New Focus on horizon

Meet the most desirable family car ever! This striking machine is about to rewrite the hatchback rulebook, with a stunning combination of head-turning looks, driver appeal and up-to-the-minute technology. Say hello to Ford's next-generation Focus.

Set to go on sale in 2010, the third generation of the family car will take the company's brand values to the next level. It gets a dramatic new look that's backed up by a range of hi-tech small- capacity turbocharged engines.

Ford gave the strongest hint of how its upcoming models will look when it revealed the Iosis Max at the Geneva Motor Show last month (see Issue 1,053). And it's from this car that the new Focus takes much of its styling inspiration.

The hatch gets a sleek new front end, with a large lower grille and elongated headlights. Bold lines run from the edges of the grille to the A-pillars.

At the rear, there are further nods to the Iosis MAX, with a high tail, angular C-pillars and eye-catching lights. Chunky wheelarches and short
overhangs finish the look and give the newcomer a muscular stance. According to insiders, a panoramic glass roof will also be available. Inside, expect a toned-down version of the concept's striking cabin, with a new centre console boasting an improved version of Ford's Human Machine Interface control system. Options will include a reversing camera.

Under the skin is a fresh development of the current car's chassis, so it's unlikely the new model will grow much in size. Emphasis will be put on ride and refinement, without sacrificing the sharp steering and driver appeal for which the Focus has become famous.

New turbocharged EcoBoost engines dominate the line-up. Entry-level models will come with a 1.0-litre four-cylinder turbo unit offering 89bhp or 108bhp, but most variants will get a new 1.6-litre turbo, available with 148bhp or 178bhp outputs.

These units will combine storming pace with low fuel consumption and CO2 emissions to give buyers the best of both worlds. There is also a new range of diesels in the shape of a 1.6 TDCi, delivering up to 128bhp, and a flagship 2.0-litre with 168bhp or 197bhp.

All engines are mated to manual boxes as standard, but Ford will also offer its Powershift twin-clutch transmission. Start-stop technology is set to be rolled out across the range, too.

We reported in Issue 1,054 that Ford bosses were debating when to launch the car. Sources have revealed that it looks as though the Focus and C-MAX compact MPV will be launched simultaneously in 2010.

The models have been developed alongside each other and could be global cars – ie sold in all Ford markets across the world. They would follow in the footsteps of the latest Fiesta, which goes on sale in China later this year, and in the US in 2010.

The Focus will be built at Ford's plant in Saarlouis, Germany, while the C-MAX, which is to appear as a seven-seater for the first time, will be assembled at Valencia in Spain.

Grande Punto 1.4 T-jet vs Swift 1.6 Sport

If you want to increase power fast, bolting on a turbo is a quick fix. So in theory it should be ideal to use in a small hot hatch. But can the 1.4 T-Jet powerplant fitted
to Fiat's Grand Punto Sporting match the thrills provided by the normally aspirated 1.6-litre unit in the Suzuki Swift Sport?

Look at the raw figures, and there's virtually nothing in it. With 123bhp at its disposal, the Japanese supermini has 3bhp more than its Italian rival. However, as with the other pairings here, the turbo model has a torque advantage, with the Grande Punto delivering 206Nm to the Suzuki's 148Nm. At the test track, the Suzuki sprinted from 0-60mph in only 8.5 seconds – that's three-tenths faster than its rival.

But this was turned on its head during our in-gear assessments, as the torquey Fiat showed the normally aspirated car a clean pair of heels in both tests. The flexible Grande Punto raced from 50-70mph in fifth gear in 7.6 seconds – an impressive 1.3 seconds faster than the Swift.

Sporty hatchbacks aren't all about pure speed, though, and the two cars deliver very different driving experiences. While the laid-back Fiat pulls strongly from low down, you need to use all of the available revs in the Suzuki. Its frenetic character is in stark contrast to the more refined Italian model.

The Grande Punto repays you with lower emissions and superior combined fuel consumption. It puts out 155g/km of CO2 to the Swift's 171g/km Swift, so sits in a lower tax band. Owners will pay £150 for an annual tax disc; Suzuki buyers shell out £175. The Japanese car is also more expensive for company drivers, although the gap isn't huge due to the Fiat's higher list price. It costs standard-rate business users £18 less each year than the more heavily polluting Swift.

The Fiat enjoys a similarly small advantage at the pumps, although we struggled to get near its combined economy figure of 42.8mpg. On our test it returned 32.4mpg, which was just enough to beat the 31.7mpg Swift Sport. However, the Suzuki comes up trumps on insurance. Its annual premium undercuts its rival's by a useful £78. The purchase price provides the biggest dent in the wallet, though, and this is where the Suzuki makes even more sense.

At £11,990, it's £765 cheaper than the Fiat. It doesn't skimp on kit, either, with climate control – instead of its rival's air-con – fitted as standard. Yet while you save on the Swift, it's not as spacious. The Suzuki is smaller than the Punto, with less rear legroom and a much tinier boot. A firm ride and busy engine also make it ill-suited to long trips; the softer and more refined Fiat is a capable motorway cruiser.

Crucially, though, the Swift is more engaging. Its steering provides greater weight and precision, while the stiff suspension serves up sharper responses and tighter body control than the Grande Punto.

The two engines highlight this difference in character. Nothing beats the thrill of driving a car with a highly tuned petrol engine, and the rev-hungry Suzuki can even make a trip to the shops exciting – a priceless quality in a small hot hatch.

The Fiat is a more talented all-rounder, with its relaxed and linear power delivery. Yet it's not as much fun, and is more expensive and thirstier than the claimed figures suggest.

If you want space and pace the Fiat wins, but for our money the Sukuki is the better junior hot hatch. The normally aspirated car wins this clash.

Ford Capri coming at last

The Capri is back – as a hatch! These are the best pictures yet of the compact family car that looks set to be the must-have model of 2010 – it's a new three- door version of the Ford Focus.

Just as Volkswagen has done with the stunning Scirocco, Ford is seeking to reinvent one of its most famous sports cars. And it's this dramatic evolution of the next Focus that will do it.

Boasting a stylish but practical body, it will target the Scirocco and the Renault Mégane Coupé, providing a glamorous sister car to the standard five-door hatch – revealed in Issue 1,057. Appealing to young, style-conscious buyers, the new Coupé should be a big hit.

As you can see from our exclusive pictures, it takes some inspiration from the Iosis Max concept, revealed at March's Geneva Motor Show.

That car debuted the new family 'face' of not only the new Focus, but the next-generation C-MAX, too. However, the three-door model evolves this with sleeker, sportier LED headlights and a deeper, more aggressive set of lower air intakes.

The key design cues, though, are the rakish windscreen, low roofline and high waistline, which meet to give a heavily chopped appearance at the back. It's reminiscent of the Scirocco, but is arguably more daring and head-turning. A neat diffuser-style lower bumper, roof spoiler and gorgeous LED tail-lights complete the rear. Add in short overhangs and large alloy wheels, and the model looks every inch the
chic compact sports car.

And because that roofline doesn't slope down too steeply, the Coupé will be practical, too, with plenty of headroom for rear passengers and a decent sized boot. Options such as a panoramic glass roof, to further increase the feeling of light and space inside, are anticipated.

In the front, a similar cabin to the five-door is expected, with a new centre console offering an improved version of Ford's Human Machine Interface system. The finish will have a premium feel, with options including a reversing camera.

To match its storming looks, the car will be fitted with a class-leading chassis. And this promises even more agility and grip than the five-door, without sacrificing ride comfort or refinement.

There'll be even more reason to smile when buyers see the engine range. New turbocharged EcoBoost powerplants will be available, with most cars getting a 1.6-litre petrol, producing 148bhp or 178bhp.

A new 1.6 TDCi diesel will also debut, giving up to 128bhp, alongside a flagship 2.0-litre with 168bhp or 197bhp. All these units will combine pace with superb fuel economy and low CO2 emissions. And helping the Focus Coupé to be even more efficient will be the option of a Powershift twin-clutch gearbox. This will be offered in addition to a standard-fit manual transmission. Stop-start technology is also expected to be rolled out across the line-up.

Of course, there will be a high-performance range-topper, but it's unlikely to be powered by the much-loved 2.5-litre five-cylinder turbo engine from the Focus ST and RS. This is deemed too thirsty, and will be replaced by a 2.0-litre, 200bhp EcoBoost four-cylinder turbo.

The new Focus range debuts alongside the C-MAX MPV at a major motor show next year.

Jaguar’s new C-Type on the prowl

It's the sports car that every Jaguar fan has been desperate to see! This is the Big Cat's all-new rival for Porsche's Boxster – a compact two-seat roadster that promises performance and style at an affordable price.

Evoking memories of the legendary C-Type, it will lead a new wave of driver-focused machines, taking the firm into uncharted – but potentially very successful – territory. The compact sports market is huge and, as well as the Boxster, rivals include the Audi TT, BMW Z4 (tested on Page 50), Nissan 370Z and Mercedes SLK: Jaguar needs a slice of the action.

Drawing on the XK range's strong following, the newcomer will feature head-turning styling and a thrilling rear-drive chassis. With a sub-£40,000 price tag, it's a real recipe for success.

Ratan Tata, boss of Indian giant Tata Motors, which owns Jaguar-Land Rover, has made no secret of his desire for Jaguar to expand its sports car line-up – and this could be vital to securing the firm's future. Thanks to insider information, we can give you the best view yet of how the machine could look.

It's clear that the new model evolves cues from the XF such as the bold mesh grille, sharpened LED headlights and bonnet power bulge, making them more aggressive and sporty. Short overhangs, a steeply raked windscreen and muscular rear haunches are further highlights. The look is completed by a pert rear with slim tail-lights, an XF-style chrome strip and integrated chrome exhausts. In short, the vehicle takes the traditional British roadster shape and makes it completely modern.

As with the XK, the new sports car would use an aluminium monocoque with extruded body panels to maximise weight-saving and structural stiffness. A strict two-seater, it would feature an electrically operated folding canvas roof, to be stowed behind the occupants' heads.

Under the bonnet there will be a wide range of engines all taken from the XF, with an entry-level 235bhp 3.0-litre V6 version and a 380bhp 5.0 V8 flagship. There's also scope to offer the XF's latest 3.0-litre twin-turbo diesel, which boasts 272bhp and the prospect of 40mpg. All models will feature Jaguar's excellent six-speed automatic gearbox, complete with steering wheel-mounted paddles.

With such a lightweight chassis, even the entry-level 3.0-litre V6 will be enormously fast, boasting a 0-60mph time of around seven seconds. The 5.0-litre V8 version could slash two seconds off that sprint and accelerate on to 155mph.

As the XF has shown, Jag's talented engineers can produce a saloon that corners like a sportster but offers a cosseting ride. So making a purer driver-pleasing roadster should be a task they will relish. But while the car will be agile, responsive and sporty to drive, it also promises to be extremely comfortable.

Of course, the firm is not without its problems: together with Tata, it is currently trying to secure financial assistance from the UK Government. And that means the new XJ saloon plus a forthcoming XF estate, as well as a convertible version of that car, are its priorities for now.

This Boxster rival, along with a replacement for the legendary E-Type and an Audi R8-style supercar, are on the drawing board, though, and would arrive in 2012 at the earliest.

Aston Martin Cygnet

From supercars to a supermini! These are the amazing pictures that will have car fans shaking their heads in disbelief. But it really is true...

Aston Martin is building a model that's even smaller than a Ford Fiesta!

Based on the Toyota iQ, the Cygnet is the result of a joint venture with the Japanese giant. Details are scarce at the moment, but the tiniest Aston Martin ever is expected to share the same three-cylinder petrol engine as the iQ, along with its innovative three- plus-one seating arrangement.

It will also boast a Euro NCAP five-star crash safety rating. And with a low-emission, highly economical engine, the Cygnet will help Aston to meet increasingly stringent environmental targets too.
As you can see, the firm has managed to distill all of the design cues from its supercar range into a package measuring only three metres long.

Inside, expect the same attention to detail as you'd get on the DBS, with a leather-clad cabin featuring the very best materials, along with an ECU (Emotion Control Unit) that plugs into the centre console, replacing a traditional key.

However, not just anyone will be able to buy a Cygnet. In order to snap up one of the must-have urban machines, you have to already own an Aston Martin, as the firm is only making them available to existing customers. The company has identified that around 30 per cent of owners have small cars such as the MINI or Smart ForTwo in their garages, using them for short journeys to and from city-based offices. Now Aston is giving them the chance to buy their very own 'luxury commuter'.

Dr Ulrich Bez, Aston Martin chief executive, explained more about the Cygnet: "Now is the right time for Aston Martin to take this bold step to embark on this special project – made possible with the support of an organisation of Toyota's stature and capability and the intelligent design and perfect city car package of the iQ.

Official: Citroen C3

The all-new Citroen C3 is shaping up to be a glass act! These are the first official images of Citroen's brand-new contender in the supermini class, and as with all Citroens nowadays style is at the top of the agenda.

Taking pride of place on the outside is an optional 'Zenith' windscreen, which stretches dramatically over the driver's head, offering a panoramic field of vision and creating an airy and light ambience in the cabin. A progressive tint on this huge slab of glass, provides occupants with optimum UV protection, too.

Expensive-feeling materials and a dashboard shared with the more upmarket DS3 Concept take the interior to a new level in terms of perceived quality. Improved sound insulation and an integrated air freshener mean the new C3 is just as suited to tackling longer jounrneys as it is around town.

From launch an entry-level HDi 90 version will be available emitting just 99g/km of CO2 - Citroen's first sub-100g/km and therefore tax exempt road car. And from 2011 Citroen is going even further. Stop & Start technology will see a diesel version of the C3 emitting around 90g/km, while a next-generation three-cylinder petrol unit will be offered with less than 100g/km.

Pricing is yet to be announced, but the newcomer is sheduled to arrive in the UK in early 2010 when it will go head to head with the talented Ford Fiesta.

Bugatti Veyron Grand Sport

GET ready for lift-off! The world's fastest and most expensive supercar has blown its top. This is the Bugatti Veyron Grand Sport, a car that can lay claim to being the world's most incredible convertible – and we've driven it.

Priced at around £1.1 million, it costs £300,000 more than the Coupe. So what do you get for your money? Well, a machine that looks even more spectacular than the fixed-roof version. The polycarbonate targa-style roof may not be the most sophisticated – it has to be left in the garage when removed, as there's nowhere in the car to stow it – but in open-top form the Grand Sport looks sensational.

As you'd expect from Bugatti, the Veyron has undergone a very thorough strengthening process to cope with the loss of the roof. The carbonfibre chassis has been redesigned around the windscreen pillars, strengthened in the sills and thickened behind the driver. It hasn't stopped there, because the single-setting suspension is softer than the coupe version, too.

Everything is the same under the bonnet, though – the Grand Sport still gets a 987bhp 8.0-litre quad turbocharged W16 engine.

On the move, the whole car feels a little softer than the coupe, especially at the rear, but that doesn't mean the chassis isn't as rigid. The ride is slightly more compliant too while another big improvement is a slight trade-off in outright grip in favour of more progression at the limit, thanks to new Michelin tyres.

The best bit is the noise though – roof down the W16 sounds incredible, the whole experience more involving than the Coupe. And while the Grand Sport may weigh in at 1,990kg – nearly 100kg more than the already hefty Veyron coupe – it still accelerates like no other production car with 0-62mph in 2.7 seconds, 0-124mph in 7.3 seconds while top speed is in excess of 250mph. It's an amazing engineering achievement.

Porsche Panamera revealed

At last! Porsche's new Panamera supersaloon has made its official public debut, ahead of this year's Shanghai Motor Show in China.

Unveiled to a crowd packed into a room at the very top of one of the fast growing city's 7,000 skyscrapers, Porsche admitted that despite it's high hopes for the model, the global recession meant the firm would have its work cut out in making the model a success.

However, with no fewer that five industry firsts for technology, plus a distinctive design, the German company is confident that it will sell at least 20,000 Panameras every year – once the model hits the road on 12th September.

Priced from £72,266 for the Panamera S, £77,269 for the Panamera 4S and £95,298 for the top of the range Panamera Turbo, the car gets the world's first seven speed double clutch semi automatic gearbox.

It also becomes the first saloon from the firm to offer fuel saving stop and start engine technology, active aerodynamics, adaptive suspension, and Porsche's signature Sportchronos handling pack.

The Panamera S and 4S have 18-inch alloy wheels as standard, with a choice of 19-inch and 20-inch alternatives available. The Panamera Turbo rides on 19-inch alloy wheels.

Additional features on the Panamera Turbo include PASM with an adaptive air suspension function that actively adjusts the ride height, BOSE Surround Sound audio system with 14 speakers, metallic paint, multi-function steering wheel, heated rear seats and rear side airbags.

From next year, a new entry level V6 engined model is promised, with a fuel sipping hybrid model due 12 months later.

Answering questions at the event, Porsche announced that there are currently no plans for a diesel mode, however this contradicts previous reports in which Porsche has refused to rule the technology out.

Porsche Spyder returns!

One of the most revered names in sports car history, the Porsche Spyder, is back! And our exclusive illustrations show for the first time how the sub-Boxster two-seater will shape up when it arrives in 2013.

Based on the VW Bluesport Concept's underpinnings, also set to be shared with the forthcoming Audi R2, the new 'baby' Porsche will be aiming to maintain the firm's reputation for unrivalled driving dynamics, but in a much lighter, fuel efficient and affordable package than any model in recent memory.

The new Spyder will offer the same open air driving experience as the Boxster, thanks to its folding canvas roof, but at just 3.99 metres long, it will be significantly smaller than the current entry-level Porsche. That means a range of four-cylinder turbocharged engines raided from the VW parts bin will be plenty to deliver genuine sportscar thrills.

Entry-level cars will use a version of the 200bhp 2.0 TFSI engine borrowed from the VW Golf GTI, mounted behind the driver and between the two axles for optimum handling balance. A Sport version will feature the same unit, but turned up to around 280bhp for a scintillating turn of pace.

Prices will start from around £28,000, keeping the Spyder far enough away from the cheapest Boxster's asking price of around £33,700, while maintaining a reassuring premium over the cheaper VW Bluesport.

Inspiration and the design philosophy behind the new Spyder, comes from the first Porsche 550 Spyder, unveiled at the 1953 Paris Motor Show. The compact two-seater was originally designed for racing and took a famous class-victory at Le Mans. But the notoriously tricky-to-handle roadster cemented its place in history when the Hollywood legend James Dean died at the wheel of one in 1955.

M10 living the dream

Setting its sights on Audi's R8 and the Porsche 911, this interpretation of the extreme BMW draws its inspiration from the M10 supercar and the barrel of a wave. Noah said he wanted the design to be aggressive, sleek, agile and original. Despite looking like no BMW before, the twin-kidney grille ensures there is no doubt what breed this is.

Lexus LF-A spied

The saga continues! We saw Lexus' first ever supercar way back at the Detroit show in 2005, but these spy shots prove that while it's been a long time coming, a production version is still on the cards.

Spied testing at the Nurburgring, the Japanese rocket is seen here in showroom-spec, with only light camouflage at the front and rear. A self-raising spoiler which deploys automatically at high-speeds, a triangular exhaust arrangement and distinctive air intake behind the B-pillar can all be seen clearly and will be distinguish the LF-A when it goes on sale next year.

As part of the car's intensive testing regime, Lexus has confirmed that two race cars, with only light-modifications compared to the road-going version shown here, will compete in the Nurburgring 24hr race on May 23 this year. The racers will use a 5.0-litre V10 tuned to produce around 500bhp, but the exact specification of the road-legal car is yet to be confirmed.

Alfa Romeo 149 spied

 

BMW has Mercedes' monstrously powerful S63 AMG in its sights! These are the pictures that prove BMW is ready to launch a incredible M7 version of its flagship luxury saloon.

As you can clearly see in our close-up images, the front spoiler has been completely reworked for a more dynamic look, and to provide better cooling to the engine and brakes. An M3-style bonnet bulge has also been added in order to accomodate the larger engine. The hood will also be made from alumimium to take some weight away from the nose and help to ensure perfect 50-50 weight distribution.

The most likely candiadate for providing the M7's power is the 550bhp 4.4-litre twin-turbo V8 fitted to the X6M and X5M - that's more horsepower than the S63 AMG and the most powerful Porsche Panamera. A 0-60mph time of under 4.5 seconds means performance should be well within the supercar bracket, too.

2011 VW Touareg spied

VW's Touareg is back, and it's bigger than before! A heavily clad prototype of the next-generation SUV has been spotted in testing, and the premium off-roader appears to have grown in size. A lengthened chassis will accommodate a revised, more spacious interior, which will include a third row of seats – but despite appearances, weight reductions thanks to use of stronger lighter materials will mean improved fuel economy and nimbler handling.

The car will have a new front fascia, with a larger grille and revised headlights, while the rear will also receive extensive nips and tucks. Sharing its platform with the next-gen Audi Q7 and Porsche Cayenne, powertrains will also be updated. New versions of the 3.6-litre V6 and 4.2-litre V8 petrol engines are likely to be offered, as well as new more fuel-efficient turbo diesels. And VW has hinted at a hybrid Touareg too, mimicking the Lexus RX-hybrid by using the supercharged V6 from the Audi S4 coupled to an electric motor to boost efficiency.

Our sources have revealed that despite all the cutting-edge technology, the new Touareg could be cheaper than the current car, with prices likely to begin at around £30,000 when it enters production late next year.

2009 Mazda MX-5 Miata

It doesn't seem possible, but the Mazda MX-5, originally called the Miata, is 20 years old.

To celebrate the anniversary, Mazda has given its two-seater a fresh face, moved the engine's redline to 7,200 rpm and made minor changes to the interior.

Over the course of 20 years, the MX-5 has grown slightly, although the car is still quite tiny. It was originally designed to be the reincarnation of a traditional British sports car, and it remains that today.

A sports car is nothing if it's not fun to drive, and the MX-5 is certainly that. In the car's last redesign, Mazda's engineers moved the engine back 5.3 inches. With two people in the car, the weight is distributed almost perfectly between the front and rear axles.

The 50-50 weight distribution and low center of gravity give the MX-5 the manners of a go-kart. It charges into turns with very little body roll, and the steering is so light and responsive that it almost feels as if the car can anticipate changes of direction. The ride is firm without being harsh, due to the double-wishbone front suspension and multilink rear axle.

When you attack a corner, the car feels glued to your hips.

For those who want more all-weather protection than the soft top provides, a power retractable hard top is available. The retractable hard top not only broadens the roadster's aesthetic appeal, it greatly improves comfort and security.

MX-5 prices start at $21,750 for the SV and top out at $29,290 for the Grand Touring model with a power hard top. I drove a Grand Touring model with a base price of $26,350.

Dropping the top is a simple matter of undoing a central latch and pulling the top back into folded position. It is most easily done outside of the car, but it can be done from inside. Putting the top up is not hard, either.

A small wind blocker can be raised between the headrests to help keep windblast out of the cockpit.

Slide into the MX-5 and the slightly wider cockpit feels comfortable. The test car's black leather interior was understated and handsome.

The stubby gearshift sits next to the driver's right hand, and changing gears is as simple as rocking your wrist.

The cockpit fits a wide range of drivers, although tall people may feel crowded. There are three storage compartments on the wall behind the seats, cup holders on the console and bottle holders in the doors. A pocket is affixed to the back of the driver's seat and the passenger's side of the transmission tunnel.

Side airbags with head protection are mounted in the seats.

The all-aluminum, 167-horsepower, 2.0-liter engine has four valves per cylinder and variable intake valve timing. It revs quickly because it has a light flywheel, and it's great fun to shift the close-ratio six-speed transmission. A six-speed automatic is also available.

One-hundred-sixty-seven horsepower is more than adequate for a car with a base curb weight of 2,573 pounds. Zipping through the manual gearbox with the top down, listening to the exhaust's snarl, is a delight.

The MX-5 may be 20 years old, but it acts like teenager.

Price

The base price of the Grand Touring model is $26,350. The test car was equipped with the optional sport suspension and Bilstein shocks, keyless ignition, Xenon headlights, stability control and a Sirius satellite radio. The sticker price was $29,170.

Warranty

Three years or 36,000 miles with a five-year, 60,000-mile powertrain warranty.

2009 Mazda MX-5 Grand Touring

Engine: 2.0-liter, 167-hp 4-cyl.

Transmission: Six-speed

Wheelbase: 91.7 inches

Curb weight: 2,573 lbs.

Base price: $26,350

As driven: $29,170

MPG: 21 city, 28 hwy.

2009 Pontiac Solstice

Good news and bad news often come hand in hand.

Sometimes, the same news can serve both masters: Pontiac will only make one model year of the 2009 Solstice GXP coupe. That limited production will curtail the number of people who will be disappointed with this absolutely gorgeous hot rod -- designed around the philosophy of an all-season roadster.

It may have 65 horses for each of its four turbocharged cylinders and be an absolute blast to drive, but its plastic-filled and poorly conceived interior make it a poor choice in spring, summer, winter or fall. It shares all of the pros and cons of the original Solstice GXP convertible -- except one dramatic difference: This coupe's top doesn't drop.

Too harsh? Just spend one frustratingly sunny day in this coupe, and you'll understand. The removable roof pops off in a few seconds, but once you've freed the top, there's nowhere to stow it (unless your garage is nearby). Impulsive al fresco driving becomes as spontaneous as an arranged marriage.

Removable roofs are made to be removed at the driver's fancy, especially in Michigan, where, when you get the chance, you should enjoy sun for as long as it lasts.

Pontiac has devised a way to deal with this, offering an optional cloth roof that can fit in back of the car, but even this solution eliminates the possibility to carry much else in the 5.6 cubic feet of storage space. Any overnight road trip in the Solstice coupe would require either an FAA certified weather bulletin or no luggage.

It's a design flaw that really bothers me, because the car itself is a knee-slapping, laugh-out-loud, fun kind of machine on the road. Its exterior is curvy and sexy. Everything above the beltline -- the little windows and soft curve of the roofline -- looks good. Invitation to hit the road

The 2-liter turbocharged inline four-cylinder engine includes all of the bells and whistles of a modern internal combustion engine. Dual overhead camshafts, direct injection technology and the turbocharger transform a small inline four-cylinder engine into a powerful, fuel-efficient screamer that packs 260 horses under the hood and goes from zero to 60 mph in 5.5 seconds.

This car makes you want to find the curviest, most open roads to work every day. When you drive it, you want to go faster. It's light (only 2,900 pounds) and the rear wheel drive responds the way a driver wants, with ideal weight distribution of 50 percent in the front and 50 percent in the back.

Pontiac has specially tuned the independent suspension to make it taut but not overwhelming. The hydraulic power assisted rack-and-pinion steering feels exact at any speed. Taking highway exits with big sweeping turns become a daily driving highlight.

The five-speed manual transmission is silky smooth. The short throws click through each gear as you quickly wind out the engine and you can feel the turbo's torque as the rpms climb.

There also no noticeable turbo lag -- that gap of power between the engine winding out and the turbo spooling up.

On the highway, the ride is smooth, albeit a little noisy. Around town, the very low profile provides a very low riding perspective of bumpers and license plates. Its diminutive size (it's only 157 inches long and 50 inches high) makes the Solstice coupe an ideal city cruiser. It can fit in micro parking spaces and unlike it's convertible brother, thieves can't cut through the top to unlock the door.

Because the Solstice coupe rides so low, you don't really climb into it; instead, you fall into the cockpit. And for the driver, everything is positioned to drive with authority. The comfortable leather seat with GXP stitched across the headrest holds you snugly in place and the steering wheel feels perfect.

There's actually plenty of room in the cabin for both passengers. There's 42.8 inches of legroom and plenty of headroom, despite the way the car looks from the outside. Expectations for interior fall flat

The layout inside the Solstice coupe, however, is not conducive to comfortable driving. The driver's cupholder is a rickety contraption that pushes out near the passenger. My fear was always any passenger might snap it off as he or she falls into the vehicle.

The toggle switches to open and close the windows are among the other annoying features. They are mounted too far back on the armrest, and it's awkward to find them. The switches are perfectly placed for anyone with arms just two feet long. People with elbows, however, will have trouble reaching them.

While the curvy exterior lines give the Solstice a crisp and unique look, the same bubbly lines in the cabin don't translate as well. It makes the interior look like a giant chunk of cheap plastic. The thin plastic over the passenger airbag looks as if you could punch a hole through it with only a few pounds of pressure.

The touch points are hard and trying to figure out what Pontiac was thinking with this interior is even harder. There's no flow or logic.

There's an adage in the car business that exteriors get people into dealerships and interiors sell the cars. The Solstice GXP coupe will draw people in but that interior won't keep them, especially when they see the price tag top $30,000. For that kind of money, they'll have higher expectations on the car's interior.

And that's a shame because this car has the performance chops to holds its own with much more expensive cars. It has the exterior looks to still draw lusty looks in parking lots and on the open road, and it will leave a smile on your face after miles of twisty roads.

But that's only if you stowed the roof in your garage, the weather remains sunny and you didn't get a cup of coffee to go.

2009 Ford F-250

We know times are tough, but if you need a new truck, you need a new truck -- especially if you depend on one to make a living. But remember, life isn't just work. It might be fiscally prudent to buy a pickup dressed in basic trim to save some money up front, but there's lots of value to be squeezed from select high-grade trims that could make you happier and more productive in the long run, both on and off the job site.

After our latest road test, we think we've found one of the best pickups to help you work and play successfully, and we're going to help you justify the purchase of one to your family this Father's Day. In fact, this might be the ultimate Father's Day gift -- something that's used and appreciated every day.

Outdoor Partnership

New for 2009 is the Ford F-250 Cabela's Edition FX4 crew cab. Ford has partnered with one of the best-known outdoor retailers on the planet, famous for huge stores that look like giant hunting lodges on the outside and natural history museums inside. When avid outdoorsmen aren't at home, they're probably either in their truck, at work, relaxing in the field or wandering the aisles of a Cabela's. According to Ford research, this description also applies to Ford truck buyers: 76 percent of F-Series buyers hunt and fish.

The available Cabela's Package ($5,390) isn't shy about appearances. It advertises the tie-up with big yellow Cabela's logos on the cargo box, a two-tone paint job and bright-polished 20-inch aluminum wheels. The cursive name is stitched into its two-tone brown and beige seats and embossed in the all-weather floormats and wheel center caps. It also includes such bells and whistles as painted tubular side steps, a power-sliding rear window, dual-zone climate control, memory seats, adjustable pedals, back-up sensors, and heated seats. Driving the Cabela's F-250 in town is only a little less subtle than riding your Harley to work while wearing Blaze Orange.

More specific to outdoorsmen, however, are some key features that aren't available from the factory in other Ford pickups. There's lockable, padded storage hidden under the rear seats to store long arms or take-down rods, and a small locker in the front center console to safeguard valuables or a handgun. The built-in storage is especially welcome if you live in a state that requires firearms in motor vehicles to be secured when driving. We had no problem fitting a Ruger 10/22 in the box under the backseat, and a .40-caliber Walther PPS looked right at home in the front locker.

Work and Play

All that might sound rewarding for use during off-hours, but how does the Cabela's F-250 pay for itself? Here's how: The truck can also be equipped with Ford Work Solutions and its in-dash computer (a $1,195 option). That's how our Cabela's Super Duty tester was outfitted.

Ford Work Solutions is a brand-new suite of hardware components aimed at work-truck buyers. The in-dash computer is the heart of the system. It includes high-speed wireless internet ($49.99/month, unlimited data or $25/month, limited to 25 MB) and a wireless keyboard; navigation; Tool Link (extra $1,120), which uses radio frequency tag readers in the truck to keep track of tools so they aren't left behind at home or a job site; and a flexible, extendable cable lock (extra $120) that secures equipment left in the bed.

Tool Link and wireless Internet access are worth more than they cost. In the case of Tool Link, you use the touch-screen computer to create custom job listings, like "My Roofing Kit" or "My Drywall Supplies," on the truck's master job board. Tagged tools can then be assigned to one or more jobs. When you start the truck up, two RFID readers mounted in the cargo box scan the bed for all your tagged items and tell you what's present and what's missing, based on those job lists. You can also run the scan manually at any time. With Tool Link, if you've planned your work for the day ahead of time, you may never leave home or a work site again missing a critical piece of hardware. That saves you time, money replacing tools, and fuel running to the hardware store or back home.

Tool Link is very flexible about what a job can be, and can even be used by those of us who don't travel to job sites. When we drove the Cabela's truck, we decided to use Tool Link to tag our fishing equipment for a trip to Lake Erie to catch some trout and walleye. It took 30 seconds to create and enter a new job, called "Fishing." It took another several minutes to tag our Gander Mountain and G. Loomis Bronzeback spinning rods, one cloth and one plastic tackle box, a plastic cooler, and an old military surplus ammo box used for dry storage. We fastened the tags to our gear using both sticker- and zip-tie-style RFID tags.

Each tag had a unique serial number that we wrote down on a piece of paper with the name of the gear it was attached to. Back in the cab, we manually scanned the cargo box for the new tags, which promptly appeared. It took another few minutes using the wireless keyboard to turn the serial numbers into plain English descriptions, like "Mike's Fishing Rod," and assign them to the "Fishing" job on the job board.

Once that was done, we knew we had all our gear before we set out for the lake, and that we weren't going to leave something behind when leaving for home. This feature would have helped a friend who lost his waders a couple of years ago when, after a long day of fishing, he peeled them off after sunset and then left them on the ground when he started for home.

Now, imagine if we'd gone camping, too. We could have tagged our tents, stove, chairs, and coolers There's not a year that goes by that at least one or two things aren't left behind at the campsite. Not anymore.

The only issue we ran into with Tool Link was the steel ammo box, which we tagged with an RFID sticker. The readers can't pick up RFID tags that rest directly on metal. Here, we should have used a zip-tied sticker.

Going Online

As for wireless Internet access, the Cabela's F-250 in-dash computer has an Opera web browser built in. It looks and works just like Explorer or Firefox. We used it to check the news and Twitter. You could use it to access web-based email as well as fishing blogs and online fishing reports. I have a fishing buddy who said he would use it to check Geological Survey web pages for river height and water flow. Keep in mind, we're talking about a heavy-duty pickup truck here, not a BMW 7 Series. The wireless keyboard was a bit troublesome to sync up with the computer, but once the Bluetooth connection was secure, it worked well.

One feature we'd like to see added to a future version of Ford Work Solutions is a built-in Wi-Fi hotspot so we could connect to the Internet using our laptops, rather than being limited to the in-dash computer. A hotspot could be a significant productivity enhancer for the jobsite, as well as keep you connected when spending time outdoors -- if you feel the need to remain plugged into the matrix when you're in the field.

The F-250's in-dash computer also featured satellite navigation, but it wasn't anywhere near as friendly or nice to look at as the navigation features added to Ford Sync in other vehicles. Sync also has real-time weather maps that Work Solutions lacks, though Work Solutions does provide weather forecast summaries. Both Ford Work Solutions and Sync provide near real-time fuel-pricing information.

Diesel Power

The rest of the F-250 showed solid work-truck bones through all the fancy Cabela's gear and gee-whiz electronics. Sure, it could haul tools and outdoor gear around without losing track of those items, but its 350-horsepower, 650 pounds-feet-of-torque 6.4-liter V-8 Power Stroke diesel with a five-speed automatic and integrated trailer brake controller mean this truck is made to pull a trailer or boat. The three-quarter-ton Super Duty had a 3.73 rear axle with a 12,500-pound max towing rating, but our boat was already at the lake, so we didn't do any tow testing.

Like all modern diesels, the F-250 meets strict government regulations that dramatically limit sooty exhaust, so you won't see black smoke coming from its tailpipe. The way the F-250 virtually eliminates that smoke is by trapping and incinerating the particulates in a special filter that requires extra diesel fuel to reach temperatures over 600 degrees F. The process is called regeneration, and our truck went through a cycle while we were driving on the freeway. The exhaust note got a bit louder and a special message appeared in the truck's information center during the five-minute process. What's good for the environment wasn't so hot for fuel economy, though. We could see the fuel gauge needle drop slightly from the time the regeneration started to its finish. In 276 miles of mostly unloaded highway driving - except for our fishing gear, supplies and four grown men - the truck averaged only 12.81 mpg. The ride was excellent in most conditions, but the truck hopped noticeable in the driver's hands over several rough patches of Michigan highway, particularly around one nasty freeway roundabout transition. The F-250 begged for a load to settle down and find its on-road sweet spot.

Our truck's base price was $38,510 before adding almost $8,400 for the diesel powertrain and another $1,720 for its tires. With the Cabela's Package and Ford Work Solutions, plus other optional items -- like a rear backup camera and stowable bed extender -- the total price of the truck was around $60,000.

The 24/7 Solution

Yep, that's a major investment. As we've described, though, this is no longer just a work truck -- it's a life truck, especially for a hard-working family man who wants to make the most out of his rig. It's built to be used and enjoyed, 24/7. If you can manage it, don't let the Cabela's F-250 be the one that got away this Father's Day.

2009 Land Rover Range Rover

The 2009 Range Rover is yet another big SUV that may not fit into everyone's version of future vehicles, but I sure hope there's some room for it.

Man, is it ever nice.

It's a touch expensive, starting at $78,525; my test model hit $83K. It's safe to assume not everyone is going to buy one. But if they could, it might lose some of its allure and this Rover is definitely alluring.

My white test model may have looked like a British telephone repairman's work truck, and the closest thing to a safari I undertook was hunting for Blue Rhino refills after a long weekend of barbecues and backyard beer brewing.

But if I had to ford a river or tie a 200-pound lion to the hood Hemingway style, I could. The Range Rover feels just as at home cruising the concrete jungle as it might on the Serengeti.

Don't doubt this vehicle's abilities. They are totally incredible. It can cross mountains when no roads exist. Put the air suspension in off-road mode and the Range Rover lifts up and offers 10.8 inches of ground clearance. It can drive through water more than two feet deep without a sputter. The engine can keep running at steep angles and the wheels were designed to provide extra long travel.

But, during my first 100 miles, it gently lugged me to work, around town and across the asphalt plains of southeast Michigan in luxury anyone can appreciate.

The Range Rover feels like old money: The walnut burl trim, the silver center stack with old-school rubber dials and high-tech navigation screen, the smell of leather wafting throughout the cabin. You sit behind the wheel of this big, burly vehicle and the outside world leaves you behind.

There are dual glove boxes that open electronically so your gin and tonic never have to share the same space when you arrive at your Four Seasons campground suite.

The instrument gauges are neatly wrapped in brushed aluminum.

Then there's the ride. It's nearly silent on the highway with little road or engine noise seeping into the cabin. If your drive is interrupted by the outside, just adjust the volume on the 710-watt stereo (a 14-speaker Harman/Kardon Logic 7 surround sound system) that will wash it all away.

Stomp the accelerator and the Range Rover promptly rewards with you a lurch of power and a rumble of the 4.4-liter V-8 pumping 305 horsepower through its veins. It hits scary speeds quickly and cruises well above any posted limit.

There's also a supercharged version of the Range Rover, but I didn't get to test that model and enjoy its 400 horsepower.

Despite stretching nearly 200 inches, the Ranger Rover felt remarkably nimble for its size. The big engine and big brakes help move and stop it quickly. Only on sharp turns did it feel a little unwieldy. And parking lots took some adjusting to: Any tight parking space was better off skipped than actually attempted.

If you use the Terrain Response control, it will guarantee that almost nothing will stop the Range Rover. Just a twist of a dial on the center console and the Range Rover is ready for sand or snow or mud or gravel. While many standard electronic stability controls will limit a vehicle in unusual terrain, the Range Rover begs for it. Land Rover has developed the system to adjust for wheel slippage and throttle responses appropriate for the landscape.

On Detroit's open roads, the Range Rover feels like you're riding on a cushion of air. You kind of are, as this Rover uses a fully independent suspension with air springs to absorb all of the bumps along the way.

While a few features were added for the 2009 model, such as making Terrain Response standard and seven spoke 19-inch wheels, few additions were needed for this vehicle. It came with just about anything you could want or need.

Of course, the Range Rover keeps its iconic angular good looks and clam-shell hood. It may have the heart of an explorer searching through the wilderness, but it has the charms of a prince waiting for his tea.

Rugged sophistication never looked better.

2010 Jaguar XF

Artifice has value, particularly in automotive journalism. I, for example, will use any excuse to get behind the wheel of a new automobile, especially one as beautiful as the 2010 Jaguar XF Premium sedan driven for this week's column.

Visually, it differs little from the 2009 Jaguar XF Supercharged sedan reviewed in this space on April 27, 2008.

It matters not.

I wouldn't refuse a chance to drive a Jaguar XF any more than I'd turn down a front-row ticket to a Tina Turner concert.

Tina on stage and the Jaguar XF Premium sedan on the road have commonality. Both epitomize the difference between sex and sensuality. Sex is fleeting, often forgettable. Sensuality speaks to the heart and soul. It is a memorable experience, expressed thusly:

If you've seen Tina once, you'll want to see her again. If you've driven a Jaguar XF sedan once -- the base XF, the tested XF Premium, or the truly exotic XFR -- you'll want to drive one again. Any excuse that allows a repeat experience is sufficient.

I had an excuse, albeit flimsy.

Jaguar, like many of its rivals, has been under government pressure to deliver more fuel economy. But the trick for luxury brands is to do that without harming their basic character -- what automotive marketers call "a car's DNA."

Historically, Jaguar's DNA has yielded rear-wheel-drive automobiles known for their beauty, power and speed. But as a ward of Ford Motor, Jaguar fiddled with that formula, offering models such as the front-wheel-drive X-Type and S-Type.

The "X" and "S" were "affordable" and offered better fuel economy in comparison with traditional Jaguar standards. Stylistically, both cars were throwbacks to the days when Jaguar signaled exclusion. But neither had an ounce of traditional Jaguar panache, and both were weighted with fuel economy and performance no better than ordinary front-wheel-drive, mid-size family sedans.

The novelty of the "X" and "S" wore off. Both were discontinued by the 2008 model year, when Ford, in search of cash, sold Jaguar to the Tata Group, a multinational conglomerate based in Mumbai.

With the rear-wheel-drive XF Premium, Jaguar's designers once again are trying to please the gods of fuel economy without offending those reigning over beauty, power and speed. But it appears that the gods must be crazy.

The XF Premium comes with a new, 5-liter, 385-horsepower V-8 engine -- more than enough power to satisfy motorists who want muscle, but who are not inclined to show off by flexing their motorized biceps.

It is a noble effort, one that has emerald patina. But the XF Premium yields only slightly better fuel economy than what is offered by the XFR with its supercharged, 510-horsepower version of Jaguar's 5-liter V-8.

The XF Premium gets 16 miles per gallon in the city and 25 mpg on the highway. The XFR gets 15 mpg in the city and 23 mpg on the highway. Both models require premium unleaded gasoline.

The likelihood is that most fundamental Jaguar worshipers -- the people for whom beauty, power and speed are sacred -- won't care. Such folks spend huge amounts of money and time pursuing "Jaguarness" -- buying and selling Jaguar cars new and old, collecting and displaying them at regional and national car shows, getting together for "Jaguar weekends" and holding rallies crowned by festive award dinners.

Such enthusiasts are deeply touched by details such as the contrast stitching on the XF Premium's interior leather panels. That means some of them will be disappointed by the inconsistent use of that technique in the XF Premium, which features contrast stitching on dashboard- and door-panel coverings, but abandons the technique on the car's leather-covered seats.

That might seem a silly concern to non-Jaguar people. But to the aficionados, it is a deficiency worthy of demerits at regional and national Jaguar car shows.

All else about the XF Premium, including its glove compartment and cup holders -- elegantly hidden behind and beneath soft-touch doors of ebony wood veneer -- meets show standards. The car is a classically beautiful piece of motorized art, a luxury car that feints toward honoring practicality while sacrificing precious little of its aesthetic appeal.

Kia Sedona Best Large MPV

That's four for the big Kia! The Sedona has won a quartet of titles in our Used Car Honours, and its top-place finish was never in any serious doubt this year.

The market for full-sized people carriers is in decline, partly down to the latest crop of excellent seven-seat compact models. But, if you need a large MPV, the Kia delivers most metal for your money.
It comes with a choice of only two engines, but while the 2.5-litre V6 is cheaper, 26mpg makes it an expensive car to run. In reality, there's only one option to go for and that's the 143bhp 2.9 CRDi
oil-burner, which is robust and responsive. There's even an automatic option over the awkward manual, and you'll pay only around £500 more for the self-shifter.

Go for SE trim and there's standard leather trim, while the range-topping LE features sat-nav and parking sensors. Even base variants come with loads of standard kit and more interior space than rivals.

The driving experience isn't anything special, but soft suspension delivers good comfort. Running costs are low for such a big car, with service intervals of 10,000 miles or 12 months on post-2002 models (it's every 9,000 miles on earlier versions).

Finding a decent example is likely to get even easier during this year thanks to declining residuals – the smart all-new model is bound to affect resale values of the late examples – and the launch of Kia's revised approved used car scheme.

The excellent dealer network continues to grow, too, so the ownership experience once you've made your choice shouldn't pose too many headaches, either.

Skoda Superb TDI Elegance

Typical, isn't it? After hearing everyone at Auto Express rave about our new Skoda Superb, I was delighted to find out that I was getting the keys.

But my joy was short-lived, because within a few days an inattentive motorbike courier had rearranged its rear end.

The rider didn't notice me stop in front of him as I crawled home from the office through rush-hour traffic, and he ran into the car's rear bumper.

Fortunately, he was unhurt – but the Superb wasn't so lucky. While suffering damage like this is always a pain, it's even more irritating when you've only just got your hands on the car. It's fairly cosmetic – the Superb has a scratched rear bumper and shattered tail-light – yet it will mean the model has to be off the road for a couple of days while it's being repaired. And even though I've had only a limited time behind the wheel, I know I am going to miss it while it is out of action.

For a start, the huge luggage area is perfect for carrying all my camera gear, while the clever split tailgate is handy, too. In hatchback mode it offers excellent access, while opening it as a saloon boosts the car's security credentials. I can keep the contents of the boot hidden from prying eyes while I grab bits of kit. You soon learn to swap between modes using the button on the bootlid.

When it's not loaded up with my equipment, the Superb has also gone down well with the Gibson family. There's acres of rear legroom, so my two daughters have plenty of space in the back, while the boot swallows their pushchairs with ease.

On top of this, the Skoda is fantastic to drive. My previous two long-term vehicles have been compact SUVs, so it's great to get back into a conventional car – especially one that strikes such a fantastic balance between ride comfort and handling. Through corners, the sharp steering, decent body control and plentiful grip mean I have been enjoying the twisty roads near my Essex home. But what really stands out is the model's motorway refinement. I cover thousands of miles a year, so this is crucial.

From behind the wheel the Skoda feels like an executive car. The materials, layout and dashboard design are first class, while the massive range of seat and steering wheel movement means it's really easy to get comfortable. So there's not much I can fault about the Superb. In fact, my only criticism so far is that I can't get my mobile phone to pair with the Bluetooth system that comes as standard on our Elegance model.

Consumer contributor Kim Adams had the same problem when he ran the car – although it's more of an irritation than a major gripe. Unlike clumsy motorcycle couriers!

Still, I'm thankful the Skoda's innovative tailgate wasn't damaged in the crash – because I'm sure fixing that would have been more complicated than replacing a broken light cluster.

Skoda Superb

As a staff photographer on a busy magazine like Auto Express, travelling long distances is an occupational hazard – and the Skoda is bearing the brunt of my busy schedule. Incredibly, our long-term Superb has racked up more than 10,000 miles since its last update
in April!

No surprise, then, that the big family car has required some new rubber. I checked the front tyres recently, and saw they were getting close to the wear indicators, so I arranged a set of replacements.

The job of squeezing this into my hectic diary was made easier by Internet firm etyres.co.uk – it can come and fit new rubber on your driveway. So I simply clicked a few buttons online and waited for the technician to turn up at the agreed time.

Replacements for our Skoda's 225/40 R18 Continental ContiSport Contact 2 tyres cost £137.70 each, including fitting. This took a couple of hours and the grip levels are now back to where they should be.

The car feels heavier going into tight corners, and traction in the wet is definitely better than it was. The only other cost I've incurred since my last report has been for a litre of oil at £16 – although this did highlight a quirk of the huge VW Group empire.

The handbook states that only a VW oil is suitable for the Superb, so I visited my local dealer in Chelmsford, Essex – where the person behind the counter had absolutely no knowledge of the Czech brand.

I imagine one of Skoda's own franchises would have been much more helpful, but I'll have to wait to find out as the Superb has variable service intervals – and it isn't due to make its next visit to the main dealer for another 4,000 miles!

As I explained in my last report, the car was damaged in a collision with a motorcycle courier. So since then I've been busy having the cracked tail-light lens fixed and the scratch on the rear bumper sorted.

What's more, I've been able to solve the problem with the car's Bluetooth set-up, which prevented me from connecting my mobile phone. Now, I can safely read text messages using the screen between the speedo and rev counter. All of my contacts can also be accessed on the main display, and I'm finding the scroll and search function useful. The speakers for the hands-free system work well and the multifunction steering wheel lets you keep both hands on the rim at all times.

Easily the biggest benefits of running the Skoda, though, are its refinement and interior quality. Every part of the car feels well made. The seats are supportive, while the dash is simply laid out, easy to use and finished with classy materials.There's also enough legroom in the back for even the tallest passengers. And when they're strapped into their child seats, my young daughters struggle to reach the front seats with their feet – any parent will tell you this is great news!

Other neat touches only serve to confirm the quality feel. I love the way the umbrella slides into a recess in one of the rear doors, while the sun blinds for the rear window handily stow on the parcel shelf.

So with its excellent refinement, great economy, spacious interior and punchy performance, our Superb is really living up to its name...

zhangmu1219@163.com

 

Renaultsport Clio 197 F1 Team R27

For the second year in a row, the Clio has claimed some giant scalps. In 2006, it was in standard 197 form – here, the R27 takes up the baton.

Built to celebrate Renault's back-to-back Formula One world championships, the special edition is as startling to drive as its bright yellow paintwork suggests. And beneath lies the secret to the F1's success – the new Cup suspension. It's lowered by 7mm, with springs stiffened by 27 per cent at the front and 30 per cent at the rear.

Inside, the changes are limited to a numbered plaque on the transmission tunnel and high-backed Recaro seats. These provide a flawless driving position and lift an otherwise drab cabin.

The 197bhp 2.0-litre engine has been left untouched. Below 5,000rpm, it is a little gutless and uninspiring, lacking the turbo torque of the Vauxhall Corsa VXR or MINI Cooper S. But push on and the unit begins to pull hard, egging you on with razor-sharp throttle response and a zesty roar from the twin exhausts.

The revised settings make the Clio the most focused front-wheel-drive car here. Body roll is virtually undetectable and understeer non-existent. Grip is strong, but lift off the throttle mid-corner and the nose tightens its line and brings the rear into play. To top it all off, the previously light and lifeless steering has now gained weight and feel, while the car's trademark agility and composure remain intact.

The uncompromisingly hard ride can get uncomfortable on the road, while a short top gear makes motorways a chore. But the R27 remains a blast to drive and never feels out of its depth – even among the exotica gathered here.

Toyota Verso 1.8 TR

The Verso has always been a well kept secret. The outgoing version of the compact people carrier attracted a loyal following and, with its cleverly packaged seven-seat cabin and famed Toyota reliability, it's easy to see why. This all-new model promises even more interior space, while Toyota's designers have tried to inject a much-needed shot of style. So, is the Verso about to win a new legion of fans?

It's certainly more visually appealing than before. The Verso takes cues from its predecessor, but bold details such as scalloped flanks and large front and rear lamps give it a sophisticated look. Yet it's more inoffensive than stylish. Toyota's designers have had even less success with the interior. The large expanses of cheap-looking plastic make the cabin feel low-rent.

Occupants sitting in the front are greeted by a vast and featureless dashboard topped with unattractive centrally mounted instruments. As you would expect, though, build quality is solid and the high-set driving position provides a commanding view of the road.

No matter what you think of the cabin design, the Verso has lost none of its versatility. As before, it features Toyota's 'Easy Flat 7' seating system. This not only sees the three individual chairs in the middle bench slide independently, but they also tumble forwards to aid access to the third row.

Unfolding either of the two rear seats from the floor is a one-handed operation. There's just enough room for average-sized adults in the back, although this space is really best reserved for children.

Luggage capacity is limited when all seven seats are in use, as there's only 178 litres of space behind the third row. With five people on board, there's a healthy 607-litre boot – that's 181 litres more than you get in the Mazda. There is also plenty of stowage for family clutter.

Up front you get a double-decker glovebox and deep door bins, while the hidden floor compartments are ideal for valuables. Another neat touch is the retractable load cover, which stores under the boot floor when not in use – a feature shared with the Renault.

And the similarities with the Scenic don't end there. On the road, the Verso clearly hasn't been developed with driving fun in mind. The over-assisted steering provides minimal feedback, and this lack of precision is shared with the other controls.

Nevertheless, the composed ride and good visibility make the Toyota easy to live with in town. Plus, the Verso scores on refinement, as its 145bhp 1.8-litre engine is a smooth performer – a good job, because to compensate for the torque deficit and keep up with traffic, it has to be worked hard. The Toyota disappointed in our in-gear acceleration tests. It sprinted from 30-50mph in fourth in 8.2 seconds – that's 1.9 seconds behind the Scenic.

Still, what it lacks in pace the Toyota makes up for with efficiency. During its time with us, it returned 32.8mpg – that's 4mpg better than the Renault. Yet while the Verso has clearly been improved, it isn't a huge step forward – and we wonder if that will be costly in such a competitive market.

Porsche Cayman S

A truly great performance car needs a near perfect blend of handling, driver involvement, power and desirability. That's what the Cayman S delivers, and why it's retained its crown here for the past two years.

However, for 2008 it has been beaten by the smallest of margins. Nevertheless, all who got behind the wheel fell in love with its ability to engage and involve. The driving position is faultless: every point of contact has an engaging, tactile and mechanical feel. Few other cars can even come close to the purity of the experience. With the flat-six engine mounted centrally the Porsche is beautifully balanced, while faultless body control, wonderful steering and superb traction make it one of the finest-handling models money can buy. On the track, it can be placed in a corner with pin-point accuracy. It can flatter the novice while satisfying the needs and stretching the abilities of even the most experienced track driver.

This incredible composure carries over to the road, too, where the slick gearshift, awesome brakes and surprisingly relaxing comfort are simply sublime. Our Cayman S was packed with costly optional extras but these only serve to enhance a car that is already a true great. Don't let its uncomfortable position in the Porsche range just below the legendary 911 put you off. It's an engineering masterpiece.

Toyota Verso

Watch out Vauxhall! Toyota is hoping to topple the top selling Zafira with an all-new version of the Verso – launched as a standalone model for the first time…  

We tried the 2.0 D-4D seven-seater, the model that the Japanese firm has tipped to be the most popular.
With a six-speed manual gearbox, its engine delivers 124bhp smoothly and efficiently, with 310Nm of torque available from 1800rpm.

Refinement is very impressive, and while the car never feels particularly fast, it is at least  efficient, returning 51.4mpg.

What's more, the model does corner well, with minimal bodyroll. Stability control is standard across the range and will help control understeer if the driver does push beyond the chassis' limits. The ride is smooth, if not class leading but overall we felt the drive is let down by overly light steering. Wind-noise from the large wing mirrors was also a disappointment.

Inside things get a little better with a good driving position and the option of a glass panoramic roof. Only bland design details, such as the speedometer and rev counter dials, let the interior down..

The key to this car is flexibility, and while the rearmost seats are not really suitable for adults they are fine for most children. Handily they can be raised and lowered with a single hand and there is an acceptable amount of boot-space either way.

Rival: Vauxhall Zafira
It's one of the most established seven-seat MPVs on the market, but despite its age, this model remains the car to beat in the mini-MPV market. It's easy to use, versatile seating arrangement remains class leading, as do its friendly road manners.

Toyota iQ2 CVT

For city drivers with their finger on the pulse, this is the car Toyota wants them to be seen in. Much more funky than a G-Whizz and more practical (in theory, at least) than a Smart ForTwo, it's the new kid on the block. But is the Toyota badge cool enough?
 
Interior/practicality
Compared with the rather basic cabin of its Aygo sibling, the 2,985mm-long iQ is quality, which goes some way to explaining why it's more expensive. It's comfortable for two occupants although the back seats are at best for occasional use. Boot space is minimal at 32 litres, so our preference would be to whip off the rear headrests, fold the chairs flat and use the ensuing 238 litres of room for bags instead.
 
Engine/performance
Here's where the iQ has a definite edge over the established Smart. The CVT transmission is ideal for urban motoring, changing swiftly and smoothly when you need it to. City driving is eased further by excellent power steering, and there are even optional parking sensors. Although the engine is only 998cc and 0-62mph takes a leisurely 15.5 seconds, the car is capable of 93mph and is surprisingly comfortable on long journeys.
 
Ownership costs

The benefits start stacking up: 60.1mpg combined fuel returns; 110g/km emissions; and group 2 insurance all help keep the bills down. However the manual offers 65.7mpg and 99g/km which, in theory, gives it the edge – as does the £1,000 price difference. However, it's debatable whether that will make a huge difference in the long run, which you can ponder as the transmission takes care of gearshifts. Service intervals are 10,000 miles.
 
Safety/environment
You might wonder how on earth Toyota managed to squeeze nine airbags into such a tiny body. It has, though, helping the iQ earn a five-star Euro NCAP crash test rating.  Because it emits 110g/km of CO2, the auto qualifies for £35 annual VED, as opposed to the 99g/km manual which costs nothing.
 
Model variants and specifications
iQ VVT-i 3dr manual               £9,495
iQ2 VVT-i 3dr  manual               £10,495
 
iQ VVT-i 3dr Multidrive              £10,495
iQ2 1.0 VVT-i 3dr Multidrive              £11,495

2009 Mercedes-Benz S-Class

Mercedes-Benz is to automotive luxury what Kleenex is to tissues or Q-tips are to cotton swabs, so much has the brand become ingrained in the vernacular. The S-Class sedans are among the most glittering rocks in the manufacturer's display case, and are favored by those with the resources to afford the very finest. The S550 is the volume seller of this storied class. Luxury sedans are expected to telegraph elegance, and the 2009 Mercedes-Benz S550 doesn't disappoint. With its haughty sheet metal — marked by a swooping hood and a prim bustle of a back end — the sedan exudes old-money sumptuousness. It's a more classic look than you'll find in any of its competitors — less youthful, perhaps, but impeccably refined.

It's not just its distinguished appearance that makes the S550 so appealing to the Bel-Air and Hamptons set. With ferocious acceleration and a forgiving yet communicative ride quality, the car's handling judiciously balances comfort with performance. The exhaustive amenities list adds every conceivable high-tech indulgence that a moneyed driver could hope to buy, though it should be noted that these options added a hefty $20 large to our test car's price tag.

Of course, this Mercedes isn't the only worthy German in the room. The more performance-oriented BMW 7 Series is the enthusiast's choice, and with the lowest price tag of the three, Audi's well-crafted A8 offers loads of value. However, the 2009 Mercedes-Benz S550 outdoes them both when it comes to grandeur. Hands-down, it's the definitive luxury sedan.

Performance

The S550's performance brew gets its caffeinated kick from an earnest 5.5-liter V8 good for 382 horsepower and 391 pound-feet of torque. Our test car weighed in at a hefty 4,630 pounds, but you'd never know it by the quickness with which acceleration was achieved — the power plant's impressive capabilities allow you to carve up traffic with an action hero's self-assuredness. The S550 pulls off the magic trick of feeling smaller than it actually is, and its nimbleness made it easy to forget that we were piloting a full-size sedan.

It also earned accolades on our test track. The S550 went from a standstill to 60 mph in just 5.7 seconds, and it did so with grace — power delivery was linear and smooth, and shifts, while not especially quick, were seamless. The car ground to a halt from 60 mph in just 108 feet, and brakes showed zero fade even after numerous punishing runs.

Our S550's optional Active Body Control (ABC) adaptive suspension proved to be a significant asset. It kept all four tires glued to the pavement on the skid pad, and banished body roll on the slalom. Our test driver gushed that the ABC helped make the sedan's slalom runs simple to execute and incredibly consistent. Combine its superb braking with the benefits offered by ABC, and it's pretty clear that the S550 is ideally equipped to keep you safe should the situation call for emergency maneuvers.

EPA fuel-economy estimates rate the 2009 Mercedes-Benz S550 at 14 mpg city/22 mpg highway and 17 mpg combined. As you might expect, premium gas is required for this premium hauler.

Comfort

Wide door openings make the S550 easy to access. Seats are firm and supportive (typical of a Benz), with bolstering that holds you in place without interfering. Our test car was also equipped with an optional massage feature. Though it initially feels somewhat peculiar and intrusive, this feature ultimately proved to be an antidote for sore muscles.

Rear passengers aren't shortchanged. There is enough room in back to allow even 6-footers to travel in comfort, and child seats are easily accommodated. Wind noise is kept at bay, but there is noticeable tire noise — a no-no for a luxury sedan in this price range. However, we suspect this was an unfortunate consequence of the test car's optional 19-inch wheels (part of the Sport package), and surmise that the standard 18s would deliver a more serene experience.

Function

Visibility is quite good, and the test car's optional Blind Spot Assist is an able ally during freeway travel. Our 2009 Mercedes-Benz S550 was equipped with optional Night View Assist, which uses a near-infrared camera to deliver a clear view of the dark road ahead. The image is placed front and center, and shown on the same instrument panel that contains the speedometer. Overall, this technology is a potent weapon for your safety arsenal — it allows drivers to see farther down the road at night than they would otherwise. Still, the feature would be even more effective if it communicated a visual or auditory warning of impending obstacles.

Secondary functions like audio and navigation are controlled via the car's COMAND system. A humongous push-and-turn knob on the center console allows drivers to manage these functions using an in-dash screen. The system holds its own with similar systems from Audi and BMW, but like the others, has its ergonomic foibles. Overall, it was relatively cooperative, and although the version in Mercedes' 2010 E-Class is better, it's nevertheless intuitive enough for us to scale the learning curve without constantly scouring the owner's manual. Our S550's Harman Kardon stereo system delivered appreciable sonics.

Golf clubs and standard-size suitcases were painlessly gobbled by the S550's cavernous trunk. The sedan offers 16.2 cubes of luggage capacity. That's nearly 2 cubes more than competing models from Audi and BMW, but less than you'll find in Lexus' LS sedan.

Design/Fit and Finish

The S550's sheet metal is elegant. Relative to others in this class, though, it comes across as a bit old-fashioned, which might be a turn-off for younger buyers. For them, choices like the more modern-looking BMW 7 Series might be a better fit.

Without and within, this Mercedes embodies craftsmanship and attention to detail. Panels are precisely placed and materials quality is beyond compare. Burnished wood and pliant leather gloss almost every nook and cranny, and the plastics used are soft and pleasantly textured. The gauges are lovely to look at. The speedometer — a crisp digital image of a classic analog gauge — is particularly attractive, though it tends to wash out a bit under the noonday sun.

Overall, the S550's interior is nothing less than palatial. Its cabin could easily go head-to-head with those of ultraluxury sedans costing twice as much. By this measure, this sedan is a real bargain.

Who Should Buy This Vehicle

The 2009 Mercedes-Benz S550 is ideally suited for any deep-pocketed driver seeking a sedan that places the emphasis squarely on luxury. Its roomy interior, ample trunk and long list of safety features also make it a credible pick for those seeking a high-end family hauler. Additionally, it's an excellent bet for affluent seniors, thanks to its comfort-oriented cabin and the availability of features like Night View Assist.

Subaru Outback revealed

Subaru is boasting a second world debut at the New York motor show! A day after the Japanese brand showed off its new Legacy, it has strengthened the range with this, the Outback.

It majors on practicality, with interior volume upped eight per cent over the outgoing car and a 2.8-inches longer wheelbase, yet it's shorter than the model it replaces. Ground clearance is also up at 8.7-inches and combined with the Subaru's famous symmetrical all-wheel drive, makes the Outback a true crossover. Front and rear overhangs have been kept as short as possible to make the car more agile and maneuverable when the going gets tough.

There's new double-wishbone rear suspension, which as well as sharpening up the dynamics, increases rear cargo space and boosts the car's load lugging ability further.

The 2010 Outback appears to have dropped the Legacy tag from its name, but shares that car's Boxer petrol engines – there's a four-cylinder 2.5i, with 168bhp and 230Nm, and a six-cylinder 3.6i with 252bhp and 335Nm. The latter comes with a five-speed automatic gearbox while the smaller engine has the option of a six-speed manual or the firm's new Lineartronic CVT transmission, which is said to help cut emissions and fuel consumption.

The new Outback is set to go on sale in the US in the summer, with UK sales likely to follow early in 2010. By that point it should gain Subaru's 2-litre Boxer diesel engine, which will grab the majority of sales here. Expect prices to start at around £25,000.

New Focus on horizon

Meet the most desirable family car ever! This striking machine is about to rewrite the hatchback rulebook, with a stunning combination of head-turning looks, driver appeal and up-to-the-minute technology. Say hello to Ford's next-generation Focus.

Set to go on sale in 2010, the third generation of the family car will take the company's brand values to the next level. It gets a dramatic new look that's backed up by a range of hi-tech small- capacity turbocharged engines.

Ford gave the strongest hint of how its upcoming models will look when it revealed the Iosis Max at the Geneva Motor Show last month (see Issue 1,053). And it's from this car that the new Focus takes much of its styling inspiration.

The hatch gets a sleek new front end, with a large lower grille and elongated headlights. Bold lines run from the edges of the grille to the A-pillars.

At the rear, there are further nods to the Iosis MAX, with a high tail, angular C-pillars and eye-catching lights. Chunky wheelarches and short
overhangs finish the look and give the newcomer a muscular stance. According to insiders, a panoramic glass roof will also be available. Inside, expect a toned-down version of the concept's striking cabin, with a new centre console boasting an improved version of Ford's Human Machine Interface control system. Options will include a reversing camera.

Under the skin is a fresh development of the current car's chassis, so it's unlikely the new model will grow much in size. Emphasis will be put on ride and refinement, without sacrificing the sharp steering and driver appeal for which the Focus has become famous.

New turbocharged EcoBoost engines dominate the line-up. Entry-level models will come with a 1.0-litre four-cylinder turbo unit offering 89bhp or 108bhp, but most variants will get a new 1.6-litre turbo, available with 148bhp or 178bhp outputs.

These units will combine storming pace with low fuel consumption and CO2 emissions to give buyers the best of both worlds. There is also a new range of diesels in the shape of a 1.6 TDCi, delivering up to 128bhp, and a flagship 2.0-litre with 168bhp or 197bhp.

All engines are mated to manual boxes as standard, but Ford will also offer its Powershift twin-clutch transmission. Start-stop technology is set to be rolled out across the range, too.

We reported in Issue 1,054 that Ford bosses were debating when to launch the car. Sources have revealed that it looks as though the Focus and C-MAX compact MPV will be launched simultaneously in 2010.

The models have been developed alongside each other and could be global cars – ie sold in all Ford markets across the world. They would follow in the footsteps of the latest Fiesta, which goes on sale in China later this year, and in the US in 2010.

The Focus will be built at Ford's plant in Saarlouis, Germany, while the C-MAX, which is to appear as a seven-seater for the first time, will be assembled at Valencia in Spain.

2010 Jaguar XF-Series

After only one year on the market, the Jaguar XF has undergone significant changes under its sculpted hood for 2010. The old 420-horsepower XF Supercharged has been discontinued, essentially replaced by the XF Premium trim that features an all-new 385-hp 5.0-liter V8. This naturally aspirated engine makes less power than the old supercharged eight-cylinder but produces nearly identical performance. If you want more, you'll have to step up to the new XFR model that competes with super sedans like the BMW M5.

Aside from this significant power plant change and some additional standard equipment, the 2010 Jaguar XF remains the same enjoyable car we reviewed with great enthusiasm last year. This distinctly British luxury sedan brings a welcome dose of character to a segment dominated by cold, calculated and sometimes dour German entries like the BMW 5 Series and Mercedes-Benz E-Class.

Although in a rational sense the XF trails its Teutonic competitors in a number of areas, it's easy for your rationality to be swayed by a car that plays with your heart strings. There's the futuristic rotary gear selector that rises from the center console; the stunning interior that seamlessly blends retro and modern design cues; and the seductive engine note that growls like an angry jungle cat, depending on your throttle foot's whims. If you can prioritize form over function, the 2010 Jaguar XF will certainly please.

Performance

The 2010 Jaguar XF Premium features a 5.0-liter V8 that produces 385 hp and 380 pound-feet of torque. At our test track, it went from zero to 60 mph in 5.7 seconds, which is only 0.2 second slower than the old 420-hp supercharged V8. This new, naturally aspirated mill is quieter than the old forced-induction one in more casual, relaxed driving situations, yet it opens up with a seductive growl when you dip into its torque-rich power band for highway merging or slowpoke-passing. It makes the sort of noises that its comparatively staid German rivals wouldn't dream about, but keeps them in check when ferrying grandma to church.

Connected to the nifty electronic rotary gear selector is a six-speed automatic transmission that features automanual override paddles and a Sport mode. It produces remarkably smooth and quick shifts without the herky-jerky motions we noted last year. Plus, it isn't reluctant to produce a downshift like so many fuel-economy-minded automatics these days. Indeed, Sport mode will even drop down a gear to trim speed when it realizes you're coasting down a hill. The brakes are even more impressive, producing a best-in-class stopping distance of 106 feet from 60 mph.

The steering didn't draw as many raves. Around town, it was lighter than the forearm-straining 5 Series and more responsive than the E-Class, which should make piloting the XF an enjoyable experience for most buyers. However, should you enjoy the quicker pace implied by the Jag's sophisticated chassis and the Portfolio package's 20-inch wheels, you'll likely be disappointed by the dearth of communication between the tires and your hands.

Comfort

While the 20-inch wheels included with the available Portfolio package are infinitely more attractive than the Supercharged's bulbous, plastic-looking rims, the effect on the 2010 Jaguar XF's ride quality is exactly the same: They ruin what should be an otherwise compliant ride. The suspension sops up undulations and bumps well, but the wheels create unpleasant impact harshness — particularly over nastier asphalt imperfections. Unfortunately, we've never tested an XF with the base model's standard 18s or the Premium's standard 19s.

Inside, Jaguar concedes that the XF has less space than rival sedans, but notes that its slinky proportions and low coupelike roof line are a welcome trade-off for certain buyers. We'd agree, but buyers should be aware of certain issues. The driving position is compromised by the low roof line — you feel low to the ground and tall drivers will desire additional front rise to the seat and more telescoping steering wheel travel. Also, the front seat bottoms are rather narrow, but at least they extend forward for thigh support.

The backseat is especially cramped with tall folks up front. Should they decide to switch things up and ride in the rear, their hair is likely to greet the haughty Alston faux-suede headliner. A limousine the XF is certainly not.

Function

The 2010 Jaguar XF's cabin is gorgeous, and as is often the case, beauty comes with concessions. Buttons and knobs are kept to an absolute minimum and those present are laid out in a symmetrical, eye-pleasing manner. But those for the audio system are unnecessary (except the volume knob) and could be better utilized by other functions.

The seat cooling and heating controls are annoyingly under the jurisdiction of the main touchscreen interface, which also controls the many stereo functions, the navigation system, Bluetooth phone connection, other vehicle systems and additional climate controls. Its menus are laid out in a logical manner, but going between modes takes a lot of icon-pushing and waiting around for the irritating swoopy graphics to do their thing.

On the upside, the secondary controls for signals, windows, mirrors and adaptive cruise control are all well-placed, while the admittedly gimmicky raising and rotating shift knob works exceedingly well at making quick gearchanges. Going from R to D and back while parallel-parking is an easier experience than it is with other electronic gear selectors.

Another high point was the 2010 Jaguar XF's optional Bowers & Wilkins stereo, which ably represented the diverse musical stylings of all the artists we threw at it with crisp highs and thumping bass. Most premium stereos aren't worth the added dough — this one is.

The XF's trunk is quite deep and wide enough to hold two golf bags, although the narrow opening makes fitting them in a juggling act. Also, a structural brace that protrudes up from the floor will impede the loading of suitcases. A rear-facing child seat can be squeezed into the backseat's central position, but taller drivers may find themselves scooching their seats up to accommodate junior. Front-facing child seats fit well, although the sloping roof line can make it difficult to squeeze larger seats through the door.

Design/Fit and Finish

As irritating as the cabin's controls can be, its deficiencies tend to be forgiven when you sit back and take a long look at the beautifully sculpted scene before you. The downward-sloping dash covered in soft leather with contrast stitching not only looks fantastic, but creates a sense of openness. Below, arching panels of dimpled metal and ebony wood trim are interrupted with air vents that elegantly rotate into place upon engine ignition.

A high center console containing silver buttons, the rotary gear selector and more ebony wood trim is accented in cool blue light to complete the classy hipster ambience. It's like sitting in a Ken Adam James Bond movie set from the 1960s. Thankfully, the materials used to create it all are world class.

While the interior sets itself apart from the pack, the exterior does the same. Parked next to a BMW and a Mercedes, it doesn't take Jay Leno to point out which one was built in England. There's an almost Aston Martin quality to its sensuous curves (no coincidence since designer Ian Callum is an Aston alum), but it's a unique design that will get you noticed in a parking lot.

Who Should Buy This Vehicle

The 2010 Jaguar XF Premium should appeal to luxury car buyers who find German and Japanese entries too austere and soulless. Whether you're seeking a sporty driver's car, a sumptuous luxury cruiser or something in between, the XF should satisfy.

Wild Civic set to RRoar

Open wide and say R! Mugen Motorsports, Honda's AMG-style tuning arm, is set to release the hardcore Civic Type RR later this year – heralding plans to beef up the maker's entire model range.

Based on the high-revving three-door UK-spec Civic Type R, the Type RR features a 240bhp engine and track-focused cabin. It's expected to look a lot like the original Civic Type R concept, revealed in 2006.

The Type RR will cost £35,000-£40,000 – easily £10,000 more than a Ford Focus RS. It will have a modified 2.0-litre VTEC motor, stripped-out cabin, stiffer suspension, sportier bodykit and all-important exclusivity. Mugen expects to sell only a few dozen in the first half year.

Aimed squarely at track day enthusiasts, the Type RR will feature various levels of customisation. There are also rumours of a retro-fit option for existing Civic Type R owners.

Meet MINI's Speedster

Feast your eyes on the fastest and most desirable MINI ever! This is the Speedster – a head-turning two-seater drop-top that will combine dramatic looks with sizzling performance. Arriving hot on the heels of the Crossman – the firm's first 4x4 – the stunning roadster will take the famous brand further into uncharted territory.

Rumours have been circulating for a number of years about the Speedster, which will rival the next-generation Mazda MX-5, as well as Honda's upcoming CRZ. But it appears bosses at MINI's parent company BMW have finally plucked up the courage to make the firm's first genuine sports car a reality. And our exclusive images show how the flagship will look.

Unlike the Crossman, which borrows its underpinnings from the forthcoming BMW X1, the Speedster will use the same platform as the MINI Convertible. This allows maximum flexibility for component sharing with the current range, and will help to minimise development costs.

But to give the Speedster its own unique identity and sports car looks, the standard Convertible's impractical rear seats have been ditched. By making it a strict two-seater, engineers have created more boot space, too.

Distinctive roll hoops, a lower and wider stance and oversized wheelarches make up the car's classic roadster proportions. But the split front grille, familiar bonnet scoop and chrome-rimmed tail-lights, as well as the twin central exhausts, ensure it's unmistakably a MINI.

An electric folding soft-top – similar to that on the standard Convertible – stows away in the boot when the driver wants to be exposed to the elements.

The fabric hood isn't as complex as a folding hard-top design, and doesn't weigh as much, either. Plus, it gives designers more scope to create a sportier silhouette to match the steeply raked windscreen.

A removable hard-top that fits snugly over the canvas hood will also be offered.

Not only will it provide better protection from the elements and reduce wind noise on long journeys, but by arcing smoothly from the top of the windscreen to the vehicle's rear – behind the roll hoop extensions – it will create a coupé-like profile. So, buyers effectively get two cars in one.

The MINI's unique styling will be developed in-house, but Auto Express believes there is a chance that the finished bodyshell will be built by a third party.

The shells will be cut down, modified and stiffened before they are then returned to MINI to have their running gear fitted.

A premium of £2,000 over the Convertible is likely, so prices should start at around £18,000 for the Cooper S version when it goes on sale here in 2011. There will also be a John Cooper Works model.

Given British buyers' fondness for convertibles and the success of the brand, the Speedster seems a surefire hit for the expanding MINI empire.