Rolls-Royce Phantom Coupé To Make Asian Debut At Auto China 2008




Goodwood - Rolls-Royce Motor Cars will unveil its new Phantom Coupé for the first time in the Asia Pacific region at the 10th Auto China 2008 Beijing, to be held at the New China International Exhibition Center, on Sunday, 20 April 2008.

The Coupé, the fourth new model from Rolls-Royce under BMW Group ownership, is the most driver-orientated model in the Phantom line-up. This two-door, four-seater model has already seen outstanding demand with this year’s production already sold.

A modern grand touring coupé in the finest tradition, this car is powered by the Phantom’s 6.75-litre V12, producing 460hp and 720Nm of torque making it the definitive choice for all-day, long distance driving. With its engine tuned for immense low down torque, the new Rolls-Royce effortlessly achieves the 0-100 km/h sprint in 5.8 seconds, and continues rapidly towards an electronically governed top speed of 250km/h.

Aston Martin DB7 Vantage



The Vantage name has been used by Aston Martin since 1950 to identify the highest performance model in a particular range. It was first introduced for the Aston Martin DB2. Since the DBS model in 1972 a Vantage derivative has included changes to the specification of the brakes, steering and suspension to match the improved performance. Now, a New Aston Martin Vantage has arrived on the scene, the DB7 Vantage , with a maximum speed in excess of 180 mph (290km/h) powered by a totally new, high technology 420 horsepower 6.0 litre V12

This new and additional model of the DB7 which has been designed and developed specifically to provide exceptional and outstanding levels of power and performance will accelerate to 60 mph (100km/h) in less than 5.0 seconds.

There is a choice of either a six speed close ratio manual transmission, which is unique to the Vantage DB7, or a five speed ZF automatic which permits the driver to select individual ratios through a floor mounted shift-lever or through the Touchtronic push button operated electronic control system. With the six speed transmission the DB7 Vantage has a maximum speed of 185mph (298km/h) while the automatic derivative has a governed maximum speed of 165mph (266km/h).

The DB7 Vantage, available in both Coupe and Volante body styles, is the first ever Aston Martin to be powered by a 12 cylinder engine and is being offered for sale to customers in 31 different countries throughout the world. The new 420 horsepower, 48 valve, all-alloy V12 engine delivers 400lbs ft of torque and is the first of a totally new generation of advanced technology Aston Martin power units which are already capable of exceeding the most stringent of current and projected emission standards. It incorporates the latest in Formula I technology and has been designed and developed in close cooperation with the Ford Research and Vehicle Technology Group and Cosworth Technology. Features include an engine oil/water heat exchanger to improve cooling efficiency and an ionised gas misfire detection system.

The 60¦ V12 Aston Martin engine, which is designed to operate at a maximum speed of 7000rpm, features four valves per cylinder, twin overhead camshafts for each bank of cylinders and a sophisticated Visteon electronic management system which has the capacity to process 1.6 million commands per second and monitors and controls fuel injection, ignition strategy, traction control, vehicle security, exhaust emissions and the engine's diagnostic system.

The Brembo brake system, with Teves four channel electronic anti-lock control, has ventilated cross drilled 355mm diameter discs at the front and 330mm diameter discs at the rear. It has been designed and tailored specifically to cater for the exceptional power and performance of the Vantage DB7. The distinctive new multi-spoke 18ins diameter aluminium alloy road wheels have been developed especially for the DB7 Vantage. There are 9ins width rims at the rear and 8ins rims at the front, equipped with ZR rated 265/35 Bridgestone SO2 tyres for the rear wheels and 245/40 SO2 tyres for the front.

The advanced traction control system monitors and analyses the performance of each individual road wheel on a continuing basis. In the event of wheel spin or slippage it will apply a correction within 64 milliseconds by reducing the power output of the engine and if necessary activating the rear brake system.

Both the front and rear suspension systems of the Vantage DB7 have been developed specifically for this new 185mph model to optimise the precise handling which is a feature of all DB7 models. At the front there are new upper and lower wishbones in conjunction with a new design vertical link, while there is an additional horizontal linkage incorporated in the independent rear suspension. New design Bilstein shock absorbers in conjunction with higher rate springs are included in both the front and rear suspension systems.

In order to accommodate the V12 engine and the new range of six speed manual and five speed automatic transmissions a new design underbody has been created for the DB7 Vantage. It includes a new front-end structure, an enlarged transmission tunnel and increased strength and torsional rigidity for the complete assembly. As with all other models of the Aston Martin DB7 the new Vantage model exceeds by a wide margin all present day crash test requirements.

Other notable design features include new and wider openings for the radiator air intakes with a new bright metal design grille. There are new front fog and turn indicator lamps reminiscent of the Project Endurance Racing Cars of the 1960s and a new high mounted rear stop lamp.

Within the luxurious interior there are new heated, Connolly hide upholstered front bucket seats with adjustable cushions, backrests and headrests together with new design instruments. The Alpine stereo radio cassette complements the large red separate engine start button which is mounted prominently in the centre console unit close to the analogue clock.

Every Aston Martin is produced individually to satisfy the precise needs and requirements of its future owner. Customers are provided with an infinite choice of body colour and upholstery schemes and there is the opportunity to specify alternative materials in place of the traditional wood veneers for the instrument, centre console and door panels.

Traction control, a multi-track CD player, air conditioning, electrically heated front seats, together with electrically heated rear screens and door mirrors, twin airbags and a fully adjustable steering column are available for all Aston Martin DB7s. In addition customers may specify features as diverse as satellite navigation, fitted luggage, an umbrella holder, parking sensors or an extended luggage area in place of the rear seat which can even be supplied with individual accommodation for the carriage of family pets.

Source:21st Century

2008 Volkswagen Tiguan - Fast Forward
Say hello to the Touareg's little brother
writer: Michael Febbo



First Drive
Volkswagen is trying hard to emphasize the duality of its new compact SUV. First, the name. Tiguan is a combination of tiger and iguana. Presumably, one represents a strong, fast, ruthless predator, while the other's natural habitat is desert, implying the ability to withstand harsh conditions.

For the European market at least, the Tiguan comes in two packages: one designed specifically for off-roading, the other for the everyday function of running from the school to the shops to soccer practice.

The Tiguan is a capable off-road vehicle. The all-wheel-drive system can slog through mud and sand without hesitation. Climbing 28-degree inclines is a cinch, while its descent control keeps it from careening out of control on the opposite side.

In the city, the Tiguan drives very much like a tall version of the Golf. The suspension displays typical VW characteristics. A firm ride and responsive steering adds some entertainment to driving. On winding country roads, it's stable and predictable. Dive, squat and body roll are all magnified by the higher center of gravity, but the motion is well controlled and never feels uncomfortable.

The Haldex 4Motion all-wheel-drive system is completely transparent. There is no binding or squealing tires as found in similar systems. The six-speed manual gearbox has a first gear low enough for off-roading and a sixth gear comfortable for highway cruising. This transmission can handle first gear as low as 1000 rpm without stalling, so it's easy to creep along at just under 5 mph, similar to a reduction box.

The interior is designed for maximum utility. Every seat except the driver's has a fold-flat option. Apparently, the designers used the longest box from IKEA as a benchmark for interior space. With the front passenger seat folded flat, there's just over eight feet of length available for cargo. For towing, the Tiguan has an ingenious hitch that pivots down from behind the bumper. It's completely hidden when not in use and deploys with the pull of a cable.

Possibly the most exciting aspects are the two engines tested: a 1.4-liter TSI engine-equipped with both a supercharger and a turbocharger-and the extremely impressive 2.0-liter TDI. The gasoline-powered TSI engine works surprisingly well in this fairly large platform. The car isn't fast, but certainly quick enough for its intended use.

The 2.0-liter turbodiesel is really impressive. Great torque at low revs, no smoke and it even sounds good. This is the future of engines for VW. With common rail direct injection and meeting new Euro-5 emissions standards, it provides similarperformance to a 2.0T while returning nearly 40 mpg. The redline is a couple thousand rpm less than the gasoline engine, but that doesn't detract from the driving.

The Tiguan takes the small SUV market to a whole new level in terms of quality and luxury. For those who insist on having an SUV, this is going to be one of the best choices. It's loaded with useful features, has huge amounts of space and provides the comfort required by mainstream SUV buyers who want a car's performance while desiring an SUV's utility and lifestyle statement.

2008 Volkswagen Tiguan (European spec)



Layout
Transverse front engine
Haldex all-wheel drive
Engine
2.0-liter twin super- and turbo-charged in-line four, gasoline
2.0-liter turbocharged in-line four, diesel
Transmission
Six-speed manual; optional six-speed automatic
Suspension
MacPherson strut (f)/four-link ®
Brakes
Four-wheel discs, ABS
Performance
TSI-gasoline
Peak Power:197 hp
Peak Torque:207 lb-ft
TDI-Diesel
Peak Power:167 hp
Peak Torque:258 lb-ft
Why we love it:
Great interior, phenomenal engines, good off-road ability
Why we don't:
People will buy this over a Jetta wagon with no intention of ever going off-road
The Price Tag:
$25,000 (est.)

Car plates fetch 9.8 mln dlrs in UAE auction

DUBAI (AFP) - An auction for 57 special car registration plates fetched some 9.8 million dollars Friday, with the double-digit plate 50 G being sold for some 926,000 dollars, WAM official news agency reported.

More than 300 bidders took part in the auction organised by Dubai's Roads and Transport Authority, which saw a fierce race to grab the few double-digit numbers on offer.

The registration number 23 G came second after going for 2.92 million dirhams (795,600 dollars), while the number 32 G was sold for 2.5 million dirhams (681,000 dollars).

Triple-digit plate number 700 F was sold for 1.3 million dirhams (354,000 dollars), while four-digit plate 8000 G got 690,000 dirhams (188,000 dollars).

Auctions for car registration plates have become a fashion in the oil-rich United Arab Emirates with auction organisations frequently netting millions of dollars.

In February, a wealthy Emirati splashed out a record 52.2 million dirhams (14.2 million dollars) on an Abu Dhabi registration plate bearing number "1". In May last year, another one spent more than five million dollars for the number "5".

Oil-producing Gulf states such as the UAE have seen their economies boom in recent years on the back of record-high crude prices.

Weber Sportcars Faster One: Swiss supercar eats Bugatti Veyron's lunch



If your neighbor swans around bragging about his 253mph Bugatti Veyron, then this Swiss supercar might be just what you need to wipe the smile off his face, because the world's got a new contender for the fastest road-legal car. The crudely-named "Faster One" from Weber Sports might not have the Bugatti's dashing good looks, but if you ever found enough straight road to give them both a gumboot full, the Faster One's claimed top speed of 260mph (420kmh) would see it crawl away from both the Veyron and the SSC Ultimate Aero. With only 900hp to the Veyron's 1001, the Faster One lives up to its name by virtue of its superior aerodynamics - which appear to have been achieved partially through a boisterous application of the ugly stick. The price of ultimate velocity? A little over US$1.5 million.
There is a school of design that expounds a philosophy that anything that is designed to perform its purpose to the absolute peak of efficiency is beautiful, and that anything designed primarily to be aesthetically pleasing is inherently ugly for the fact. If that thinking resonates with you, then you won't find this Swiss supercar as hard to look at as the average person might, because its unique looks are one of the key design features that make it the world's fastest road-legal automobile.
Super-smooth and slippery, every panel on the 115cm-high Weber Sportcars Faster One is designed for the perfect blend of crushing downforce and total directional stability when it's covering the length of a football pitch every second. The bonnet is flared over the wheels and dipped in the center, creating a v-shaped air wedge over the vehicle, and it slopes gently up to the flush-mounted windshield to press the front axle firmly down on the road. Even the windscreen wiper gets in on the aerodynamics, sitting vertically against the windshield at rest to present the smallest possible profile.
There are no door handles on the Faster One - they'd be just another thing to catch the breeze. A motorcycle journalist once mentioned he'd consistently get 1mph higher top-speed measurement if he took the knee sliders off his leathers, and he was going 120kmh slower than the Faster One is capable of. Instead of door handles, the Lambo-style switchblade doors tilt upwards at the press of a button. The underside of the car is finished with the same attention to aeros - perfectly smoothly, with a curved, venturi tunnel at the rear up to where the twin exhausts exit.
Like the Veyron, the Faster One features an electronically activated spoiler wing. When the gas pedal's down, it's angled to provide maximal downforce, but at very high speeds, it flicks up to a fully vertical position in a 20th of a second when the driver hits the brakes, providing a staggering 4,000 newtons of air braking without building any heat at all in the discs or tyres.
It's also an exceptionally light car, at 1100kg, which helps its incredible acceleration rate and power-to-weight ratio. The entire aluminum frame of the Faster One weighs only 65kg, and yet the torsional rigidity of the design is such that it flexes only 1 degree under a force of 30 metric tons. In order to perfect the weight distribution of the car, its fuel tank has been split into four and located around the vehicle.
Even with class-leading aerodynamics and ultra-low weight, a car needs a very special engine to get anywhere near 420kmh. In the Weber's case this means a 7.0 liter V8 with a dry-sump oil system and a belt-driven 1.0 bar supercharger for each of the two cylinder banks. It's fed through a custom-developed high performance injection system by Magneti Marelli, which offers a set of different injection mapping options accessible through buttons on the Playstation-style steering wheel.



The sequential six-speed paddle transmission sends the engine's 900-odd horsepower to all four wheels, with a custom all-wheel-drive system determining the power distribution for maximum traction. Up to 36% of the total power output can be sent to the front wheels, depending on conditions. The transmission is racecar-slick, with 50-millisecond shift times between gears - it's also been designed with durability in mind, which can't have been easy given the prodigious 1050 Nm of peak torque it has to deal with.
An active traction control system helps the Faster One destroy just about anything at the traffic lights; it hits 100kmh in 2.5 seconds, 200kmh in 6.6 seconds and 300kmh in just 16.2 seconds. Braking is almost as impressive - 12-piston calipers on four 380x34mm ceramic rotors, naturally with ABS, can bring the Faster One to a dead stop from 100kmh in just 30 meters. Then it's time to spoon your eyeballs back into their sockets.
The Weber won't be anywhere near as comfortable and refined as the Bugatti - and it cares not a whit, as evidenced by the fact that there's an option to throw out the leather trim seats for carbon-fibre competition benches with 6-point safety harnesses.
There's no practical need for a car like this. There's very little practical need for a roadcar that does a third of what the Faster One is capable of. And that's why machines like this need to be celebrated; they represent the same thing a Swiss watch does - sheer engineering perfection, sheer functional focus and the conquering of insurmountable technical and physical challenges, to hell with the price. And the Weber Sportcars Faster One certainly has a price: 1.6 million Swiss Francs, or just over US$1.5 million, which is a good US$300,000 more than a Veyron owner shells out.
If for nothing else, the Faster One deserves serious credit for making the Bugatti look like it has compromised top speed for its pretty looks.

Loz Blain

By Simon Rabinovitch

QUITO (Reuters) - An embarrassed daughter is a small price to pay for a cheap Chinese car.

That was Irma Cortez's thinking as she strolled through a sleek auto showroom in the Ecuadorian capital. A cleaning products saleswoman who needs a vehicle to reach clients, she was about to buy her first ever Chinese car, a small Changhe that cost 25 percent less than the competition. "My daughter is a business student and she told me not to go for a Chinese car because of the brand," the stout, middle-aged Cortez said. "I myself have some reservations about the quality but given my economic position it makes sense."

Chinese cars have been on Quito's roads for barely a year but they are fast becoming a force in the snaking lines of traffic that clog Ecuador's hilly capital.

China's auto makers have set their sights on becoming the next exporting powerhouse on the world's roads and they have made emerging markets, from Latin America to Russia, their proving ground.

They have reason to be satisfied so far: China sold 612,700 cars abroad last year, up nearly 80 percent, mostly in the developing world, according to the commerce ministry.

But like the Japanese and Korean car companies that went before them, Chinese firms are finding they have to win customers with cut-price deals before they can establish their names. "People don't know these cars. They just see they're Chinese and think that means they're bad," said Rafael Bader, a commercial director at Cinascar, the biggest importer of Chinese cars in Ecuador, Colombia and Venezuela. "Its a reality we have to confront."

Cinascar has tried to change the popular perception by waging a public relations campaign and offering extended warranties along with prices that are 20-25 percent cheaper than competitors.

The firm has been in Ecuador for only ten months and its numbers show that it has already catapulted into 11th place by units sold out of the country's 43 dealers.

QUALITY VS PRICE

Doubts about quality, though, are hard to shake.

The Changhe Ideal, the car Cortez was considering, had defects visible to the non-expert eye. The cars logo had seemingly been stuck on in haste and sat at an awkward angle; some paint had come off its body; and gaps between the side panels were clearly uneven.

To be fair, the Changhe was one of the cheapest on the lot. It is even hard to find a car that cheap in China as Chinese producers have generally kept their best cars at home, deliberately targeting the low end of foreign markets.

Safety concerns have dogged Chinese cars in their attempts to break into the United States and Europe. The latest in a string of crash test failures came last year with the Brilliance BS6, billed as a premium sedan at a budget price. "An ice cube stands a better chance of survival in the Sahara than the driver of a BS6 does in a severe front or side impact", Car and Driver magazine said on reviewing the test results.

Brilliance Auto, BMW's partner in China, went back to the drawing board after the embarrassment and the BS6 notched up three stars out of five in a later test, paving the way for its launch in Europe in the next few months.

Perhaps not surprisingly, Chinese automakers have had an easier time getting their wheels on the ground in developing countries where safety and emission standards tend to be lower.

But poorer countries offer more than just the path of least resistance; analysts say they also present a vast untapped market with enticing growth potential.

Sitting in Cinascars Quito office, the urbane Bader spreads out his arms to show what lies in wait for auto makers who can do things on the cheap. Up to now, cars have been out of reach for the 80 percent of Ecuadoreans who get by on low incomes, he said. "We are bringing opportunities for the maid who has dreamed of having a car but has had to travel on the bus," he said.

CHEAP CAR BATTLEFIELD

Chinese auto makers, though, are not the only ones trying to prise open the budget consumer segment in developing countries.

Indian motor company Tata unveiled the cheapest car in the market in January, the $2,500 Nano, dubbed the "Peoples Car".

Renault, Nissan and Hyundai are among those cooking up similar plans. Environmentalists have warned that a proliferation of low-cost vehicles, along with adding to road congestion, could spell disaster for efforts to rein in carbon emissions.

China already has a formidable presence at the lowest end of the auto market. The world's second cheapest car, for the time being, is the Chery QQ hatchback, though it is nearly twice as expensive as the Nano at $4,800.

But Chinese automakers are loath to get sucked too deeply into the pricing race to the bottom, a senior executive at Great Wall Motor, China's largest SUV maker, said.

Cost pressures mean that competing on price alone is not a viable long-term strategy, said the executive, who declined to be named as he is not authorised to speak to the media.

Shipping rates have soared over the past few years on a boom in seaborne trade, which in no small part has been driven by China's rise and rise as an economic power.

Another price push is the yuan's appreciation of more than 18 percent since mid-2005 when China depegged its currency from the U.S. dollar. "There won't be a sudden spike in Chinese car prices overseas, but an uptrend is inevitable with a stronger yuan and rising shipping rates," he said.

THE CHINESE ARE COMING

Cars are a major status symbols for Chinese consumers who are only too willing to shell out a little extra for a fancier vehicle, the Great Wall executive said.

That desire for a top-notch ride points to Chinese auto makers' deeper ambition: to take on American, German and Japanese manufacturers in their own backyard.

A record five Chinese firms showed off their wares at the Detroit auto show this year. Chinese automakers only began to display their cars at the prestigious industry fair in 2006.

Geely, one of China's most ambitious carmakers, plans to wait at least five years before entering the market in the United States because it says there is no room for missteps in one of the world's most competitive auto markets. "It could take years of brand-building before Chinese cars spell quality not just cheap prices," said Huang Zherui, a Shanghai-based analyst at CSM Worldwide, an international consultancy.

From his vantage at Cinascar's Ecuador headquarters, Bader rates their prospects more favorably. "Japanese carmakers took 30 years. Koreans took 10 years. China will take five," he said.

2008 Porsche Cayman S
by JACOB LINGEMAN



It's pricey, but the Porsche Cayman S is a blast to drive.

As-tested price: $67,080
Drivetrain: 3.4-liter H6; rwd, six-speed manual
Output: 295 hp @ 6250 rpm, 251 lb-ft @ 4400-6000 rpm
Curb weight: 2976 lb
Fuel economy (EPA/AW): 21/21.6 mpg
Options: Preferred package including wheel caps with colored crest, self-dimming mirrors, premium sound, heated seats, floor mats ($2,190); PASM ($1,990); bixenon headlights ($1,090); sport chrono package ($960); automatic climate control ($550); seatbelts, speed yellow ($340)

OUR TAKE: The Cayman's price point--as it has been since day one--is bizarre, driven by marketing that says, "We don't want to sell a car that's cheaper than a Boxster." So buyers face the interesting situation of two versions of a car where the convertible is actually less expensive than the coupe. Yes, yes, Porsche will tell you that the Cayman is not identical to the Boxster under its skin, but virtually anyone who looks at the two cars will feel that the two are essentially the same.



But if you aren't concerned with the price, the Cayman S is one of the best, most fun-to-drive cars for the street. Say hello to perfect balance, steering so sharp and accurate that it feels as though you could use it to perform cataract surgery and that sweet-sounding flat-six engine that could come only from Porsche. And the body design is one of the market's most appealing, a timeless classic like so many Porsches before it.

What stands out every time we drive this car is that the Cayman is quick but not overwhelmingly fast. In fact, its 295 horses feel just about right for a road car that tempts you to drive it hard, and this car's great handling certainly does tempt you.

Renault Megane Coupe concept
by James Foxall




Renault design this century hasn't exactly met with universal approval. The Vel Satis, though radical, was largely unloved. The Avantime lasted only a couple of years in production. And even the company's own employees admit the current Megane is a polarizing design: you either love it or hate it.

So the next version of the Megane doesn't just have to take on traditional rivals such as the Ford Focus, Vauxhall/Opel Astra and Volkswagen Golf. It has to repair Renault's battered image too. It's crucial to Renault's fortunes in the mass market in more ways than one. The Megane Coupe Concept is a first look at that car.



As with the current Megane, the new model will be available in several body shapes: a small MPV, an estate, a five-door hatch and a three-door version designed to appeal to sportscar fans and rival the new Volkswagen Scirocco. This gives us more than a few hints as to what the latter car will look like. Indeed, according to Francois Leboine, the man responsible for its exterior design, this car is very indicative of the production model that's to be unveiled this September at the Paris Motor Show. "A couple of things will change," he says. "The proportions will be slightly different but the graphics will be largely the same." That means the sporty high shoulder will remain, as will the narrow DLO.

The front of the finished model will be pretty much as the concept too. Unlike the latest Laguna, which has been derided for the 'goggle eyed' appearance of its headlamps, the front lights of this concept are in proportion. The hood also appears to have had more thought put into it than the Laguna's boring affair and the step up from the front fenders successfully disguises the added volume needed to pass strict pedestrian impact legislation.



The rear, while bearing a family resemblance to the current Megane, is cleaner and the light play off the convex curve of the rear prow less complicated. The recessed rear lights however, although stunning, won't make it to the production car. Neither will the doors. These are called 'dragonfly' because the glass separates from the door section to resemble an insect's wings when they open. Although too impractical (and expensive) to make production, these electric powered openers don't just look stunning, they make getting into both front and rear seats as easy as a conventional gullwing door would.

Once there, the cockpit has a minimal feel to it. The red lacquered carbon fiber of the seat shells, dash and center console give it a look of a designer kitchen: oozing quality but somehow not particularly soulful. The minimal buttons on the center console are flush with the dash because they're touch sensitive. And there's a single dial ahead of the driver. This incorporates a regular analogue speedometer with a digital unit within. The rev counter is a vertical dial attached to its left; a dial for the radio is to its right.



Starting the Megane Coupe Concept is simple. You unlock it with a Samsung mobile phone, slot this into the dash, press the center console mounted start/stop button and the two-liter turbo fires. The engine sounds gruff because that's because this car is essentially a design concept with no sound deadening. However, you sit low, feeling nicely cocooned in the nubuck covered seats as you would in a sportscar and the overall feeling is that you're in a true driver's car. The manual six-speed gearbox feels tight and snappy and the controls are very direct. It's impossible to say if the engine was pumping out the stated 200bhp in our test drive but around the sweeps of the CERAM test track in northern France it felt responsive and eager, turning into corners sharply and with minimal body roll.

Only the crashy ride proved a let-down from inside the car. But this will be worked on. And with a silhouette universally regarded as looking spot on for a three-door derivative of a new Megane, the Coupe Concept seems to prove that Renault's designers have indeed rediscovered their Mojo.

Lamborghini Countach

Variant Coupe
Engine 5167cc mid mounted
Year 1974 - 1990
Power 425 bhp @ 8000 rpm


Few manly cars have a silhouette you’d recognize immediately. Of those few, there’s arguably none more unique than the Countach. If a poster of this manly car wasn’t on your bedroom wall when you were younger, something had to be amiss. If this manly car didn’t stir the testosterone pot, you were probably devoid of a pulse. To this day, the Countach is an uncompromising, temperamental brute with a “screw you” attitude. You’d better do everything just right when you’re stuffed behind the wheel, or things could get very ugly very quickly. Somewhere along the way, you realize the bull in the emblem is apt, and you’re just the matador with a fine line of uncertain control.

Baby you can fly my car



The world is in collective shock at the news that Paul McCartney's gloriously green new LS600h - a gift from Lexus, no less - was flown some 7,000 miles from Japan to the UK, generating the same amount of CO2 as driving the hybrid limo six times around the world. You'll have spotted the hypocrisy here.
Sir Paul, it must be noted, is said to know nothing of the method of delivery.
"Paul was offered a Lexus as a gift and ordered the hybrid limo because it helps to reduce emissions," a source told the Daily Mirror.
"He'll be horrified after learning it was delivered by plane. Paul has always campaigned for green issues and he can't understand why anyone would send an enormous car from Japan to Britain on a plane."
Nonetheless, Sir Paul, we have to ask: with your evident green concern, might you not have turned down Lexus's kind offer of a free car and perhaps opted for something a bit smaller, greener and local? A nice British-built diesel Qashqai, perhaps?
Then again, if you use the LS to mow down that pesky giant cow, you'll probably even out your carbon footprint...