Chinese car makers merge

Two of China's major car manufacturers have merged to create Guangzhou-Changfeng Auto, with the goal of producing 500,000 cars per year.

Guangzhou Auto has bought a controlling 29 per cent of Changfeng Motors. Changfeng Motor Group is the second biggest shareholder in the company, holding 22 per cent of the shares.

The deal will add sport-utility vehicles to Guangzhou Auto's product line-up, which already includes cars made through ventures with Toyota and Honda.

Analysts say the deal is beneficial to both companies as Changfeng lacks capital and Guangzhou Auto is short of SUVs. Changfeng is part-owned by Mitsubishi.

In addition, the new Guangzhou-Changfeng Auto company has pledged to invest about 10 billion yuan ($1.47 billion) in its facilities in the Hunan province over the next five years, so that it has the capacity to build 500,000 cars a year.

The move is consistent with China's push to combine some of the nation's roughly 130 automakers to help build stronger companies that can compete globally.

Mitsubishi Evo X FQ-330 GSR SST

What is it?

This is the Mitsubishi Lancer Evo X GSR FQ-330 SST. It's the mid-point of the three-tier Evo X range (until the nutty FQ-400 arrives) and it now gets Mitsubishi's dual-clutch SST transmission, which was previously only available on the 291bhp FQ-300.

The FQ-330 also has the big-piped sports exhaust from the FQ-360, although it doesn't get any of the carbonfibre aerodynamic trimmings from its bigger brother.

Perhaps most significant, however, is that the torque limiter, which allowed only 50 per cent of twist in first gear on early FQ-300 models, has gone.

What's it like?

Not to put too fine a point on it, bloody marvellous. The SST-equipped Evo X FQ-330 could well be the sweet spot in the Evo X range.

The combination of the removal of the first gear torque limiter and the extra 38bhp transforms the Lancer's performance off the line. The FQ-330 SST turns the Evo X into the traffic-light sprinter the occasionally lethargic FQ-300 looked like, but never was. The SST gearbox feels much smoother and more positive than in early Evo X's, too.

On the motorway, and on fast, sweeping A-roads, the six evenly spaced ratios make the FQ-330 SST a much more relaxed companion than the FQ-360, with its gritty five-speed manual, could ever hope to be.

The rest of the Evo X experience is much as you'd expect. The manic power delivery, tremendous four-wheel drive traction and unbelievable levels of grip make the FQ-330 one of the fastest cross-country machines aside from something like a Nissan GT-R. And even then we doubt if the Nissan would easily put clear air between it and an Evo.

There are, of course, the traditional Evo X downsides of tacky interior plastics, heavy fuel consumption and a rock-hard ride, but the Evo X FQ-330 SST manages to mix in more everyday usability than any other Evo variant without compromising its turbo-nutter nature.

Should I buy one?

Even though you're getting close to Porsche Cayman territory with the Evo X FQ-330 SST's price tag, as a four-seat point-to-point missile, there is very little to touch an Evo, at any price. And the FQ-330 SST is probably the best of the lot.

Audi A5 3.0 TDI Quattro S Line Cabriolet

What is it?

The A4 Cabriolet was a roaring success for Audi UK, proving that, for a certain type of buyer, the combination of an Audi badge and a handsome-looking convertible is difficult to resist.

Now the pressure is very much on for Audi to create a credible replacement, which is this, the A5 Cabriolet. While the A5 and A4 are based on the same platform, the A4 name covers the saloon and estate, the A5 the coupe and cabriolet.

What's it like?

Predictably enough the A5 Cabriolet looks the part roof up or down and the interior is an inviting place to sit. Like the A4, RHD A5s suffer from an offset pedal position, but in the case off the seven-speed S-Tronic gearbox this is less of an issue.

The mechanics of the electrically folding fabric roof squeeze the rear accommodation, but there is room enough for two adults as long as the front passengers aren't especially tall.

Roof down, windows up, there is an acceptable level of wind buffeting, which can be reduced with a wind deflector (not available on standard trim). Roof up the A5 Cabriolet is impressively refined, especially so with the acoustic roof fitted (standard on S Line, optional elsewhere).

The 3.0TDI is a known quantity, and its relaxed but brisk delivery suits the A5 cab, as does the dual-clutch gearbox.

So far, so good, but then along comes a bump and the picture gets a lot less rosy. Our particular A5 cab came with sport suspension and 19-inch wheels, which did it no favours, resulting in a firm ride and revealing a fair degree of body flex.

Should I buy one?

That ride and body flex is a worry. We're keen to try an A5 in standard specification - and you should be too. No doubt the A5 Cab will sell well even on big wheels, but don't say you haven't been warned.

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.

These amazing wonder wipes make water redundant when cleaning your motor

Politicians and scientists may argue about global warming and climate change and their causes and solutions, but one thing you can't doubt is that much of the UK was hit by a hosepipe ban last year. From summer on, drivers had to keep the hose coiled when cleaning their cars, leaving labour savers such as brushes, detergent sprays aand power washers redundant. There was a flurry of new products aiming to provide waterless or at least hoseless car cleaning, but for us one that made its debut in 2005 stood out – Armor All's Car Wash Wipes, now known as Clean & Shine Wipes. These tough cloths really do the job, and need no water at all if you want to do your bit to conserve the reserves. They compare well on price to spray-on rivals and are a breeze to use. For a product designed to suit our times, look no further.

Ford Mondeo

So here it is – our overall champion of 2007... the Number One car in the UK. The new Mondeo is the most crucial model for some time from Britain's biggest car maker. And we are delighted to report it proves conclusively that the family car's obituary, written with the rise of the compact executive sector, is premature.

With its third-generation model, Ford has come bursting back, injecting vitality and desirability into what had become a stagnant breed. Glitzy and brimming with self-confidence, it's not as brave as the Iosis concept from which it drew inspiration, but it's crisply styled yet practical and eye-catching, without being ostentatious.

And don't forget that building a car in this class is one of the most challenging tasks in the entire motoring industry. Make a coupé look good and you have a hit on your hands, but here the brief is far more complex. The Mondeo has to be all things to all men. A commuting hack one minute, a family hauler the next, able to cut it in the company car park and the multi-storey, plus on every road from traffic-choked urban streets to remote rural routes.

The Mondeo delivers effortlessly, performing with aplomb
everywhere. It steers beautifully, rides with a composure and smoothness that's absent from even the best German executives, handles tautly and has a great range of engines. It's also vast inside, rivals VW's Passat for quality, is clearly laid out and with its great refinement and comfort levels takes the sting out of everyday driving. Its sheer adaptability, and all-round excellence, have won it this award. The Ford Mondeo represents a new breed of family car.

Chevrolet Camaro SS

Times are tough at General Motors at the moment, but you wouldn't know it from looking at the brutish new Chevrolet Camaro.

It resurrects one of the US car industry's most famous badges. And the best news of all is that British enthusiasts will soon have the chance to experience the 6.2-litre V8 muscle car for themselves!

The all-new 2+2 coupé draws inspiration from the 1969 model, which is revered by enthusiasts. But where rivals shamelessly plunder their back catalogues, Chevrolet has fused famous Camaro trademarks, such as the aggressive nose and pronounced rear wheelarches, with modern details. Sharp edges bisect soft curves, and Chevrolet claims these design cues were inspired by the F22 fighter jet.

The body was penned in the US, but most of the engineering work was carried out in Australia using the same GM platform that underpins Vauxhall's VXR8. That's a promising base for the Camaro, as unlike some of its reborn muscle car contemporaries – and the Sixties original – the new model has a sophisticated multilink independent rear suspension set-up.

There is a V6 version available, but we tested the top-spec SS model, which is powered by the vocal 6.2-litre V8 also found under the bonnet of the latest Corvette. That means a thundering 426bhp, which gets to the rear wheels via a tough six-speed manual gearbox, and means the Camaro sprints from 0-62mph in 4.7 seconds.

Inside, the cabin echoes the styling of the exterior, so there are elements of the Sixties original, reinterpreted with a modern treatment. The dashboard has a high cowl and deep facia, with the main instruments in separate pods and four minor gauges set low behind the gearlever, just like the original.

So, despite the obvious use of some cheap and hard plastics, the Camaro's cockpit tries hard to be different. In practice, it's not quite so successful – the oversized steering wheel isn't easy to use and the optional sunroof robs headroom from taller drivers.

Fire up the V8, and it produces a suitably deep throb from the exhaust and a deliciously wicked crackle on the overrun. Yet somehow, the Camaro doesn't feel as quick as the figures suggest. This is due to the fact that it weighs a hefty 1,746kg, and the engine needs to be revved to give its best.

For economy and emissions reasons, the Camaro is saddled with long gear ratios – second takes you to nearly 100mph and sixth means just 1,500rpm at the motorway speed limit. Consequently, you have to work the Camaro hard to get the best out of it, and it often feels sluggish.

Our test route was fast and smooth with few corners, but initial impressions were slightly disappointing. There's plenty of grip from the big tyres, but the suspension is surprisingly soft, allowing a lot of body roll. Light and sometimes vague steering further spoils the driving experience, so the Camaro isn't as entertaining as we'd first hoped.

It will be amazing value when it goes on sale in the US, though, and there's no denying it's a potent reincarnation of the original muscle car. How much of a success it becomes in the UK will depend on whether GM finds a budget to build a right-hand drive production version (the design for which is finished).

It will also need a careful eye on pricing to maintain value for money, and a look at optimising some of the mechanical elements for more complex UK roads.

Rival: Vauxhall VXR8
The big Vauxhall shares the same engine and platform with the Camaro, but offers a significantly different experience. It's far more practical, offering a hugely spacious interior and an enormous boot, although like its US relation, fuel consumption can be very heavy if you use all of the performance. It does handle better than the Camaro, though, as its chassis is more suited to UK roads.