With Aston Martin’s recently acquired £304 million bond - about $440 million at the current rates - the brand is full speed ahead on supplying an all new platform for their full line of sports cars, including the DB9, Vantage and Rapide models. In fact, the new DB9 has already been caught testing for the first time, under heavy camouflage of course. The highly decorated model doesn’t exactly tell us much, but at least we’ve got an official confirmation of the car’s current development.

The first details for the 2013 Aston Martin DB9 suggest that it will get new lights like the ones found on the Rapide and Virage, a new side profile, new side skirts, a more aggressive front spoiler, and a rear trunk lid lip. The rear end also looks to be a bit wider and taller than the current DB9 and there will also be new mesh-grilled hood vents and side mirrors that stand farther away from the doors, mounted on thinner, more aerodynamic stalks. Under the hood, the new DB9 will feature the same 6.0-liter V-12 engine that delivers 510 HP and is mated to a a choice of six-speed manual or shift-by-wire six-speed automatic.

Expect the 2013 Aston Martin DB9 to make its debut sometime next year.

The Aventador J is not the first one-off model offered by Lamborghini. This tradition began back in the 1970s with the unveiling of the one-off Jota - a Lamborghini Miura with improved performance and virtually redesigned in every detail. The car takes its "J" letter from the sporting rules of the FIA world motorsport organization: "Appendix J" defines the technical specification of race cars in the various classes.

The Aventador J’s exterior and interior meld into each other in an attempt to obtain a two-seat sport-bike effect. Elements like the climate control and nav systems have been removed in order to make the car faster. High quality materials also help in the speed department. Carbon fiber has been used for the car’s bumpers, the front air scoop, the winglets, and for that huge rear diffuser. Inside, the sports car boasts of seats covered in a new carbon fiber fabric called "Carbonskin."

Just like the standard Aventador, the one-off J version will be powered by a 6.5-liter V12 engine that is capable of delivering a total of 700 HP. Top speed goes up to an impressive 186 mph - a little less than the standard Aventador, but the J has to take into account it’s missing roof.

UPDATE 03/15/2012: There’s no doubt that the Aventador J had an impressive presence at the 2012 Geneva Motor Show, but how long did it took to create such a masterpiece? A year, half a year, a month, a few months? In an interview with Top Gear, designer Filippo Perini admitted that the Lamborghini team only needed six weeks: "It was the 14th of January that Mr Winkelmann asked us to do something for Geneva," says Perini. "A blank sheet. Do what you want. I drew up this car in a weekend..." Absolutely amazing!

UPDATE 04/22/12: For a car that was built for one customer, Lamborghini really spared no expense in the Aventador J. So much so that they even made a promo film for it. Check it out by clicking on the photo above.

Hit the jump for more details on the Lamborghini Aventador J.

Exterior

Despite the fact that this one-off model carries the Aventador name, it is very different from the coupe version. The most obvious difference is the fact that there’s no roof, but the monocoque also has a new design, with a large windshield and two safety bars behind the seats. The decision of dropping elements like the air conditioning system and the navigation system make the car even faster.

Every part of the car has been redesigned in order to make every mile the owner spends behind the wheel an entertaining experience. The car measures 4890 mm long, 2030 mm wide, and 1110 mm tall. The classic front windshield has been replaced by two small wind deflectors and the rear view mirror is perched on an arm like a periscope.

Compared to a standard Aventador, the J’s front is somewhat narrower and is dominated by a highly distinctive carbon fiber air scoop, with central fixing braces and upward tilting winglets on the outer edges. At the rear, the vehicle gets a carbon-fiber rear diffuser, four huge tail pipes, rear lights with the typical Lamborghini light signature in the form of a Y, and an enormous fixed spoiler mounted on the bodyshell by two arms. There are also special, new front and rear bumpers that have been supplemented with carbon fiber fins that act as flow deviators. Their purpose is to achieve a significant increase in the vehicle’s downforce at both the front and the rear.

The Aventador J is painted in a very cool red developed specifically for this Aventador. That paint is combined with black carbon fiber parts and a new set of aluminum wheels - 20" at the front and 21" at the rears - with an additional carbon fiber insert that functions like a small fan for optimum brake ventilation. The doors also open upward and are considerably thinner than on the Aventador.

Interior

The Aventador J was designed in such a manner that the exterior and the interior give the impressive of being just one unit: a red stripe runs from the front hood, between the two wind deflectors, over the dashboard, down the console to the center tunnel, and back up between the seat backs. From there, it goes out again to the engine cover panel.

Lamborghini has dropped elements like the navigation system and the audio system so that the only elements remaining are a small control panel housing the starter button and the switches for lights and transmission. The seats and the cockpit are made from a carbon fiber fabric called "Carbonskin" - an element made of woven carbon fibers soaked with a very special epoxy resin that stabilizes the fiber structure and keeps the material soft. All of these features, or lack thereof, contribute to the speed of the Aventador J.

Engine

The Lamborghini Aventador J is powered by the same 6.5-liter V12 engine found in the standard Aventador. This engine is capable of delivering a mind-boggling 700 HP. However, despite it being a lighter model, Lamborghini has decided to drop the top speed from 217 to 186 mph to keep those safety standards at a quality high.

Prices

No prices have been announced for the Lamborghini Aventador J, but considering it is a one-off model, the one lucky owner should expect to pay more that $1 million for it.

Competition

When it comes to competition, it will be a little difficult to find a model as impressive suitable of taking the reigns from a car like the Aventador J. There are plenty of other open top two-seaters out there, but none come close to the power of Lamborghini’s special one-off J. The closest we found is the Ariel Atom V8 500, which delivers 500 HP - 200 HP less than the new J model. That being said, the Atom only costs $225,000 - making it more affordable than the new Lamborghini model. Then there’s the fact that it is not a one-off.

The all-new Range Rover Evoque. A Range Rover with an altogether different spirit. The most exciting vehicle in a generation. Bold and sophisticated in design. With clever technology that’s innovative, relevant and always intuitive to use. Nothing else looks like it, feels like it, or drives like it. In fact, Range Rover Evoque is a quantum leap in the evolution of Range Rover. Available in two distinct body styles. Range Rover Evoque and Range Rover Evoque Coupe. 2.0 litre Si4 petrol engine The Si4 petrol engine is a 2.0 litre engine in a lightweight all-aluminium unit with the latest direct injection technology, advanced turbocharging and twin independent variable valve timing. The engine is fitted with a 6-speed automatic transmission that has been engineered to improve fuel economy and that features Drive Select, an advanced rotary gearshift with steering wheel mounted paddle controls. 2.2 litre SD4 turbo diesel engine The latest 2.2 litre turbo diesel delivers superb torque, responsive performance and impressive refinement. The engine provides power on demand, a very broad torque curve.   Like every Range Rover vehicle, Range Rover Evoque optimises performance and capability in all on and off-road conditions. It does this by employing a suite of innovative technologies including Terrain Response®, which adapts Range Rover Evoque’s engine, transmission and electronic systems to maximize drivability, comfort and traction. There are four Terrain Response® settings: General Driving, Grass/Gravel/Snow, Mud & Ruts and Sand. Range Rover Evoque is packed with clever, relevant technology including state-of-the-art connectivity. This includes Bluetooth® for both hands free connection, with a compatible mobile phone.Essential connectivity for iPod®, MP3 and USB memory stick is also provided via direct inputs. The audio option on Range Rover Evoque achieves the highest possible sound quality.It offers unsurpassed performance and enjoyment for driver and passengers alike. By working with MeridianTM, a world leader in audio technologies and digital sound processing, Land Rover has also developed an advanced audio system to delight the most discerning music fans. The 380W Meridian Sound System features 12 channels and 11 loudspeakers including a dual-channel subwoofer. Range Rover Evoque’s Rear Seat Entertainment System (Optional) has the ability to play high quality DVD Video and route it through the 8-inch screens located in the back of the front headrests as well as to the front seat passenger’s display on the Touch-screen. Available in three distinct derivatives : Pure, Prestige and Dynamic – each one offering a tempting array of choices and technology. Pure The purest expression of the Range Rover Evoque design form and intent. Prestige The ultimate in Range Rover Evoque luxury with an exterior that offers excitement and an interior that is sheer indulgence. Dynamic The boldest expression of Range Rover Evoque with sports interior themes and daring gloss black detailing.

Rumors about a Lamborghini SUV were floating around for about five years before Lamborghini finally decided to ’fess up to the fact that the Italian brand was ready to jump headfirst into the SUV market. There was talk that a production Estoque was in the running as opposed to the SUV, but with the Porsche Cayenne’s growing sales and Bentley’s announcement of a future SUV, there was no way Lamborghini was going to miss out on the SUV honey pot. Now they have bought themselves some time before officially rolling out a production SUV by debuting the Lamborghini Urus Concept at the 2012 Beijing Auto Show.

Like with all other Lamborghini models, the new Urus name comes from the world of bulls. The Urus, also known as Aurochs, is one of the large, wild ancestors of domestic cattle. Urus bulls could measure up to 1.8 meters at the shoulder. How’s that for a little Discovery Channel information?

But back to the Urus Concept. The front end is clearly a mark of the Lamborghini brand and features elements already seen in models like the Aventador and the Sesto Elemento Concept . It also features the same red livery as seen in the previously announced Aventador J and the same coupe-like profile as seen on the BMW X6. Under the hood, Lamborghini has placed a 600 HP engine and has been promised that the Urus will offer the lowest CO2 figures of all comparable vehicles.

Lamborghini CEO Stephan Winkelmann has confirmed that a production version will arrive in 2017.

Exterior

The new Lamborghini Urus takes the design elements featured on the Aventador and jumps them a step forward with a strong three-dimensionality with sharp lines, a clear arrow form, large air intakes left and right, headlamps in a Y shape, and lines that run from the hood over the roof to the rear of the vehicle. The headlamps feature a horizontal, heptagonal form and full LED technology consisting of two arrays each with three high-performance LEDs. At the side, the concept has received a narrow window surface that tapers sharply toward the rear, highly dynamic roofline and the extremely muscular rear wheel arch.

At the rear Lamborghini has added narrow rear lights featuring the Y signature and a new exhaust system with four hexagonal end pipes carefully fitted into chrome surrounds. The concept sits on a new set of 24" wheels in double-spoke design and forged from matte-finish aluminum. The Urus is painted in a rich, lightly shimmering red that offers the ideal contrast for the many bodyshell parts made from carbon fiber reinforced polymer.

Interior

The interior of the Urus offers enough room for the driver and three passengers - all of who can enjoy an impressive level of comfort and luxury. It is finished in carbon fiber reinforced polymer. The most impressive feature of the interior, however, is the center tunnel that features an open, skeletal carbon fiber structure made from Forged Composite - the same material used for all four of the bucket seats.

In designing the new Urus Concept, Lamborghini opted for an extremely minimized operating philosophy. Behind the steering wheel are shift paddles for the dual-clutch transmission, but all of the other functions that are typically found on the back of a steering wheel of this caliber - such as indicators, lights, and windshield wipers - have been moved to either the multifunction steering wheel or the center console. Secondary functions like navigation, entertainment, and climate control are operated via a touchscreen on the center tunnel.

Engine

The Lamborghini Urus is powered by a 600 HP engine combined with a permanent all-wheel drive system. The concept uses an intelligent material mix for the structure and bodyshell and, for the first time, systematic lightweight design for the interior. This technique has made the concept considerably lighter than its competitors, putting the powerful engine to good use.

When Can I Buy One?

Lamborghini CEO Stephan Winkelmann has confirmed that a production version of the Lamborghini Uruswould arrive in 2017. Until then, all we can do is enjoy the concept displayed in Beijing.

Competition

When built, the new Lamborghini Urus will be one of the sportiest and most luxurious SUVs on the market. However, until then, Bentley is preparing to unveil its production version of the EXP 9 F SUVconcept in the next three years. The concept was built with a 6.0 liter, twin-turbocharged W12 engine, but the company says that, for the production version, both a 4.0 liter, twin-turbocharged V8 or a hybrid drivetrain could meet the performance requirements

The Dodge Viper is a two-seat sportscar that's been offered as a convertible or as a two-door coupe. Introduced in 1993, the Viper is now in its third generation--and in its final model year, as Chrysler's announced plans to kill the current Viper after the 2011 model year. The latest Viper competes against the Chevrolet Corvette; less likely, with the Porsche 911; and remotely, against the most powerful Ford Mustang Shelby GT500 and the Chevrolet Camaro SS.

In 1988, the Chrysler Corporation still was independent, still the smallest of the Big Three. Its products were about to change forever under the direction of new leaders like Bob Lutz and Francois Castaing. So the company decided to design a concept car--an outrageous two-seat roadster with a monster V-10 engine under the hood, and a plastic-paneled body. The resulting concept cargrabbed so much attention at the 1989 Detroit auto show, Chrysler decided to build it--as the Dodge Viper.

The Viper's been a brashly styled supercar from the moment it was born. Only two generations old, the Viper has been offered in the original, more kit-car-looking body style from the 1990s (which also came, briefly, as a roofed coupe), and in today's composite-fabricated shape, which is significantly cleaner, more streamlined, and maybe a little less outrageous than before.

The first-generation car arrived as a 1992 model, and was significantly updated in 1996. That original RT/10 has been inspired by the Sixties Cobra, but at its heart was a rough, rumbly 8.0-liter V-10 engine derived from Dodge pickup trucks. With 400 horsepower and a six-speed manual transmission, the rear-drive Viper proved unbelievably fast--and many reviewers said, notoriously skittish. With so much engine weight on its nose, and such a short rear end sitting over its wide rear tires, the Viper could snap into oversteer very easily. Still, testers estimated its 0-60 mph times at about 4.5 seconds, and the top speed reached nearly 165 mph.

Enthusiasts gushed over its race-ready demeanor, and its cartoonish looks drew fans from elementary schools to executive ranks--but the original Viper's pathetic interior spoke poorly for the rest of the car. Its vinyl lock-on roof panel was prone to mis-installation, and so little air circulated in the two-seater's cabin, the Viper could be a stifling, constricting ride.

In 1996 Chrysler updated the Viper, adding a coupe model, lifting output to 415 hp, then to 450 hp, and slimmed down the car somewhat to push 0-60 mph times down around 4 seconds. The interior received some improvements as well, and the original "RT/10" and coupe "GTS" badging changed to "SRT-10" in 2003.

In 2003, a new Viper arrived in showrooms, parented by DaimlerChrysler--the corporate result of a merger between the company and the German parent of Mercedes-Benz. The 2003-2010 Viper bears the imprint of that merger: it's more lithe-looking and far nicer inside, but less exuberant than the original. The engine's displacement actually rose, to 8.3 liters, and the Viper chassis grew more rigid and lost more weight. With up to 510 hp, this generation of Viper could accelerate to 60 mph in less than 3.9 seconds, while hitting a top speed of 190 mph. Handling improved greatly, though the rear-drive Viper still kicks out vivid oversteer when provoked.

The final round of changes to the current car brought the 2008-2010 Viper an 8.4-liter V-10 with 600 horsepower. Acceleration times of 3.5 seconds to 60 mph were clocked by enthusiast magazines, and the Viper's top speed was a claimed 197 mph.

No Viper was offered for the 2011 or 2012 model years, but an all-new Viper has been confirmed for the 2013 model year. With a new version of the venerable pushrod V-10 engine (making 640 hp) and Tremec six-speed manual--plus an evolution of its curvy, bulbous supercar styling--the latest Viper should again present a venomous personality. But with traction and stability control, launch control, an adjustable suspension, better seats, a more spacious interior, modern connectivity features, and vastly upgraded trims inside, the 2013 SRT Viper GTS promises less bite--and a far superior experience in most kinds of driving.

The engine of Lamborghini Murcielago is very powerful, having a horse power of 570bhp all there by providing a top speed of 200 mph. Murcielago is capable of covering a top speed of 62 mph from 0 mph in just 3.8 seconds. The newly designed V12 6.2 litre aluminium engine is such thrust providing that it takes the steel and carbon fibre body of the vehicle to great speeds with minimum air friction because of the specifically designed body.

Looking at the frame of the body it is steel alloy tubular frame body all which is equipped with carbon fibre and steel. Torsional rigidity provided by the car ‎is nearly about 20,000 Nm. Front suspension of the car are independent type while the rear suspension are double wishbone with hydraulic shock absorbers. Braking system in the car is disc type with two hydraulic circuits. Braking system in the car are equipped with ABS (Anti-Braking System) and DRP (Dynamic Rear Proportioning). Murcielago is capable of delivering a maximum power of 426kw (580CV) at 7500 rpm. On the other hand the maximum torque delivering capacity of the car is 650Nm at the rate of 5400rpm. There is available a permanent four wheel drive viscous traction transmission. Considering the performance aspect of Murcielago it is capable of putting a top speed of 330km/hr all depending on the type of aerodynamic configuration of the car.

Few race cars enjoy the reversal of fortune that BMW's M3 enjoyed over the past two seasons of the American Le Mans Series (ALMS). In 2000, the M3 race car, which is known as the M3 GTR and races in the GT class, won only once and was trounced by its chief rival, the Porsche 911. But BMW roared back in 2001, winning six of the eight races and taking the manufacturers' championship and the drivers' crown for pilot Jörg Müller. It was an extraordinary feat considering Porsches outnumbered BMWs four to one at most races. What BMW did was replace the M3 GTR's six-cylinder engine with a V-8, which spelled more low-end grunt. A little history explains why the engine swap was beneficial. By the end of the 2000 season, the 3.2-liter six had reached a horsepower plateau after six years. The problem was the rule-mandated intake restrictor plate with its 1.7-inch-diameter hole to reduce the amount of air that enters the engine. As an engine spins faster and needs more air, the restrictor's effectiveness increases. And how! Think of breathing through a straw: You can take regular breaths through it easily enough, but start exercising and breathing hard, and suddenly, getting air into and out of that straw is tough. In the GT class, the restrictor makes a smaller, high-revving engine less effective than one with more displacement and low-end torque. Because of the bore spacing of the BMW six, the engine could not grow beyond 3.2 liters. Porsche's flat-six displaces 3.6 liters. The rules said that even though the Porsche displaced about 400 more cubic centimeters it must use the same 1.7-diameter restrictor as the BMW. Same size straw, but the Porsches had a bigger engine and, according to BMW, a huge advantage. The M3's V-8 is not a version of the engine that powers BMW street cars. It's a racing motor designed by the same BMW Motorsport branch that built the engine many believe was the most powerful Formula 1 engine in 2001, the BMW V-10. The V-8 has an aluminum block and heads, four cams, four valves per cylinder, and port fuel injection. Its 4.0-liter displacement is a huge increase over the old six's. BMW claims the new engine makes 444 horsepower, 42 more than the suspiciously low 402 figure Porsche quotes for its 911 GT3 race car and 24 more than the six-cylinder M3 racer made. The big difference is torque: BMW's V-8 makes 354 pound-feet, the Porsche 911 makes 281. A six-speed nonsynchro gearbox transmits power though a limited-slip rear differential to 11.4-inch-wide Yokohama racing slicks. The V-8 M3 uses the same basic chassis as the six. As the rules require, it's based on the stock M3 body shell. But by the time BMW has added safety-cage bars, new suspension bits, carbon-fiber bodywork, front and rear wings, and a data-acquisition system, the GTR is far closer to a purpose-built race car than a street car. We were invited for a ride at Sebring by one of the two BMW teams, Team PTG. We realized just how racy this Bimmer is as soon as we tried to get it moving. The clutch is a five-inch carbon disc that presses on a flywheel that's "only large enough to fit the clutch," says the large and imposing PTG president, Tom Milner. With such a small, light flywheel, the engine feels as if it were jacked up on amphetamines, instantly responding to prods of the accelerator. To get under way, you either do a kamikaze clutch drop or you delicately brush the throttle as you slowly release the clutch pedal. We managed to crawl out of the pits without stalling and then spent the next few laps puttering around for the photographer. On lap three, we got on the gas and blasted down the front straight to Turn One. Only Al Gore groupies will fail to slobber all over the V-8. It screams. The crankshaft is of the single-plane variety, so the usual V-8 rumble is replaced by a high-pitched guttural snarl that rips. With gearing that tops out at 152 mph, the V-8 gets the car to 60 mph in 3.4 seconds, 1.3 seconds quicker than a street M3. The engine doles out power like a turbine—eerily smooth, so smooth that on the second turn, a low-speed second-gear right-hander, we went to full power too soon, expecting the silky power band to keep the tires hooked up. Auf wiedersehen! The rear tires lit up, and the car spun. The damage was limited to the ego, so we pressed on while keeping in mind Milner's little caution: "You crash my car, I kill you!" Spin aside, the GTR is a breeze to drive. In the turns, it's as grippy as driving on fly paper. We were unable to test on a skidpad, but in a slow turn that most replicated one, our VBOX recorded 1.2 g of lateral grip. In a high-speed turn, where downforce comes into play, we recorded 1.4 g. The very grippy street M3 manages just 0.87 g. Two things impressed: rock-solid stability at high speed and amazing brakes. Going 150 was absolutely serene. Plexiglass covers both window openings, so there's no wind buffeting. As in a video game, the only indication of speed is the scenery flashing by. As for the brakes, in every measure—feel, effort, and effectiveness—they were perfect. There's no power assist, yet the pedal isn't stiff. We never got used to their immense stopping power; we'd brake way too early and have to get back on the gas to go through the turn. As sweet as the M3 GTR is, it might have proved too dominant. Last November, the rule makers told BMW it had to build 50 V-8 M3s for the street by March or carry as much as a 220-pound weight penalty and a smaller restrictor. BMW says it's built one of the European-only $225,000 street M3 V-8s and can't meet the production deadline. BMW also claims the engine and weight handicaps would make the GTR so noncompetitive that it wouldn't bother racing the car. As of this writing, BMW hadn't announced its plans for the 2002 season. Although this rules battle sounds like typical racing politics, we'd hate to see the V-8 GTR parked next season.

VEHICLE TYPE: front-engine, rear-wheel-drive, 1-passenger, 2-door race car

ESTIMATED PRICE AS TESTED: $300,000

ENGINE TYPE: DOHC 32-valve V-8, aluminum block and heads, BMW Motorsport engine-control system with port fuel injection
Displacement: 244 cu in, 3997cc
Power (SAE net): 444 bhp @ 7500 rpm
Torque (SAE net): 354 lb-ft @ 5500 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 107.5 in Length: 181.6 in
Curb weight: 2450 lb

PERFORMANCE RATINGS:
Zero to 60 mph: 3.4 sec
Zero to 100 mph: 7.0 sec
Standing 1/4-mile: 11.4 sec @ 127 mph
Top speed (redline limited): 152 mph
Braking, 70-0 mph: 139 ft
Roadholding, low-speed flat corner: 1.20 g

FUEL ECONOMY:
Typical racing fuel economy: 5 mpg

The evolution of the AMG subbrand can be divided into three eras—pre-Benz ownership, when AMG merely tuned Mercedes cars; subsidiary status, as vehicle development became contemporaneous; and the post-SLS period, from 2009 on, when AMG got serious about engineering and building its own sports cars for the Star. Even as it continues to tune and modify sedans, coupes, roadsters, and SUVs for Mercedes, AMG will expand its own portfolio of track-ready sports cars for purists.

The key to this growth is the SLS’s highly versatile platform. Its aluminum structure can be stretched or shortened to create new models, and it’s readily adaptable to coupe and roadster duty. Putting the SLS platform into a taffy stretcher allows AMG to go after the Ferrari 599’s successor. Hit the SLS with a shrink ray, and you get an aluminum two-seat sports car aimed at Porsche’s Cayman /Boxster . The shorter version will be called the SLC, and it will arrive in 2014.

The SLS defines AMG’s design language, and the look will port over to the SLC. The long nose and bobtail proportions will remain but on a smaller scale. The SLC will be roughly the size of a Porsche 911 , with a wheelbase of about 96.5 inches and an overall length of 173.0. At an estimated 47.5 inches high and 71.0 inches wide, the SLC will be short and fat but in the best possible way. Despite its 911-aping size, our sources tell us to expect the SLC to drive like a hard-edged sports car, more in the mold of the Cayman than Porsche’s larger GT.

Unlike the SLS, the SLC will not have gullwing doors. But like the SLS, the roadster version will have a fabric top. Cues from Mercedes’ history are instrumental to the plan. Bars on the front fenders behind the wheels are an homage to the 1954  300SL coupe . Roadster versions will get an aerodynamic rollover bar behind the headrests that resembles a fairing ­fitted to 1954–55 W196 Formula 1 racers. Symbolically injecting itself fully into Mercedes’ bloodstream, AMG will drop “Benz” from the badges for the Affalterbach specials: They’ll be emblazoned “Mercedes-AMG.”

Much of  the SLC’s cabin design will come from the SLS. You’ll see familiar jet-like gauges, HVAC vents, and switchgear. In fact, don’t expect radical interior changes in future Mercedes-AMG models.

AMG’s 6.2-liter V-8 will be mounted as far back and as low in the SLC as possible. To not encroach on the SLS’s turf, this engine will be slightly detuned. We anticipate the SLC’s specs to be similar to the C63 AMG’s, with output ranging from 451 to 481 horsepower. Dry-sump lubrication, the limited-slip differential, and the seven-speed dual-clutch automatic with launch-control programming will carry over from the SLS. In an attempt to conserve fuel, there will be a stop-start system; cylinder deactivation is also under consideration.

As noted previously, a shortened version of the SLS’s aluminum space frame underpins aluminum bodywork. Unlike the SLS, which offers a carbon-fiber hood, the SLC will get only a less costly aluminum one. The SLC, however, will get the SLS’s carbon-fiber torque tube, which serves as a structural component. Chassis parts will be adapted from the SLS—front and rear aluminum control-arm setups will ­suspend 20-inch wheels. Carbon-ceramic brakes will be optional. Using so much of  the SLS’s structure and powertrain means that the SLC should weigh about 3700 pounds.

1. Exterior

The Astra GTC is no tarted-up hatchback – Vauxhall has only carried the door handles and aerial across from the more conventional hatchback and Sports Tourer estate. The headlights are smaller than those fitted to other Astras – Vauxhall refers to them as ‘eagle-eyes’ – and a chrome strip runs across the grille, which is lower than the standard car. The rear is no less pretty with a high shoulder line and long lights evoking memories of the stunning Alfa Romeo Brera. Perhaps the most striking element is the line which runs from the rear, along the sides and around the door handles. Mark Adams, Vauxhall’s design chief describes it like a sonic wave around an aircraft. Winglets at the side of the rear wing help make the Astra GTC one of the most aerodynamic cars in its class.

Much of the cabin has been borrowed from the standard Astra, and while that means while it’s logical, practical and well laid-out, it lacks the design flair of the exterior. Chrome-edged dials are clear and add a sporty edge, and the red illumination is attractive at night. When the Sport mode is activated in the optional FlexRide suspension package, the white instrumentation glows a racy red. Sports seats are fitted as standard to the range-topping SRi models, but the standard seats still look the part and offer plenty of support.

Despite its rakish looks, the Astra GTC is actually very spacious, with more headroom than the coupe-like roofline would suggest. Space up front is on par with the Astra hatchback, and room in the rear is adequate for two adults, although a third may complain on longer journeys. The boot measures 380 litres, which is around 90 litres larger than the Volkswagen Scirocco and 36 more than the Renault Megane Coupe. The boot is deep, although a high sill means luggage needs to be lifted a long way before it can be loaded. Storage space around the cabin is good, and has been improved by 50 per cent over the old Astra Sport Hatch.

4. Ride and handling

Vauxhall is keen to distance the GTC from other Astras in the range, and Vauxhall has developed a great deal of bespoke chassis equipment for it as well as optimising it for British roads. Advanced ‘HiPer Strut’ front suspension units have been borrowed from the Vauxhall Insignia VXR to improve grip and steering feel and the rear suspension has been tweaked and softened for improved ride and handling. The upshot of these changes means the GTC is a very different beast. There’s lots of grip through the bends and the ride is smoother than the performance-orientated setup would suggest. However, on cars shod with anything larger than the standard 18-inch alloys, the ride becomes crashy over broken tarmac. Cars fitted with FlexRide adaptive damping firms or softens the ride, but the standard setup is best for most scenarios. 

5. Performance

A range of engines already used in the Astra are available in the GTC. A 1.4-litre turbocharged petrol unit is available, producing 120 or 140bhp with 0-62mph times of 9 and 10.2 seconds respectively. Having sampled this engine in other Astras, it lacks the urge of other small turbocharged engines, and needs to be worked hard to get the best from it. Those seeking a faster pace can choose an 180bhp, 1.6-litre turbo which is the most powerful engine in its class. The revvy engine can reach 62mph from rest in 7.8 seconds and achieve a 137mph maximum. Diesel engines will prove very popular – a pair of 1.7-litre engines produce 110 or 130bhp with 0-62mph times of 10 or 11 seconds. Although they perform well, they’re not exceptionally refined. Far better is the 2-litre diesel, which produces 165bhp for a 0-62mph time of 8.4 seconds, although it rattles when worked hard. A 300bhp VXR version will follow in 2012.

6. Running costs

The Vauxhall Astra GTC starts at £18,500, which is slightly more than the entry-level Renault Megane Coupe, and slightly less than the Volkswagen Scirocco, but on the used market, it’s likely the VW will retain more of its original value. At launch, the most tax friendly version is the 1.7 diesel – both the low- and high-power versions have identical CO2 emissions at 119g/km – but an ecoFLEX model will arrive in 2012 with emissions down to 109g/km. Its unsurprising therefore, that around 50 per cent of GTCs will go to company car drivers. The standard 1.7s can cover an average of 62.8mpg, while the 2-litre diesel records a 58.9mpg average. The 1.4 petrols emit 140g/km while the 1.6 turbo is rated at 168g/km.

7. Reliability

The current Astra hasn’t been affected with any common faults yet, and the general quality of Vauxhall’s range is pretty good. Our test cars were affected by a couple of annoying rattles from the dashboard.

8. Safety

The Astra hatchback was praised for its safety in the Euro NCAP crash test programme, so the GTC should perform equally well. Standard equipment includes six airbags, electronic stability programme, whiplash-reducing headrests, pedal release system and hill start assistance.

9. Equipment

Just two versions of the GTC are available: Sport and SRi. Sport models feature daytime running lights, 18-inch alloys, air-con, digital radio, electric windows and cruise control. SRi models add front sports seats, automatic headlights and windscreen wipers, a trip computer, front centre armrest and tinted rear windows.

On paper, this seems like the right thing to do – take the Linea’s 90bhp motor and stick it in a car that’s a 100kg lighter.
The power-to-weight ratio goes up by 12bhp per tonne and you now have a car that, at least on paper, moves like it looks.
A quick blast on the roads around the Fiat factory in Ranjangaon in the 90HP revealed if the extra horses have made a difference.

And, as far as heart transplants go, this is an easy one.
The Punto and the Linea share the same basic engine, with the only difference being the Linea has a variable geometry turbo while the Punto 75HP has a fixed geometry turbo.
The two cars are also based on the same platform, so it was literally a plug-and-play application.
That they share the same transmission down to the number of teeth on the gear cogs only helped matters.
Fiat tweaked the Engine Control Unit and modified the Noise Vibration and Harshness package and voila, you have the Punto 90HP.

So, what is it like to drive? It starts and settles into a gravelly idle.
Snick the gearlever into first, feel the progressive bit of the clutch and you’ll like the way it moves off the line.
It feels a teeny bit gutsier than the 75HP on part-throttle progress.
The spec sheet says the 90HP makes 20.4kgm of torque at 1750rpm (that’s 0.4kgm more at 250rpm lower than the 75HP).
However, you feel this torque kick in only when the engine is spinning closer to 2500rpm. It is when you floor it that you’ll discover a considerable amount of lag.
Wait a bit, let it spin to 2500rpm, and then, as the turbo kicks in, you’ll feel a bit more punch in the mid-range.
If you keep the engine boiling, it’s possible to make good progress.
It performs best when you upshift at around 4500rpm and stay above 2500rpm.

As you can see from the performance figures, the difference the 15bhp makes is when you drive flat out.
The 90HP gets to 100kph 1.4 seconds faster, and you’ll hit 120kph a huge 3.7sec earlier than the 75HP.
However, the in-gear acceleration times are virtually identical, making it hard to notice the power increase in everyday driving.
Also, the engine gets quite audible when revved hard.

Admittedly, the car we drove wasn’t in its final spec, and Fiat has been working hard to improve on the other aspects of the Punto – there’s improved dashboard trim, better fit and finish and a few more features on the way.
Fiat is also offering the sporty-looking red stitching we had on this Punto’s seats.

The 90HP will most likely be offered only in the top-of-the-line Emotion and Emotion Pack trim when it is launched in the second week of July this year, and it will be sold alongside the 75HP.
We expect it to cost around 15 percent more than its lesser cousin.

The Punto 90HP isn’t that much quicker than the 75HP in the city.
It is best on the highway where you’ll find the extra power complements the phenomenal ride and handling characteristics of the Punto.
With the extra power and the other improvements to the car, what you can look forward to is a more complete Punto.

The XUV500, designed and developed completely in-house, is a quantum leap forward by Mahindra & Mahindra.
It is M&M’s first serious attempt at developing a global product that would be as much at home in Melbourne as in Mumbai.
The price Mahindra is asking for it is definitely Mumbai though.
At Rs 11.95 lakh for this top-end 2WD W8 variant, it is shattering value.

Design & Engineering

With the XUV500, M&M has put design at the forefront to make an emphatic styling statement.
There’s no doubt the XUV500 does turn heads; it’s got a muscular stance, strong road presence and looks every bit a proper SUV.
Dominating the front-end styling is a traditional Mahindra seven-slat grille flanked by a pair of projector headlamps that widen their spread at parking speeds and work as cornering lights on tighter corners.
Daytime-running LEDs are part of the standard kit too. We especially like the rising window line and the blacked-out B-, C- and D-pillars which give the XUV500 a very modern look.
However, we feel the Mahindra designers went overboard with the detailing.
The faux air vents just below the headlights are too fussy and the oversized wheel arches are out of sync with the rest of the design and also make the wheels look small. This is further accentuated by the bulge in the beltline above the rear wheel arch.
The rear tail-light also feels a bit overdone with fussy detailing on the lens.
Underpinning the XUV500 is a monocoque chassis, a first for M&M, that nicely balances stiffness and weight within a long wheelbase.
The 4x4 XUV, which weighs 1865kg and is on par with the smaller Scorpio, could have been lighter.
But M&M didn’t want to compromise on chassis stiffness, especially since the very generous 2700mm wheelbase subjects it to greater torsional loads.
Weight has also been kept in check with the inclusion of elements like a plastic fuel tank and plastic fenders, and the use of high-tensile steel for over 30 percent of the body structure.
The XUV is equipped with MacPherson struts up front and a luxury car-like multi-link rear suspension.
It does not come with hardcore 4x4 kit like a low-range transfer case, but you do get hill-descent control and hill hold on top-end variants, and a differential lock on the AWD model for limited off-road use.
What is truly impressive is the manner in which M&M has packaged all the mechanicals to achieve a flat floor, making good use of passenger room.
In terms of safety, the XUV gets dual airbags as standard across the range with the top models additionally featuring ESP, rollover mitigation and curtain airbags.

Interiors

Occupants will have no trouble entering the XUV.
The doors open wide and the not-so-high floor means you don’t have to trek your way up to the seats.
But once inside, you’ll notice the plastics come in three different textures and the dash seems to be cramped with too many individual elements.
The instrument cluster, with chrome-ringed dials and circular centres, looks great, but is not that easy to read.
Other nice bits include smart, high-quality air-con vents that work well to direct air flow, the chunky steering that’s quite nice to hold, and the air-con and audio system dials on the centre console that have a high-quality feel.
However, the same can’t be said about the other buttons on the centre console, which feel like Scrabble tiles, and the fake wood finish looks tacky too.
Fit and finish could be better – there were a lot of inconsistent panel gaps and you get the feeling that everything isn’t as well screwed together as it should be.
The front seats come with generous bolstering and adjustable lumbar support and are incredibly supportive.
However, the cushioning is on the firm side. The steering column, which adjusts for rake and reach (in W8 trim), is still a tad too high, even at the lowest setting.
Middle-row seats have enough legroom for six-footers to stretch out, even with the front seat pushed back. The seats themselves are very generously cushioned and the flat floor makes this SUV one of the best for travelling three abreast. Third-row passengers don’t have it as good though; the leg- and kneeroom are severely limited and headroom is quite tight too. With all seats in place, there’s practically no luggage space. However, the last and middle rows do split and fold flat to convert the XUV into a serious load-lugger and the relatively low floor makes loading easy. In the cabin, there’s an abundance of storage space for knick-knacks.
The biggest plus point of the XUV is its phenomenal list of features.
The W8 variants get a colour touch-screen that displays GPS data, radio and AUX/USB settings and also doubles up as a DVD player.
There is voice activation too and the top variants also get a handy tyre-pressure sensor.
All models feature steering-mounted controls for the audio system, rain-sensing wipers, light-sensing headlights, parking sensors and even cruise control.

Performance & Economy

The XUV shares its 2.2-litre mHawk engine with the Scorpio, the key differences being the motor’s transverse placement to drive the front wheels via a transaxle.
The six-speed manual gearbox is mated to a dual-mass flywheel that minimises transmission rattle at low speeds.
Power jumps from 120bhp to 140bhp, thanks to a new ‘S-vane’ BorgWarner variable geometry turbocharger and a higher-pressure fuelling system.
These changes have also bumped up max torque to 32.63kgm available between 1600-2800rpm.
There is a hint of lag under 1500rpm at which point the turbo kicks in.
Thereafter, there’s a strong and pretty linear surge all the way to the 5000rpm redline.
Driveability is very impressive too, and overtaking slower cars is pretty effortless.
It sprints to 100kph in a brisk 12.34 seconds, 20-80kph in third gear is dispatched in 12.36sec and 40-100kph in fourth in 13.26sec.
The mHawk engine is one of the strengths of the XUV and the punch it delivers both in the city and on the highway is a good reason to buy it.
The short first and second gears make it quick off the line, while sixth gear allows you to cruise lazily all day long.
The transmission ’box feels notchy, especially when selecting second gear, and gears are difficult to engage without an extra push.
The clutch is quite heavy too and the release action pretty jerky, which makes driving smoothly in the city hard work.
The XUV500 scores well with fuel consumption figures returning 10.2kpl in the city and 14.3kpl on the highway.
The relatively low kerb weight, tall gearing and some clever engine tuning have made the XUV the most fuel-efficient vehicle in its class.
This only adds to its affordable and down-to-earth appeal.

Ride, handling & braking

M&M vehicles may not be the Gold Standard when talking ride quality, but the XUV is a serious step forward for the company.
Low-speed ride is pretty good, but sharper bumps can rattle the XUV, which crashes through potholes.
However, for the better part, the XUV’s ride is largely pliant.
Surface imperfections can catch the XUV out and it does get ruffled by the odd stretch of broken tarmac taken at speed.
There’s a fair amount of suspension movement on uneven surfaces and the ride is never flat or consistent.
Also, sharp edges and potholes can be felt and the suspension doesn’t isolate passengers as well as it should.
Handling is a marked improvement over the Scorpio but it is still a work in progress for M&M.
No doubt, the XUV is quite nimble and light on its feet, especially in town, and on the highway it tackles sweeping bends quite comfortably with the steering offering decent feedback.
The big problem is the way the front-wheel-drive XUV500 behaves under hard acceleration.
There’s a fair amount of torque steer when you floor the right pedal and on a loose surface, the steering kickback can be pretty vicious.
Powering out of tight corners, the weight transfer to the rear wheels make the XUV’s steering go a bit woozy.
Also, the 235/65-R17 tyres squeal without too much provocation and could do with more grip.
The XUV features disc brakes all around while ABS and EBD are standard across the range.
What is slightly disconcerting, though, is the slightly wooden feel of the brake pedal in the first few millimetres of travel.
But depress the brake pedal further down and you will realise the strong brakes are more than up to the task.

Verdict

Benchmark the XUV500 against the Scorpio and you will realise just how big a leap M&M has taken.
The design and styling are central to this SUV’s appeal, and though it may not suit all tastes, it’s undoubtedly distinctive and is sure to turn heads.
With the XUV, M&M has gone all out to pamper the customer like never before. The XUV500 has a fantastically spacious middle row and more equipment than you know what to do with.
Performance is class-leading too and that just adds to the feeling of power SUV owners crave for.
The XUV500 is not perfect though and nor is it quite world-class.
M&M still hasn’t fully sorted out the dynamics of its first front-wheel-drive car and interior quality is quite patchy too.
Hopefully, these issues will be sorted out with the 4x4 version which will come in a few months.
However, these concerns don’t seem to bother customers who have lapped up the XUV500 like no other SUV before it.
M&M’s order book is bursting and it’s not hard to see why.
With prices not significantly higher than comparable Scorpio models, the XUV500 is incredible value for money, which makes it a package that’s hard to resist.

Toyota has never made a low-cost car like the Etios before.
It is the cheapest car in Toyota’s universe and sets a new benchmark for affordability by the world’s biggest car company.

Toyota has played safe with the Etios’ looks.
The design and styling is well proportioned and balanced, thanks to the long wheelbase.
But the design doesn’t break any new ground.
The Etios grille is typically Toyota and the sharp curve gives it some character, along with the prominent creases on the bonnet.
However, the small lights look quite tame as does the front bumper with a pair of tiny fogs.
The side profile again looks pretty anonymous but the crease swooping up in the lower half of the doors is a terrific touch.
Also, the large 15-inch wheels, standard on the V and VX versions, seriously improve the Etios’ stance.
The rear is the least attractive bit and the vertical boot lid and large triangular lights bear some resemblance to the Logan.

If the exterior doesn’t bowl you over, the Etios’ interior certainly will.
There is not a shadow of a doubt that the Etios is the most comfortable car in its class.
The rear seats with their large squabs, perfect backrest angle and the right amount of cushioning are supremely comfortable.
If there is one criticism, it’s the flat design of the back seat which doesn’t have deep contours to hold you snugly.
But there’s a reason for that. The Etios is a genuine five-seater.
The rear seat is remarkably wide to easily accommodate three people but what makes it even better for the middle passenger is a near-flat floor tunnel which intrudes by only two inches into the cabin.

The front seats with just the perfect amount of padding are again the most comfortable we have sat in.
They are perfectly contoured to give the right amount of support to your lower back.
It’s not just the seats that are generous; the Etios has more space for luggage as well.
There is a massive 595-litre boot, seven full-sized cupholders and a 13-litre chilled glovebox which is the biggest we have seen.
The seats, however, don’t flip or fold.

The raised driving position is terrific.
However, taller drivers might have a problem as the steering wheel, even after adjustment, is a touch too low.
Outside visibility is simply excellent, thanks to the slim and tucked- back A-pillar and the centrally mounted instrument cluster doesn’t get in the way either like in the Indica Vista.

For the rear passengers, there is an extra vent in the centre which works really well.
Electronic climate control is not an option on any variant but you don’t really miss it.
What you do miss is power adjustment for the outside mirrors, which is not available as an option on any variant.

The top-of-the-line VX model gets bright red seat fabrics and a red gear knob to match.
It also gets a flat-bottom, leather-wrapped steering wheel which is great to grip, looks distinctive, and adds a sporty touch.
Interior quality is pretty good but clearly the Etios doesn’t have the richness or upmarket feel of the Vento or the City.
Plastic quality is about average and there are some signs of cost cutting like the flimsy sun visors and the single wiper.

Under the skin, the suspension has been tuned for Indian roads and there’s sufficient ground clearance to clear the worst potholes and speedbreakers.
Toyota engineers have managed to pare the Etios’ weight as this large mid-size saloon weighs a mere 930kg, an astonishing 80kg lighter than the Swift Dzire.

The Etios’s 1.5-litre motor comes with twin cams and four valves per cylinder but despite all that hardware to breathe better, it ends up producing just under 90bhp.
This figure may seem modest but when you factor in the favourable power-to-weight ratio, the Etios feels like it’s up there with some 100bhp saloons.
The Etios is quite quick off the line and it’s largely because of the gearing which is a touch short.
That’s because the Etios saloon shares the gearbox with the less powerful hatchback, which needs shorter gearing.
The broad torque spread of the engine also helps driveability and the Etios has a wonderfully linear power delivery, making it a very easy car to drive in town.

The gearshift too is quite slick but you won’t need to use it much as the Etios pulls away smartly from low revs.
Flat-out performance is more than adequate and the Etios always has a spring in its step and feels light on its toes.
In fact, the Etios’ low weight helped it achieve class-best fuel economy of 17.64kpl in the ARAI driving cycle.

Rev the 1.5-litre engine hard and it does get quite vocal and there’s a bit of road noise too.
The Etios has been set up to breeze through town rather than carve up a twisty road.
The steering is quite light and requires little effort but it’s not quick.
However, the tight turning circle and light weight give the Etios agility about town no other mid-sizer really has.
If there is a fault with the steering, it’s the dead zone around the straight-ahead position.
It’s not driving enthusiasts that the Etios is aimed at but the family man who wants comfort and practicality in a sensible, hassle-free package.
The Etios may not wow you with its looks but remember that it’s been designed and developed keeping Indian tastes and requirements in mind. Hence it blows away the competition in key areas like space and comfort, fuel efficiency and ease of driving.
The Etios is a car you can buy with your eyes shut because, like most Toyotas, you can’t really go wrong with it. Expect the Etios to be priced highly competitively in the region of Rs 5 to 7lakh to take on the Dzir

With the brilliant Kappa2 engine under the hood, the already superb i10 takes a big step forward and drives itself clean out of the reach of any of its nearest rivals

DESIGN AND ENGINEERING
In tune with the step up in performance are the aggressive looks.
The smiling front has gone under the knife and it now looks more mature.
The larger hexagonal grille mimics Hyundai’s family look, the new headlamps look classy and the front bumper now houses a larger air dam.

The outside rearview mirrors on the top-end variant come with integrated turn indicators and body coloured mouldings.
The rear bumper too comes with a body coloured rub strip as compared to the black-coloured one on the old i10.
The re-sculpted rear bumper also gets reflectors and parking sensors.
The design of the tail-lamps has been tweaked as well, giving it a more angular look.

INTERIOR

On the inside, the all-beige interiors are now replaced with a two-tone finish.
The dash now sports a dark grey colour and, thanks to the darker shade, it no longer reflects in the front windscreen on sunny days.
Otherwise, the design and layout of the cabin are similar to the outgoing car.
We like the way the interiors are still airy, comfortable, well detailed and solidly built.
Things like the silver finish on the centre console, top-notch switchgear and precise fit of plastic parts deliver a feel-good factor you wouldn’t expect in this segment.
Front seat comfort is good, with good overall support.
The rear seat is just right too with decent amount of space present.

PERFORMANCE AND ECONOMY

The key difference here is the variable valve timing which has given the 1.2-litre Kappa bigger lungs.
The upgraded engine produces the same 79bhp at 6000rpm and 11.4kgm at 4000rpm, which means it should feel the same, but a short stint behind the wheel will force a rethink.
The VTVT system means the Kappa2 feels like it makes more power lower in the powerband than the previous Kappa and this is instantly apparent.
It feels like a much larger capacity engine, almost like a 1.6-litre motor.
The i10 now jumps off the blocks with just an inch of throttle travel and the Kappa2  revs happily till its 6700rpm redline.
This phenomenal acceleration carries on unabated and incredibly, the i10 is quicker to 100kph than the Skoda Fabia 1.6! This makes the Kappa2 a sheer delight to drive not only in the city but also on the highway.
It’s a whole lot more refined than the old Kappa motor as well.
Where the Kappa motor would feel strained past 4500rpm, version 2 feels noticeably smoother.
That said, it doesn’t pull as cleanly to the top as, say, the Swift’s 1.2 K-series motor.
The Kappa2 obliterates the 0-100kph set by the Kappa motor, reaching the mark almost a second quicker — a good indicator of how fast this car really is.
The Kappa2 easily keeps up with highway traffic and doesn’t feel as if it is running out of breath.
Nevertheless, if you want more pace to overtake, all that is needed is a quick step down on the light-action, snappy gearbox.
In-gear acceleration is hugely improved as well, with the new i10 taking 14.09sec for 20-80kph and 23.22sec for 40-100kph, the tweaked gear ratios and the engine’s new-found responsiveness helping here.
The real good news is this extra performance hasn’t affected fuel efficiency.
We got an identical 11.7kpl and 16kpl for the city and highway cycles respectively. These figures are very impressive considering the amount of power on tap.

RIDE AND HANDLING

The tall 80 profile tyres are carried over onto this car as well, and bump absorption and ride quality are pretty decent.
Large craters do cause some crashing and it does get quite choppy over high speed bumps but otherwise most road irregularities are dealt with silently.
The overall stance, the positive feel from the electric steering system, and the confidence with which the i10 Kappa2 handles and corners also means that you can really have a blast driving this car.
That said, the i10 does suffer from relative lack of grip due to the narrow 155 section tyres and the added performance of the Kappa2 engine means you often feel the need for extra grip.