the highlight is the centre console and its JaguarDrive Selector. The gearlever dial pops up when you press the engine start button, and is very logical to use. World-first iPod integration with the touch-screen centre display is also handy.
However, despite the XF's lengthy body, packaging is weak. Rear headroom is only just tolerable, and legroom isn’t great. The 500-litre boot is more impressive, though – and extends to 540 litres if you do without the optional space saver spare wheel. Running costs seem competitive, too: the best aerodynamics of any Jag ever help return real-world economy close to official figures, while servicing costs are low and retained values currently beat both BMW and Mercedes!Source

• On the road price: £33,900 - £54,900
• For : Superbly designed inside and out, fantastic to drive, cost effective
• Against : Packaging could be better
  

Chevrolet Captiva 2.4 LT

Chevrolet’s first 4x4 has finally hit Europe, and Auto Express was first to get behind the wheel! We were Captiva-ted by the Daewoo-badged version, and now we’ve tried the Chevy on Continental roads to see how it measures up. We grabbed the keys to the sole petrol offering in the range – a 140bhp 2.4-litre model. Visually, the Captiva ticks all the right boxes, with a tall and chunky appearance. Roof rails and plastic side mouldings also give it real off-road credibility, while the electronically controlled four-wheel drive of our test car can put as much as 50 per cent of the available power to the rear axle.For the school run, the interior even has the option of a third row of chairs, making the Chevy a full seven-seater. Although space is tight in the back section, the chairs fold flat when not in use to improve load space.

Stowage for five-passenger cars is 465 litres, rising to 930 litres when you lower the second row. However, if you use all seven seats, room for luggage is very restricted. Whatever layout you choose, there is the benefit of opening rear glass, so you needn’t raise the entire tailgate to gain access to the boot.
Up front, the neatly designed dashboard and centre console look good. And although hard cabin plastics are the order of the day, solid build quality and generous equipment compensate. Unfortunately, the heating panel and stereo are positioned far too low, while a needless storage cubby occupies the more desirable location higher up.
On the road, the Captiva is more MPV than SUV. Light and accurate controls enable relaxed long-distance cruising, although you have to work the raucous 2.4-litre engine hard to make fast progress – the 0-60mph sprint takes 11.5 seconds. At motorway speeds, wind noise from the big door mirrors is a distraction.
Our main disappointments were the notchy manual five-speed transmission and the firm ride on the admittedly rutted roads of our test route. However, the suspension set-up does give the Captiva decent body control for such a tall vehicle, and roll is relatively well contained, too.
We will have to wait until we drive the Chevrolet on British roads before delivering a final verdict, but the initial signs are encouraging. Prices have still to be announced, yet when the Captiva arrives next February, expect LS-spec front-wheel-drive five-seaters to cost little more than £16,000. Standard-fit equipment will include air-conditioning, electric and heated door mirrors, remote central locking and an MP3-compatible stereo.
Go for an LT model such as the one driven here, and you’ll get self-levelling suspension, ESP, 17-inch alloy wheels and half-leather trim, too. Ultimately, though, big petrol-engined SUVs are never the most sensible choice, and despite its reasonable economy, the Captiva does nothing to change that.
The oil-burner will undoubtedly be the pick of the line-up when it arrives in showrooms in the UK, and if the mid-range seven-seater is priced at £18,500 as predicted, it will give its rivals some serious competition.Source

2008 Nissan Altima Hybrid

Hot on the heels of the redesigned Altima comes Nissan's first foray into the hybrid market. The greenie version of the Altima uses Nissan's 158-hp, 2.5-liter four-cylinder connected to a planetary type CVT and two electric motors—technology licensed from Toyota—for a combined output of 198 hp. That's up 11 hp on Toyota's own Camry hybrid.Nissan estimates EPA fuel economy numbers of 41 city and 36 highway (Camry hybrid gets 40 city/38 highway) for the Altima hybrid when it goes on sale in early 2007. Nissan's hybrid will initially only be sold in California and the seven Northeastern states that have adopted California emissions regulations. No official word on price yet, but it will likely be significantly more than a base Altima, which starts around $20,000. Close to the $26,520 starting point on the Camry hybrid is probably a good guess.Source

Toyota Avalon 2008

The 2008 Toyota Avalon is a full-size 4-door sedan that seats 6 passengers. It is available in four models, XL, Touring, XLS and Limited. All four models are equipped with a front wheel drive and are powered by a 3.5 Liter V6 engine that is rated at 268 horsepower and 248 pound-feet of torque. All Avalon models are equipped with a six speed automatic transmission. The fuel economy ratings of the Toyota Avalon model are 19 miles per gallon on city streets and 28 miles per gallon highway. The Avalon models this year have been given a new front look, with changed front bumpers, headlights and grille and a new tint for its taillights.

The 2008 Avalon entry level model is equipped with 16-inch tires, high visibility gauges, cloth seats, a powered driver seat, a steering wheel with tilt/telescoping, dual-zone automatic climate control and a music system with nine speakers stereo and a CD player. The Avalon Touring model is equipped with 17 inch tires, xenon HID headlights, and black cowhide seats. The Avalon XLS model is equipped with seats made of lighter color hide and wood grain interior trim. The Avalon model is equipped with keyless startup; wipers that sense rain; leather seats that have memory, an expensive JBL music system with twelve speakers and Bluetooth. The 2008 Avalon is equipped with anti-lock disc brakes, airbags on the side for front passengers, and curtain airbags on the side for front and rear passengers. The 2008 Toyota Avalon earned a perfect five stars in head on collision crash tests conducted by the National Highway Traffic Safety Administration. In The same tests conducted by the Insurance Institute for Highway Safety testing, it earned a score of good. Though the entry level and Touring models interior makes one feel is a bit cheap, the other two models makes one feel they are traveling in top of the line cars. There is enough room for passengers to seat in both the front and back seats and the presence of a cushion at the back allows passengers to rest during long journeys.Source

The Murcielago

In the late afternoon of the 5th October 1879, after a fiercely fought contest in the arena of Cordoba, a bull named Murcielago from the stud farm of Joaquin del Val di Navarra had his life spared by the famous matador Rafael Molina “Lagartijo”.
This was a very rare occurrence in bullfighting, and an honor accorded only to those bulls that have shown exceptional courage and spirit in the arena. And Murcielago was indeed such a bull. He was subsequently donated to the breeder Antonio Miura, and went on to father a formidable line of fighting bulls that extends right down to the present day.

The Concept of Murcielago

The Lamborghini Murcielago is 2-seater, 2-door coupe (with the now familiar gull-wing doors) based on the traditional Lamborghini layout: mid-mounted V12 engine, typical Lamborghini transmission with the gearbox mounted in front of the engine and the rear differential integrated into the engine unit, permanent four-wheel drive with central viscous coupler.
         

This layout, successfully employed by Lamborghini for more than 30 years, affords an optimal weight distribution (58% rear and 42% front) with conspicuous advantages for traction, braking and handling. The suspension design (independent double wishbones) represents the best possible solution for a high-performance GT and, again, is in keeping with Lamborghini tradition.
The external bodywork panels are made from carbon fiber, with the exception of the steel roof and door panels.
The rear of the Lamborghini Murcielago features two "active" intakes for the engine cooling air. With the exclusive VACS (“Variable Air-flow Cooling System”), the aperture of these air intakes can be varied to suit the driving conditions. Furthermore, to ensure correct aerodynamic equilibrium at all speeds, the angle of the rear spoiler can also be altered. According to the speed of the car, the rear spoiler can assume three different positions: closed from 0 to 80 mph, partially open (50°) between 80 and 140 mph and fully open (70°) above 140 mph. Depending on the aperture of the air intakes and the position of the rear spoiler, the car's Cx coefficient varies from a minimum of 0.33 to a maximum of 0.36. Bi-xenon headlights produce both main and dipped beams.
                          
For the windscreen wiper, it was decided to adopt the proven single-arm pantograph design. This system increases the area swept by the wiper blade, thereby reducing blind spots in the visual field of the driver, and operates correctly at high speed without obstructing the driver's view when at rest.
The wing mirrors can be folded electrically and are mounted on long support arms so that the driver can see beyond the rear wings, which are especially prominent when the air intakes are open. However, mirror stability is not compromised, even at high speeds.

CAR SPECIFICATIONS
Engine
Type: V12
Displacement cu in (cc): 396 (6496)
Power bhp (kW) at RPM: 640(471) / 8000
Torque lb-ft (Nm) at RPM: 487(660) / 6000
Redline at RPM: 8500
Brakes & Tires
Brakes F/R: ABS, vented disc/vented disc
Tires F-R: 245/35 ZR18 - 335/30 ZR18
Driveline: All Wheel Drive
Exterior Dimensions & Weight
Length × Width × Height in: n.a.
Weight lb (kg): 3670 (1665)
Performance
Acceleration 0-60 mph s: 3.3
Top Speed mph (km/h): 211 (340)
Fuel Economy EPA city/highway mpg (l/100 km): n.a.

Base Price: 2007 Lamborghini Murcielago LP640 - £190,000 (last update: 27/3/2007)

Audi A5 S5 quattro coupe

THE R8 supercar shows most prominently that Audi is serious about getting sporty. But it is another V8-powered Audi that reveals the German brand has bold plans to improve the sportiness of several models across the range. It's called the S5 and it sits on a new platform that forms the base of the all-new A4 sedan due in mid-2008. Audi has moved the steering column forward for the new platform, which should drastically cut the dreaded 'rack rattle' that has plagued most Audis. The S5 is the hot version of the A5 coupe and both models take the game up to the BMW 3 Series and Mercedes-Benz CLK coupes. The A5 range currently kicks off at $91,900 for the 3.2 FSI, but will drop to around $70,000 when a 1.8T arrives this May. Sitting well above the A cars is the S5, with a starting price of $131,900. It runs a 4.2-litre V8 that pumps out 260kW and 440Nm and is driven to all four wheels. Transmission choices include a six-speed manual or six-speed automatic.Source
Model release date: October 2007


Goods: Strong engine with fantastic note, top quality interior, muscular-yet-still-elegant profile that looks great in the metal

Bads: High price, not enough rear headroom, firm ride not suited for imperfect roads