Reborn Porsche 928 is fronting up!

Get ready for a blast from Porsche’s past! The German firm is developing a luxurious, front-engined grand tourer – a spiritual successor to the 928 built between 1977 and 1995. The ‘new 928’ will be a fifth model line, and is designed to sit above the sportier 911 in the range.

With the compact Boxster and Cayman, the 911, the Cayenne SUV and four-door Panamera, Porsche would appear to have most bases covered. But it’s notable for its absence in the front-engined GT segment. The newcomer will allow the brand to take on rivals such as the Ferrari 599 GTB, Bentley Continental GT and Aston Martin DB9. And our exclusive pictures show exactly why the curvy, Panamera-based coupé is set to stun the competition.

Essentially it’s a two-door, short-wheelbase version of the Panamera, which will help to spread the £1.1billion development costs of that model. Its front-engined layout has a number of inherent benefits, too.

A rear-engined 911 has barely more than 100 litres of luggage space, but a similarly sized GT with its motor up front would offer a useful 320 litres – a vital attribute if the new 928 is to be taken seriously as a grand tourer.

While the nose is virtually identical to the Panamera, the shortened wheelbase and 2+2 layout mean the 928 features far smoother lines at the back. One of the major criticisms levelled at the four-door Panamera was its bloated rear, but this model’s muscular haunches and neater proportions should attract a new wave of style-conscious customers.

As you’d expect from Porsche, though, driver appeal remains a top priority. The engine line-up will mirror that of the Panamera, so a 4.8-litre V8, with or without a turbocharger, producing 500bhp or 400bhp, will be available. The naturally aspirated variant is set to come with four or rear-wheel drive, while the range-topping turbo model will be 4WD only.

Thirsty V8s aren’t the only power units on the agenda. The Cayenne SUV hybrid is ready to go on sale next year, with a petrol-electric version of the Panamera following closely behind. As the new 928 shares the latter’s platform, it’s sure to get the hybrid drivetrain, too.

An Audi S4-sourced 369bhp 3.0-litre supercharged V6, coupled to a 38kW electric motor, will give the hybrid 928 fuel economy that breaks the 30mpg barrier. That will make it the most frugal petrol-powered Porsche ever, while still providing hair-raising performance.

The 928 will slot into Porsche’s pricing line-up somewhere between the 911 and Panamera. The four-door ranges from £70,000-£95,000, while the 911 starts a little lower, at just over £60,000, but stretches to £128,000 for the GT2.

With this is mind, expect the 928 to be pitched between £65,000 and £90,000 – enough to safely undercut its Ferrari and Aston rivals when it goes on sale in 2012.

Ford Mustang 2010

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The 2010 Mustang GT is better than ever because it had to be. But competition for the V-6 Stang is also intensifying, so we set out to determine if the V-6 similarly leads the herd.

Entry-level Mustangs start at $21,845, which undercuts the V-6 rear-drive coupes from Chevrolet, Dodge, and Hyundai, as well as comparable front-drive two-doors such as the Honda Accord and Nissan Altima. But we upgraded to the V-6 Premium steed, which adds $3000 to the sticker and 17-inch wheels, leather seating and steering wheel, aluminum pedals, and upgraded audio to the options sheet. Mix in $300 for the Red Candy metallic paint and $395 for the Security package — wheel locks and an alarm — and our Mustang V-6 rang up at $25,540.

A Comfortable Cruiser and Quiet, Too
If you're not driving a Mustang GT, odds are you aren't driving a Mustang for all-out fun. Whereas last year's Bullitt suspension and tuning forms the basis for the 2010 GT, V-6 Mustangs carry on with a more relaxed setup. It's ideal for freeway slogs, where the cushy ride keeps occupants isolated from most road imperfections, although abrupt bumps punch through the soft springs and deliver a solid jolt to the structure. As an added bonus, the high-frequency resonance emitted by the GT's V-8 at highway speeds is absent with the V-6, making for more serene cruising.

Although 210 hp isn't much, neither is the V-6 Mustang's 3421-pound curb weight. Acceleration is decent, at 6.6 seconds to 60 mph and the quarter-mile in 15.3 at 93 mph, but in a recent comparison test of the V-6 Hyundai Genesis and Chevrolet Camaro, both beat the Mustang through the quarter by about a second. And the Genesis's base turbocharged inline-four matches the horsepower number of the Mustang's six.

Around town, the Mustang's tall gearing minimizes shifting, which is good because the five-speed manual is as satisfying as a lukewarm pile of Kraft Easy Mac. If you're buying a V-6 Mustang, get the auto. At even 30 mph, anything higher than third lugs the engine. We'd guess the reason is fuel economy — the EPA rates it at 18 city/26 highway, and our observed 19 mpg matches our comparo Camaro and trails the Genesis by 1 mpg.

No Steeplechaser
Venture onto your favorite back road, though, and the V-6 Mustang is as disappointing as Hootie and the Blowfish's sophomore album. It feels as though the suspension bushings are made from the stuff inside Stretch Armstrong, and a heavy foot on the brake pedal induces extreme dive, which might be useful in the winter if drivers hope to employ their Mustang's front valance as a snow plow. Stops of 182 feet from 70 mph trail not only the Camaro and Genesis but also all four competitors in our recent mid-size hybrid-sedan comparo.

Although the steering is quick and direct, feedback through the wheel is a solid zilch. Still, even with the Deadliest Catch-grade rolling and pitching, the car is surprisingly balanced, with the slightest understeer on turn-in. The six lacks the gusto for power-on oversteer, but the throttle can dial the initial understeer into neutrality, and we herded the Ford around the skidpad for 0.85 g. That trails the stick we got out of the V-6 Camaro and Genesis by a marginal amount (0.02 g and 0.03 g, respectively), but the difference in feel is vastly more pronounced. The Mustang just doesn't raise the pulse.

That's the problem with Ford's pony car. There are a lot of reasons people buy cars, but when it comes to coupes, there are really only two — style and fun — and both are emotional. The Camaro looks worlds better in our opinion, and it and the Genesis are more fun to drive. But rumor has the 2011 Mustang getting a vastly more powerful version of one of Ford's newer V-6s, and that — mixed with a little more body control — would put the six-pot Mustang right on par with all threats, foreign and domestic.

Performance Data

C/D TEST RESULTS:
Zero to 60 mph: 6.6 sec
Zero to 100 mph: 17.7 sec
Street start, 5-60 mph: 7.3 sec
Standing ¼-mile: 15.3 sec @ 93 mph
Top speed (governor limited): 114 mph
Braking, 70-0 mph: 182 ft
Roadholding, 300-ft-dia skidpad: 0.85 g

FUEL ECONOMY:
EPA city/highway driving: 18/26 mpg
C/D observed: 19 mpg

2010 BMW X5 M

While a tall SUV with more power than a BMW M5 may not be the most ideal vehicle, if a company was going to create one, at least its BMW. At this week’s New York Auto Show the BMW X5 M will make its first public appearance. The superfast SUV will share the stage with its mechanically similar stalemate, the X6M.

The X5 M is powered by BMW’s twin-turbo 4.4-liter V8 engine. The new turbos combined with a revised exhaust manifold creates 555 hp in this application. THis is a 205 hp step up from the next most powerful X5, the 350 hp X5 xDrive48i. It’s mated to a six-speed M Sports Automatic transmission, and both the engine and transmission are shared with the X6 M.

As we’ve seen from the lightly covered spy shots, the X5 M gets new front bumpers with large jowls to help with air intake. The M package also includes 20-inch alloy wheels and a full body kit.

BMW 7-Series

BMW’s luxurious range-topper has been given a restrained makeover in an effort to claim the title of ‘best car in the world’.

On the road price: £56,790 - £68,795
For : Engines, driving dynamics, build quality
Against : Conservative looks, lacks comfort

Styling/ImageIt’s fair to say that the previous generation 7-series caused a certain amount of controversy when it was unveiled in 2002. With its unconventional looks, the big BMW turned off as many buyers as attracted. In an effort to attract a wider audience, the German firm has given the new car more restrained lines. Sadly, the result is almost too understated, with the rear end having more than a hint of Lexus LS. Buyers get the choice of standard and SE trim levels, while a long wheelbase model adds an extra 140mm to the car.Interior/PracticalityLike other limousine owners, it’s quite likely that 7-Series buyers will spend as much time in the rear as behind the wheel.

There’s certainly no shortage of head and legroom, even in the short wheelbase car. Build quality is excellent and the standard wood and leather trim help lift the cabin ambience. There’s plenty of standard kit, with all versions getting sat-nav, xenon headlamps and parking sensors. However, the interior lacks the truly bespoke feel of rivals such as the Mercedes S-Class.Engines/PerformanceLike all BMWs, the 7-Series benefits from excellent engines. However, the line-up is limited to three units. At the top of the range is the 404bhp twin-turbo 4.4-litre 750i petrol, which will blast from zero to 62mph in 5.2 seconds. Also available is the 326bhp 3.0-litre six-cylinder 740i. But the pick of the bunch is the 3.0-litre diesel unit fitted to the 730d. Smooth and punchy, it’ll sprint from standstill to 62mph in 7.2 seconds, but still return nearly 40mpg at the pumps.Driving experienceDespite its size, the 7-Series displays remarkable agility in corners.

All models get the hi-tech Drive Dynamic Control (VDC), which serves-up four settings. Select Sport+ - Comfort, Normal and Sport can also be selected – and the dampers are firmed-up, while the traction control becomes less intrusive. As a result the BMW challenges much smaller models for driving thrills. There’s also an option for electronically controlled four-wheel steering, which boosts manoeuvrability around town and sharpens responses at higher speeds. Sadly, even in its softest setting, the suspension fails to deliver the sort of cosseting ride you’d expect from a luxurious flagship.Ownership costsIn isolation the BMW looks pricy, but it actually undercuts its main rival, the Mercedes S-Class. However, there’s no getting away from the fact that 7-Series incurs big car running costs. While the oil-burning models will return a claimed 39.2mpg, you’ll struggle to achieve 25mpg in the petrol cars. Expect poor residual values too. Diesel versions are the best performers, with retained values of around 36 percent.Safety/EnvironmentFew cars can match the 7-Series for safety features. All versions get six airbags, ESP, adaptive xenon headlamps and brake lights that get brighter the quicker you stop. You’d struggle to call a flagship limousine eco-friendly, but the BMW is better than most. Thanks to the firm’s Efficient Dynamics technology, the diesel-engined 730d emits a remarkably low 194g/km of CO2 and is capable of nearly 40mpg.

Audi RS5

Mighty twin-turbo V8 coupe takes aim at BMW M3

Meet the performance coupe that’s got BMW’s M3 worried. These are the best shots yet of Audi’s upcoming RS5 flagship, which we’ve spied testing at high speed on the Nurburgring circuit in Germany. Powered by a 450bhp 4.2-litre twin-turbo V8, it’s more powerful than the 414bhp 4.0-litre V8-engined M3 and boasts a Quattro four-wheel drive system too, available with a choice of both six-speed manual and seven-speed twin-clutch gearboxes. Performance will be epic with 0-60mph in 4.5 seconds and a top speed electronically limited to 155mph. The RS5 will be a match for the M3 in the corners too with stiffened and lowered suspension, a wider track and stickier rubber. In addition to four-wheel drive, it will also boast Audi’s new active rear differential – as used by the latest S4 – which helps distribute torque to different wheels, aiding agility and traction. Expect to the see the new RS5 at the Frankfurt Motor Show in September, with UK sales starting before the end of the year. A price tag of £48,000 is mooted.

Aston Martin One-77

Amazing leaked images reveal all about Aston's £1.2m flagship – including first interior pictures!

Feast your eyes – Aston Martin's new One-77 has been laid bare! These amazing pictures, which have been leaked onto the internet from an official Aston document, shed more light on the £1.2m flagship supercar and give us our first glimpse at its interior. As you can see, the cabin is just as dramatic as the exterior with a host of bold curves designed to cocoon the two occupants. Sharing some design DNA with the DB9 and DBS, the limited edition One-77 gets a swooping centre console on which controls such as the starter button are placed and a three-spoke steering wheel with paddles for the six-speed transmission. Seats come in three sizes – small, medium and large – and are then tailored individually to the owner. What's more, owners can choose a luxurious 10-way adjustable seat or go for a lightweight racing style bucket. Whatever seats or bespoke leather trim they choose, owners will be able to see the One-77's carbon chassis from inside the cabin. Its structural points are integrated with the interior.Underlining the totally bespoke nature of each individual car, Aston says owners can choose whatever colour they like for the exterior while engineers will fine-tune the suspension to suit their needs. The One-77 gets new fully adjustable dampers that feature advanced Dynamic Suspension Spool Valve (DSSV) technology – a world-first for a road car. These use high-precision machined components that vary the shock-absorbing characteristics of the damper without having to remove them from the car.As for the 7.3-litre V12 engine, the only parts shared with Aston's 6.0-litre V12 are the timing chain and sprocket – apart from that it's totally new. It produces 700hp and weighs 25 per cent less than the 6.0-litre unit. With the whole car weighing in at around 1,500kg, the One-77 is predicted to have a top speed in excess of 200mph, with a 0-60mph time of 3.5 seconds. A pop-up spoiler rises from the bootlid to improve stability at high speed while vents in the front splitter close and open automatically to maximise airflow. The transmission is a new six-speed gearbox which is controlled via steering-wheel paddles. Owners can choose between full automatic and manual modes. Brakes are carbon-ceramic discs with uprated calipers.

Ultimate Golf’s ready to turn up the heat

R20T is to blast off at Geneva, and will take the fight to Ford's Focus RS. It promises incredible pace, with a tuned turbo and lightweight body.

VW will add drama to the shape of latest MkVI Golf by fitting LED headlights, deep front spoiler and wide wheelarches, filled by enormous alloys.

The ultimate Golf is here! And this time, the flagship hot hatchback has more power and an all-new badge to boot.

The replacement for the R32 is being referred to within VW as the R-Series Turbo, but it’s likely to be called the R20T, hinting at its engine capacity. And our exclusive pictures show how the most powerful Golf ever will look when it eclipses the GTI at the top of the range.

VW is ditching the R32 name, along with the 3.2-litre V6 that’s powered the previous two cars, Auto Express has learned. In its place will be a tuned version of the GTI’s four-cylinder 2.0-litre turbocharged engine.

A bigger turbo, as well as tweaks to the ECU, will ensure the car has a power output of around 270bhp – that’s more than 20bhp above the outgoing V6. What’s more, as the unit is lighter, the R20T should weigh roughly the same as the GTI.

But with all that extra power on tap, it will deliver scintillating pace, with the 0-60mph sprint arriving in about five seconds. That’s a full second-and-a-half quicker than the MkV R32, and only a few tenths shy of BMW’s V8-engined M3. Top speed will be limited to 155mph.

The same engine will power an R20T version of the Scirocco. This was previewed by the Studie R concept at Italy’s Bologna Motor Show last year.

Although a VW spokesman refused to confirm whether the Golf would be driven by the front or all four wheels, the latter is more likely – as on the heavier and thirstier R32. This will help to put all that power on to the tarmac, as well as provide high levels of grip.

The engine will channel its power through a choice of a six-speed manual gearbox or VW’s DSG dual-clutch set-up. And as the unit is smaller and lighter, the R20T will offer significant improvements in fuel economy and emit less CO2 than the car it replaces.

VW’s designers have taken the understated looks of the R32 to the next level. A deep front spoiler with integrated LED headlights – a styling cue borrowed from sister company Audi – takes inspiration from the Concept BlueSport seen at January’s Detroit exhibition, while flared wheelarches, wider tyres and lowered suspension provide further clues to its potential.

At the rear, in true R-series style, twin pipes exit close to the centre-line of the car. Plus, a ‘sound-optimised’ exhaust system should ensure the R20T delivers noise to match its looks. A roof spoiler and underbody diffuser both help to increase downforce and keep the car planted at high speeds, too.

Reports suggest that the R20T will make its public debut at the Nürburgring 24-hour race in Germany in May, before going on sale in UK showrooms early next year. Prices will start from around £25,000 for the three-door, with the five-door costing £2,000 more – pitching the VW head-to-head with the Ford Focus RS and Subaru Impreza STi.

VW BlueSport at Detroit

VW's stunning two-seater roadster has broken cover ahead of its debut in Detroit.

The Boxster has got a fight on its hands! Ahead of its debut in Detroit this week, these are the first official images of VW’s baby sports car designed to offer a cut-price alternative to Porsche’s finest - and a more upmarket option to the MX-5.

Called the Concept BlueSport, it’s the car that proves sportiness can go hand-in-hand with economy - combining the agility and pace of a mid-engined roadster, with the fuel-consumption and affordability of a more family-orientated model.

Performance fans won’t be left wanting with a 0-60mph time of 6.2 seconds and a top speed of 140mph, while running costs should be uncharacteristically low thanks to a combined fuel economy of 42mpg and supermini CO2 emissions of just 113g/km.

At the heart of the BlueSport are two efficiency-boosting technologies, an automatic stop-start function, similar to the system appearing across the BlueMotion range later this year and regenerative braking, like the KERS technology set to be employed by 2009 F1 cars.

Following in the footsteps of the Audi TT TDI, the world’s first diesel sports car, the BlueSport uses an oil-burner under the bonnet. It’s the familiar 2.0-litre turbocharged unit, producing 178bhp and 350Nm of torque mated to the six-speed version of VW’s slick-shifting DSG ‘box. And with all that torque being channelled through the rear wheels, genuine sports car thrills are guaranteed.

Tipping the scales at a slimline 1,200kg, the BlueSport has been subject to a number of weight-saving measures. Most significant is the manually operated fabric roof, doing away with the need for heavy motors and hydraulics.

Compact dimensions mean it’s shorter, lower but almost as wide as a MKVI Golf, creating a squat, muscular stance, and aiding stability in the bends. Despite short overhangs and a rear-mounted engine dictated by its all-new platform, VW insists the two storage areas, one at the front and one in the back, are roomy enough for a pair of weekend bags.

If the face seems familiar, that’s because it continues the design language first implemented on the new Scirocco, MKVI Golf and UP! concept. The sleek headlights, narrow radiator grille and prominent badge are unmistakably VW.

At the rear, the LED taillights are sculpted to mimic the headlights, giving the car a front-rear symmetry much like the Boxster. A third brake light is integrated into the boot lid, just above the badge, while the blacked-out diffuser with the twin tailpipes located at it’s outer-edges help to emphasise the car’s width.

But it’s in profile that the car really makes its presence felt. Cavernous side vents give away the car’s mid-engine layout, while exaggerated wheel-arches filled with ten-spoke 19-inch alloys, bulge out of the bodywork.

Inside the high-quality cabin an enormous touchscreen interface takes pride of place. There’s also lightweight sports seats clad in VW’s trademark ribbed leather, with integrated roll-hoops behind the headrests and heating controls that glow blue or red depending on the desired temperature.

VW hasn’t confirmed the roadster will make into production yet, but judging by the production-ready appearance, as well as the growing interest in small fuel-efficient sports cars, and it’s not a question of if, but when its available to buy. Expect both TSI and TDI versions to be offered when it makes it to showrooms in 2010, with prices starting from around £22,500.

Jaguar XFR at Detroit

Most powerful Jaguar saloon ever wows the Detroit crowds.

Detroit is home to the brawny American V8, but the Brits muscled in on this year’s show with a V8 bruiser of their own! The long awaited Jaguar XFR, the firm’s most powerful saloon car ever is finally ready to roar, and we’ve got exclusive live photos along with all the details that matter.

The big news in under the bonnet, where an all-new 5.0-litre supercharged V8 resides will take the fight to the very best performance saloons, including the BMW M5, Mercedes E63 AMG and Audi RS6.

With 503bhp and 625Nm of torque, the 0-60mph sprint is despatched in just 4.7 seconds, exactly the same as the M5. But the new powerplant is surprising clean and economical - CO2 is pegged at 292g/km and economy at 22.5mpg.

In addition, the XF-R has a standard electronic active differential, which not only improves grip during aggressive cornering, but actually enhances refinement too. So it’s a purring kitten when cruising, but a real lion when the pace quickens.

On the outside, the XF-R gets a deep front spoiler with chrome accents and a sharper crease running from the flanks down each side of the skirt. There’s a pair of distinctive bonnet louvres, new wing mirrors with integrated indicator lights, and 20-inch alloy wheels are standard. At the rear, quad tailpipes leave no doubt as to the XF-R’s potential.

It’s a fitting flagship for a car that’s transformed Jaguar’s image, and with a price in the region of £60,000 when it hits showrooms in March, the XF-R looks certain continue Jaguar’s product revival.

But the XF wasn’t the only Jag that powered into Detroit, a heavily revised XKR took pride of place on the stand, too.

2010 Ford Shelby GT500

Building on standing but unspoken tradition, Ford is to unveil the most powerful Ford SVT-tuned performance Mustang ever in Detroit. The 2010 Shelby GT500 has had its power hiked to 540hp / 402kW and some 510 foot-pounds of torque.

"We're proud of the many enhancements that were developed jointly by the Ford and Shelby Automobiles team last year that we've now incorporated into the new 2010 Shelby GT500," said Carroll Shelby, founder of Shelby Automobiles. "Building on what we learned to create the Shelby GT500KR, this new car offers a great combination of power, handling and braking. It is truly a special car that is a great deal of fun to drive."

The GT500 uses a 5.4-litre V8 engine with a supercharger to make its 540hp while redline is pegged at 6,250 rpm. That power dome on the hood is not only for bragging rights but serves to scoop up cool air to keep the engine at its best peak performance level. A manual transmission was upgraded and fitted, and it makes use of a twin-disc clutch. Engineers spend a lot of time making sure the car's exhaust note was audible, yet not overpowering, so you still know you are driving something special but without excessive interior intrusion.

Inside it features lots of "GT500" and "SHELBY" logos, leather fittings, voice-activated satellite navigation and custom interior lighting fitments.

Bentley GTC Speed touches down

Official pictures and details on Bentley's most powerful convertible ever.

Hold onto your hats, the most powerful Bentley convertible ever has blown in! We brought you spy shots of the Bentley GTC Speed back in October, but these are the first official pictures of the 200mph drop-top.

The GTC is the third Bentley to receive the ‘Speed’ treatment, following the GT coupe and the Continental Flying Spur. They all share a pumped-up version of the 6.0-litre twin-turbo W12 engine, the most compact 12-cylinder in the world, producing 600bhp and an astonishing 750Nm of torque. Despite weighing in at a hefty two and a half tonnes 0-60mph is despatched in 4.5 seconds, while a 200mph top speed is possible with the roof in place, 195mph when it’s stowed.

Distinguishing the GTC Speed from the ‘standard’ car, besides the extra 48bhp, is a special tinted mesh in the radiator and lower air intake grille. There’s also larger 20-inch multi-spoke alloys as standard, wrapped in high-performance Pirelli PZero rubber. Lowered suspension and a subtle lip spoiler improve the Speed’s handling and aerodynamics, while wider twin-exhaust pipes help to turn up the volume.

Optional extras include fade-resistant carbon-ceramic brakes – the largest fitted to any production car in the world – and Bentley’s sophisticated Adaptive Cruise Control system.

The sumptuous interior takes its inspiration from the ‘Mulliner’ pack available on the standard GTC, and includes diamond-quilted leather on the seats and door trims, Speed-embossed scuff plates on the door frames, chrome gear lever and drilled-alloy sports pedals.

Based on the success of the other Speed models in the range, Bentley expect this upgraded version to account for over two-thirds of GTC sales worldwide – despite a substantial price tag of £146,100 when it goes on sale in the UK this spring.

2008 Paris Auto Show: Lamborghini Estoque Concept

Lamborghini enters the super-sedan fray with the Estoque Concept

There never has been a four-door sedan quite like the Lamborghini Estoque, which made its world debut amidst a somewhat ludicrous fashion show of scowling models wearing Lamborghini sportswear. Lambo boss Stephan Winkelmann said the V-10-powered all-wheel-driven car is only a concept, but we'd guess the factory is tooling up at this very moment to produce it given the upcoming 4-door Porsche Panamera and Aston Martin Rapide.

As is Lamborghini's custom, the name comes from the world of bullfighting (it's a matador's sword), and placement of the engine in front of the driver evokes the tremendous Lamborghini Espada from the late '60s and '70s. It was also quite refreshing to hear nothing about CO2 around the Lamborghini stand.

Why it Matters

The idea of "four-door sports cars" has been with us for two decades thanks to Nissan's marketing for the Maxima. However, these days there are three real four-door sports cars on the horizon. The Lamborghini Estoque Concept is a direct reply to the forthcoming Porsche Panamera and Aston Martin Rapide sedans. It brings to the fray the kind of styling punch that we expect from Italy's most bull-headed brand, and if it makes it to production, it's sure to be a hell of a challenge to the German and British makes.

What it Looks Like

The Lamborghini Estoque Concept is impossible to ignore. The front end is highly reminiscent of the brand's sports cars, specifically the Lamborghini Reventon super-exotic. The rear echoes the same. However, the middle section is almost boring, as if someone at Lamborghini simply stretched a Reventon and added two doors. Still, we like the overall proportions, and the sloping trunk area reminds us of a Chevy Camaro, of all things. No matter what, you have to look at it.

What's Under the Skin

Since the Lamborghini Estoque is a concept, there is no actual drivetrain in the car. Thus, the information available is pretty pie-in-the-sky. Anything from the Gallardo to a powerful and torquey turbodiesel could make its way under the hood of the Estoque.

Lamborghini does make a point of noting how much space there is between the front and rear wheels, and how much room it creates in the cabin for the four occupants. The engine is also located behind the front axle line, allowing Lamborghini to call the Estoque Concept "mid-engined," even though the engine is in front of the passenger compartment.

What We Think

So far, the super-sedan competition – which is purely theoretical, as none of the cars are on sale yet – has been divided into two camps. The first is the sexy Aston Martin Rapide, and the second is the smart Porsche Panamera. The Lamborghini Estoque Concept cleaves between the two, offering up eye-catching styling that isn't quite as beautiful as the Aston, but with mechanicals that could in theory rival the Panamera.

Citroen GT Concept

Long, slender, French. We're not talking about the booth babes at this week's Paris motor show, but of the Citroen GT - a two-seat sports car concept with an interesting design history.

In this instance, the 'GT' nomenclature refers not only to the car's class or sporting aspirations, but to its history. Citroen's designers partnered with the tech-whizzes over at Polyphony Digital, the corporate entity behind the successful Gran Turismo video game. Though we first heard the two were collaborating at the 2008 Geneva motor show, the Paris venue is our first look at the finished product.

Early teaser photos indicated the car would be long, low, and wide. Indeed, the GT is that, but not quite the Audi R8 - clone those photos suggested. Many of the myriad scoops, fins, spoilers, and fussy details are so - well, Citroen.

Though it looks to be a mid-engine sports car, technically there isn't even an engine. Thinking green (though it's painted white), the GT's rear wheels are driven by electric motors, powered in turn by a hydrogen fuel cell.

Though we doubt it'll ever reach production, let alone reach the U.S., you may still have a chance to drive it. Go power-up your Playstation 3 and boot up Gran Turismo 5: Prologue - we hear you're now able to download the Citroen and take it for a spin.

Renault Megane Dynamique 1.9 dCi

French firm aims to take on the family hatchback elite with its all-new Megane.

Sometimes it doesn’t pay to stand out from the crowd. The previous generation Renault Megane had distinctive styling, but struggled in the sales charts.

As a result, the French firm has given the all-new model an understated makeover in an effort to revive its showroom success. And early impressions have been good, with uprated driving dynamics and improved quality taking the family hatchback close to the top of the class.

But how will the newcomer fare on UK soil? To find out Auto Express got behind the wheel of one of the first right-hand drive examples to cross the Channel.

Take one look at the Renault and it’s immediately clear that company bosses were stung by criticisms of the old car’s looks. The latest version is much more understated, with less eye-catching styling. However, it’s still handsome, with a wide stance, sweeping roofline and subtle detailing.

It’s a similar story inside, where visual flair has been kept to a minimum. Fortunately, quality has taken a leap forward and the solidly screwed together cabin is full of soft touch plastics. The only downside is a lack of rear legroom compared to rivals.

There are certainly no disappointments when you fire up the refined 128bhp 1.9-litre diesel motor. It’s a little noisy when cold, but once warmed through delivers punchy performance and should return over 50mpg at the pumps.

This enthusiastic powerplant is backed up by an entertaining driving experience. With strong grip, good body control and well-weighted steering, the Megane is fun to guide along twisting back roads. Our only criticism is that the ride can be uncomfortably firm at low speeds

But there are no such complaints about the price. Our mid-range Dynamique undercuts a similarly equipped Ford Focus by over £1,500.

Rival: Honda Civic 2.2 CDTi EX

There’s little to match the Honda for interior versatility and standard kit, while driving fans will love its hot hatch handling. But the Civic’s cabin is noisy at a cruise and wild styling will not be to all tastes.

Price: £17,517

Engine: 1.9-litre 4cyl turbodiesel, 128bhp

0-62mph: 9.5 seconds

Top speed: 127mph

Economy: 55.4mpg

CO2: 134g/km

Standard equipment: Air-conditioning, 16-inch alloy wheels, cruise control, automatic headlamps and wipers, electric windows, Bluetooth connectivity.

Mercedes CLS Grand Edition

New Mercedes CLS Grand Edition gives sporty four door its greatest luxury yet.

With it's uique front lights, exclusive alloy wheels and Grand Edition badging, Mercedes is hoping that no one misses the most luxurious evolution yet of the popular CLS.

Available from March, the limited edition model offers a four strong petrol and diesel engine range, and gets a bespoke interior.

Highlights include alcantara headlining and leather seats. To finish, the Mercedes also gets high gloss wood trim on the dashboard, steering wheel and gearlever.

Standard equipment includes Mercedes COMAND multimedia system, parking sensors and Grand Edition badged floor mats.

Prices are yet to be announced, but drivers can expect to pay around £50,000 for an entry level CLS280.