A ducktail spoiler, 20-inch wheels and more air ducts and scoops than an air-conditioned Monaco apartment… Is this the new Jaguar XKR-R? Our spies caught this prototype being piloted around the Nurburgring by Jag’s chassis specialists earlier today, leading to speculation that it could be the much-rumoured high-performance R version under development.

However, closer inspection reveals this is the XKR-S - the fastest Jaguar since the XJ220, with a derestricted top speed of 174mph. It’s a fettled and honed special edition version of the XKR that arrives in dealers in summer 2008. Only 200 will be built, all in coupe bodystyle. This car is a prototype undergoing final evaluation ahead of launch.

What’s new on the XKR-S?

The engine is untouched from the regular car, but they’ve kindly removed the 155mph limiter. How nice of them. That 420bhp 4.2 V8 will whisk you, your partner and two short friends or family members to 60mph in 4.9 seconds. Best not mention the 294g/km CO2 rating, though…

The special-edition XKR-S is distinguished from lesser XKs by - for Jaguar - the mother of all body kits, visible on this development car. There’s a new front splitter, a smattering of wire mesh, wider sidesills, that distinctive kicked-up tail spoiler and a new rear bumper and diffuser pack to improve the aero. Gigantic 20-inch rims complete the exterior makeover. Although this prototype is a light blue silver, production cars (as seen at the 2008 Geneva motor show) will all be in black metallic.

Jag is pitching the XKR-S as a gentleman’s GT: the sort of car that can be used every day, but also on long trips to the south of France or even the occasional track day. That’s why there are new springs, dampers and anti-roll bars, and the CATS chassis system is recalibrated.

This isn’t just an everyday special edition, though. We can’t help noticing that the XKR-S prepares the way for next year’s XKR-R.

The XKR-R will be seen in the middle of 2009 and will be the hardest, fastest Jaguar to date. Bearing in mind the S model pictured here will cost the thick end of £80k, don’t expect much change from £90k for the R.

It will herald the arrival of Jaguar/Land Rover’s new 5.0-litre V8 complete with direct-injection to lower CO2 and raise mpg. But in the XKR-R, it will feature supercharging to place the emphasis firmly on power: we hear this top XK will muster a substantial 500bhp.

It’s a significant engine this - we’ll also see it in the XF-R, the sportiest version of Jaguar’s new executive saloon. Naturally, the R mechanical spec will be accompanied by a suitably discrete but sporting body makeover; take the cues from this XKR-S and magnify, we hear.

The XK by numbers

Jaguar sells between 10-12,000 XKs a year and reports a richer sales mix of coupes in this generation of XK. ‘This is more of a sports coupe than the previous XK,’ said a spokesman. ‘That sold around 70:30 in favour of the convertible, especially in the US, whereas the new model is closer to 50:50.’

This is Mazda’s new 2009 MX-5 – and in a world exclusive, CAR has driven the facelifted MX-5 seven months ahead of its UK debut to bring you the first road test of what is still the world’s most popular sports car. The news is all good…

The facelifted Mazda MX-5 looks pretty much the same. What’s new?

Visually, the roadster’s petite styling has been given a small but useful dose of aggression by that new five-point lower air intake, which aligns the MX-5 with Mazda’s recent 2, 6 and current RX-8. Those rakish front foglamp housings and new bumper also beef up the new MX-5’s visage, as do the more prominent side-skirts.

At the rear there’s a new bumper and more prominent taillights. The individual changes may be minor but collectively they effectively update Moray Callum’s original design with an added dash of brio.

And inside the MX-5?

Again, it’s a raft of minor tweaks to the cosy two-seater cabin. The dials are new, as are the grippier seats – thank you, Recaro – the climate control dials are now silvered, the shiny black strip running through the dash is now a matt silver, the Bose stereo is now even more powerful and the hugely annoying door-mounted cup holders that dug into your knee no matter what driving position you adopted have been ditched.

Oh, and more effective insulation means the Coupe version – the one with the folding metal roof – is now a little quieter than before.

What about the new MX-5’s oily bits – any changes?

Having created one of the world’s best-handling cars Mazda’s engineers didn’t muck about too much with the MX-5’s perfect 50:50 weight balance, chatty steering and talented chassis. Modifying the ball joints in the front knuckles has lowered the suspension’s roll centre by 26mm for enhanced steering feel and agility.

The six-speed manual transmission has also been revised for shorter and more precise throws, and a six-speed automatic joins the line-up – although no decision has been taken on this for the UK market.

Biggest news is a thorough overhaul of the top 2.0-litre engine. Power and torque remain the same (160bhp and 130lb ft) but fitting a forged crankshaft, floating pistons and new valvegear means peak power climbs from 6700rpm to 7000rpm and the redline jumps by 500rpm to 7500rpm. The intake and exhaust acoustics have also been enhanced for a more engaging roof-down soundtrack.

Hmm – hardly groundbreaking changes…

True, but what hasn’t changed is the way the Mazda MX-5 rides and handles – and that’s a very good thing because it’s a still a superb dynamic package. Every driver input results in an immediate response – there’s no slack or delay.

The little Mazda is never anything but razor-sharp and alert. We drove the 2.0-litre MX-5 with five-speed manual transmission – and it’s a cracker. It changes direction in that inertia-free way that only lightweight cars with perfect balance can. Pour it along a winding road and you can sew the corners together with grin-inducing precision.

The front suspension tweaks mean the nose is now even keener to peel into corners and the chatty steering and sparkling chassis work hand in glove to keep you constantly informed about under-tyre conditions. Factor in compliant suspension, excellent body control, a wonderfully mechanical short-throw gearshift action and powerful brakes and you have a car that feels more alive at 30mph than most sports cars do at 100mph.

I’ve always been put off by the Mazda MX-5’s slightly effete image…

True, the MX-5 is no fire-breathing tyre smoker, and if you’re more concerned about hairy-chested posturing than agility and purity, this Mazda is not for you. But what it lacks in outright grunt it more than makes up for with impeccable poise and balance that lets you exploit more of its modest power more of the time.

Driving an MX-5 cross-country really is an exercise in momentum; despite its average power figures, you can reel in other far more exotic, powerful and expensive machinery. It’s a giant-slayer in the true sense of the word – not to mention one of the easiest cars to live with.

The MX-5’s roof is a doddle to raise or lower from the driver’s seat, the boot is decently sized and there’s decent onboard storage space. So forget about its lack of visual aggression and revel in its outright willingness and enthusiasm. It’s hasn’t been the world’s best-selling roadster for 20 years for nothing, you know…

Verdict

Mazda’s mid-life update has subtly enhanced the MX-5’s outright appeal – and should help boost sales in 2009. Despite finding itself in a market of one – we’re discounting the new-but-old MG TF and the plain old MR2 – MX-5 sales in 2008 have been steady rather than strong as anticipated.

This year’s combination of credit crunch, lousy summer weather and the growth of hatch-based coupe-convertibles has seen sales drop from 9238 in 2007 to an anticipated 6000 at the end of 2008. This mid-life facelift should be a useful sales pick-me-up.

We like the MX-5 a great deal. Its dynamism and integrity (not to mention reliability and value for money) means it swings with a punch that’s well above its weight. It’s still the best car that Mazda makes.

The Chevrolet Aveo might sound like a new model, and even looks like it at first glance. But the Aveo is really a facelifted Kalos, and the name is taken from the booted saloon version that was sold elsewhere. Now it applies to the whole family of small Chevrolets, the five-door version of which arrives in Britain in April, with a new three-door following a month later.

Is there still any Daewoo in this?

Well, the Kalos was launched back in 2002 as a Daewoo, and took on the Chevy name when GM took full control and rebranded the whole range. Mechanically and structurally, this car is the same but decorated with a new, faintly Audi-esque front end and new tail lamps. The interior has been refreshed too, with a new facia and door trims though Audi will be the last name on your mind in here. Of greater importance is that this car is the first Chevrolet to be built in Europe, with a new plant coming on stream in Poland.

Isn’t the Aveo getting on a bit already?

When the Kalos was launched, it was basically sound but not state of the art. The Aveo really doesn’t move the game on. There’s a slight air of Ford Fiesta about it: it looks a bit dated now, the interior trim is hardwearing rather than stylish and it feels small inside. But the Fiesta is about to be replaced by an all-new model, and even the outgoing version is a real hoot to drive. Sadly the Aveo is not.

Tell us more…

There’s nothing fundamentally wrong with the way the Aveo goes about its business, it’s just that being adequate isn’t good enough. The 1.2-litre engine is actually quite punchy, whether you’re punting around town or thrashing along a motorway – and thrashing is the operative word, because it’s not particularly quiet or sweet.

You’ll get round bends without too much drama but there’s nothing here to really entertain you. Even the gearshift is obstructive and the ride is firm.

On the plus side, it feels solidly built and rattle-free, and the dashboard layout is ergonomically sound. Shame there isn’t reach adjustment for the steering wheel so the driving position could be good enough to match.

Verdict

Chevy is going through a boom at the moment. Last year was its biggest yet in the UK, with Kalos sales up 33 percent over 2006 to 4926, out of 18,356 altogether. So it’s growing, but it’s still a niche player. In Eastern Europe it’s another story, with brand growth of 63.4 percent in 2007 - Chevrolet is the biggest-selling non-domestic brand in Russia.

Cars such as the Aveo will ensure Chevrolet remains a niche player in Britain because, with a starting price expected to be around £7500, there’s an awful lot of more compelling competition elsewhere - you can buy the more talented and charming Fiat Panda 1.2 for similar money. The Aveo isn’t a bad car, it’s just not a great one, but it isn’t worth that kind of outlay.

The Chevrolet Epica probably isn’t a car review you’ve been waiting for, but the real appeal lies in what dealers stick to the windscreen: £13,595. A typo? No, a price that buys you a base Epica. Really. A car longer than a Porsche Cayenne – and one with a straight-six petrol engine under the broad, commanding hood. Yes, just like BMW uses. Only here, mounted transversely, and driving the front wheels. This is clever packaging that proves the Epica has been properly engineered.

And now we’ve road tested it we’ve found there’s more to the Epica than meets the eye. Honestly. Take the styling. Yes, unadventurous three-box lines scream ‘box’. But deep, clean sides and a taut windowline make it more ‘Euro’ than most Korean rivals, while the quality, lustrous paint is superb.

Sounds interesting. Tell me more about the Chevrolet Epica…

There’s also multi-link rear suspension and a common-rail diesel that’s both more powerful and more economical than the petrol. Even interior plastics, while clearly priced down to a budget, hide their cost with a low-sheen finish. Build quality appears reasonable on first acquaintance, too.

Things seem good, particularly as the kit is epic (sorry). The base LS has part leather, air-con and six airbags. The LT adds climate control, ESP and full leather, heated up front. Shame the dash design is blocky, and heather controls set low beneath a Saab-alike stereo.

Bigger than a Cayenne you say? Is the Epica huge inside?

The Epica has an expectedly vast boot, but ample rear knee room is compromised by tight foot space and a slightly low bench. The exact opposite up front counters this – it’s simply cavernous. As does the lurch when chucked into the first corner and it’s compounded by woolly steering. Body lean, a weird response at the rear end, a dominant self-centering effect to the steering, and a distinct squirm under power. At least the ride is loping, and surprisingly well damped.

What about this fancy straight-six engine?

At least the engine is nice. A straight-six hum is so much nicer than a V6. This is exceptionally refined for a £13k car, and the classy throb as you pull away feels expensive. There’s even a BMW-like mid-range warble. It’s not anything like as fast as the snappy throttle makes it feel, and torque is inevitably not overflowing, but it’s nevertheless lovely to operate. Certainly classier than £13k suggests.

Surprisingly, the diesel, £1k more, is fairly sweet and refined, too. It demands a floored throttle and a pause while power is delivered, but is again better than you might fear from a European car wearing a Chevrolet badge. It’s faster than the petrol (while doing 46mpg, rather than 34).

Verdict

So would we recommend the Epica? We were certainly surprised by this Korean saloon. It won’t exactly blow Mondeo drivers away, but it offers a little quirkiness and interior comfort that we admire.

It’s not a good car by any stretch of the imagination, but it is intriguing. Just the way we like cars at CAR.

Vauxhall has revived the boy racer’s machine of choice. But rather than Nova SR, it’s now called Corsa SRi, and you can even get a diesel. But we’ve got the turbocharged car on test, with a detuned version of the Corsa VXR’s engine. Just think, in eight years times the streets will be lined with lots of white SRis.

Hang on, I’m getting confused. Doesn’t Vauxhall already have the sporty Corsa market covered with the SXi and VXR?

Indeed it does. But why, if you’re modelling yourself as a youthful, sporty, BTCC title-winning manufacturer, settle for just two racy versions of your best-selling hatch, when you can retail three? It works thus: SXi, with its double-digit bhp engines, is for newbies, and for Vauxhall to offer with free insurance. You can get a 1.2 SXi, which jsut isn’t boy racer enough. The VXR, in contrast, is the uncompromised 189bhp nutter. But what about the gap in the middle?

Enter the SRi, with a detuned 147bhp 1.6-litre turbo from the VXR, or a 123bhp 1.7-litre turbodiesel. With lots of the VXR’s styling kudos, it certainly looks the part. Yet, in as-tested petrol guise, costs £13,625. If the VXR is the GTE of today, this is the Nova SR incarnate.

It’s £2k cheaper than a VXR – what’s the difference?

Apart from 42bhp, this car lacks the VXR’s muscular bumpers, central-exit exhaust (which burbles deliciously), mesh detailing and wing mirrors as cool as a BMW M car. The SRi has impact, but you won’t be mistaking the two. It also misses the VXR’s (brilliant) Recaro clamshells, flat-bottomed steering wheel and bespoke dials. And, mechanically, it doesn’t quite get the wealth of detail changes, nor the input from Lotus on damper tuning.

But Vauxhall is responding to spiralling teenage pregnancies, though. Unlike the VXR, you can the SRi with five doors as well as three.

I remember the Nova had those alarming tartan-check seats…

And so the Corsa continues the trend for garish upholstery, with dimpled black fabric edged with red bolsters. Matching the part red leather steering wheel. And… wait for it… red seatbelts! It really is the ‘80s all over again, albeit without the incessant trim rattles, thanks to Germanic interior quality. Alas, in the ‘80s, cars generally didn’t come with air-con and, unless you spend an extra £500, neither does the Corsa SRi. Unacceptable on a £13.5k car today.

But is it quick?

Yes – the 1.6 hits 60mph in just 7.6 seconds. It also does 130mph: expect to see teenagers defending some awe-inspiring speeds in courts come 2016. But it’s the 154lb ft of torque, yours from 1850-5000rpm, that really gives this car its muscle. Reactive to the throttle, it feels powerful and responsive in any of the six gears, and is plain fast over 5000rpm.

The noise, without the VXR’s exhaust, is rather throbby but plain. Nevermind, because this is one effortlessly quick Corsa. Well, save for the effort through your wrists as you counter wheel squirm under power.

But if rusty rear wheelarches didn’t do it for the Nova, corners would.

How things have moved on. The VXR has proven Vauxhall’s dynamics engineers have really upped their game, so you expect plenty from the SRi (fitted with standard ESP; parents will rejoice). Riding on 215/45 17-inch tyres, it’s 18mm lower at the front, 15mm at the rear, suitably stiffer and said to have variable-rate electric PAS. But that’s over-light and grey on turn-in, so maybe it should vary some more.

And while, as in the VXR, you can feel the rear end pointing you confidently in corners, aiding agile turn-in, it lacks that car’s repertoire. Springs and dampers just don’t seem to have the same cohesiveness; the ride is irritably firm, yet you’re aware of some roll on turn-in. Furthermore, sharpness is something you’re aware of, rather than truly sense. It’s nimble, chuckable and very able, but just a bit 2D.

Are the streets are going to be flooded with turbo SRis?

Well, we’ve spotted an interesting conundrum. Petrol? Insurance group 13. Prohibitive. Fuel consumption of 35.8mpg? Thirsty (and possibly optimistic, judging by how the tank emptied on our test run). Typical Vauxhall, they’ve almost made it too fast: what price a cheaper non-turbo 1.6?

There’s always the diesel, though. It’s £610 more, but group seven insurance and 23.1 more miles to each gallon are ample compensation. And, with 206lb ft, it’s more thrusting than 123bhp and 60mph in 9.3 seconds make it sound. Sign of the times: if the SRi is going to sell well, it could well be in diesel guise.

Verdict

The SRi really is a true old-school Vauxhall hot hatch: very fast for the money, but more fun in a straight line than it is through corners. It doesn’t usurp the skilled VXR but is more exciting than a 207 THP GT or SEAT Ibiza FR. It also feels grown up, from the quality cabin to the striking yet substantial looks. Worth a punt if you’re not quite ready to grow up yet.

Gone is the felled phonebox look of the old Agila. Here is the newest, smallest member of Vauxhall’s ‘monocab’ family, slotting below the Meriva and Zafira and offering a budget-conscious, utility-focused baby sibling to the Corsa. But haven’t we seen it before?

I thought the Agila looked familiar…

Certainly does. That’s because the new Agila is really a rebadged Suzuki Splash. Sheet metal changes are limited to the re-profiled bonnet, plus there are different bumpers and lamps front and rear. It’s basically the same inside too, although the Vauxhall gains brighter plastic hues for the dashboard – extremely bright in the case of CAR’s blue test car.

And under the bonnet?

Vauxhall is claiming two brand new powertrains for the Agila and, fair enough, the 1.0-litre three cylinder and the 1.2-litre four are new to Vauxhall. Yep, you guessed it, they’re Suzuki engines, competitive in terms of power output (64bhp and 85bhp respectively) and CO2 – especially the 1.0, at 120g/km.

The 1.3 CDTi matches it for emissions, and that’s the familiar 74bhp diesel engine from the Corsa and Meriva. But diesel-powered city-cars make little sense in Britain, and the 1.2 petrol (131g/km) is expected to be the biggest seller. Vauxhall charges a £1600 premium for burning oil, which would take quite a few miles to pay off at 62.8mpg, when the 1.2 manages 51.4mpg. The thrifty 1.0-litre splits the two on fuel efficiency at 56.5mpg.

Why is Vauxhall’s baby so tall?

The Splash is based on the Suzuki Swift, and is marketed as a mini-MPV alternative to the supermini. Vauxhall already has the Meriva to do that job, the next generation of which will grow and become more sophisticated. So Vauxhall takes on the likes of the C1/107/Aygo trio with a more spacious proposition. If you really want to pinpoint a rival, think Fiat Panda.

So it’s roomy then?

The Agila uses its height to its advantage by seating its occupants upright. It’s a full 50mm taller than the Panda and a useful 200mm longer too, so you’re getting a lot of metal for your money.

Yet, while Vauxhall is keen to call the Agila a proper five-seater, the reality is that it’s comfortable only for four adults if they’re reasonably slim and an inch or two less than six feet tall. The large rear doors make getting in and out of the back easy though, so it’s perfect for school runs.

A single action drops the rear seat, making for a flat load floor, but the seat base collapses rather than tipping, so there’s no bulkhead to ensure your goods don’t pile forward when you brake. In van mode there’s 1050 litres of space – nearly 200 litres more than the Panda. Seats up, it’s much closer (225 versus 206) – enough for schoolbags or a supermarket run.

Enough of practicality. Is it fun?

The interior will certainly brighten your mood, thanks to its vivid colour schemes, and the 1.2 four cylinder responds with an eager thrum when you gun it. Acceleration at town speeds is quite nippy and the gearbox is light in action but not so slick you’d swap cogs for fun. The steering is a similar story: undemanding, consistent but devoid of real feedback.

Through corners, the Agila rolls less than you might expect and it’s basically competent, if boring for enthusiasts. The ride is mostly buoyant, only becoming crashy over seriously broken surfaces. The rest of the time it’s unobtrusive but not standard-setting, though far more comfortable than the Aygo.

Vauxhall is keen to stress that the new Agila isn’t just a city-car. It’s certainly a more serious proposition out of town than the original, able to cruise at motorway speeds without a great deal of fuss, though you’ll be dropping to fourth if the gradient gets steep. Think of it as a decent cross-county traveller, rather than cross-country.

What about finish?

You won’t find a single stretch of finger-friendly plastic in the Agila, but nor would you expect to. It’s all hardgrained yet feels tough enough to cope with everyday family life. Even 1.0-litre base models come equipped with ABS, power steering and a CD player. The mid-range Club gets a funky Smart-style pod-mounted tachometer, electric windows, mirrors and central locking (and all three engine options); top Design models offer air-con and alloys too. £1000 buys an auto-box for 1.2s.

Verdict

Vauxhall’s gone for spaciousness to compel Agila buyers, and it certainly feels like a much more mature (if less original) proposition than the C1/107/Aygo clan if you regularly carry passengers. The £7595 1.0-litre base model is excellent value for volume with a mainstream badge, but its lack of power might rule it out as anything other than a city-car.

The top-spec test car is listed at £9595, still decent value considering its equipment spec, but it’s £800 more than a Fiat Panda Eleganza 1.2. It’s more spacious than the Panda though, which means that the real competition is rather more insidious: the equivalent Suzuki Splash is expected to undercut the Agila by £500.

What’s the best multi-purpose vehicle on sale today? You’ll struggle to find a better one than the Land Rover Discovery - an amazing jack of all trades, if ever we’ve seen one. It can go almost anywhere. It can carry seven full-sized adults in absolute comfort. It’s family friendly, loves motorway journeys and, in diesel spec, is even vaguely sensible.

Yes, ok, so it weighs a frankly astonishing 2.7 tonnes (even Volkswagen’s V10-engined Touareg only tips the scales at 2602kg) and the tide is turning against lumbering, big SUVs. But is this fair? We thought it was time to reappraise the Discovery and its ilk.

It’s hardly new. Why are you only driving the Land Rover Discovery now?

CAR Online launched in summer 2006, which means we missed out on the Disco’s original launch. With new engines and other tweaks coming next year it seems the right time to revisit a vehicle that is a true favourite in the CAR office. (We’re planning to plug some of the gaps in our first drives over the coming months, so look out for more retrospective first drives.)

Based on the same sturdy underpinnings as the Range Rover Sport, the Discovery offers a more traditional take on the Land Rover experience than the new-age flashiness of its brother. It’s still vast, though, with plenty of space for seven.

Surely the Land Rover Discovery is too big for British roads?

The Disco certainly feels better suited to US roads than our more congested European streets. At 4835mm long and 2009mm wide it’s actually shorter than an Audi Q7 (5086mm) but wider (1983mm), and only slightly smaller than its big brother the Range Rover. The height also means you’re always instinctively ducking when going into multi-storey car parks.

But the Discovery never feels too intimidating to drive. Of course, the Disco feels big but the chunky, angular styling means you always know where the extremities are. The styling of an X5 might disguise its size, but it also hides where the bumpers are. Driving the Discovery around town is like driving an enormous Smart car.

So you know where the edges are, but surely it still handles like a 2.7-tonne 4×4?

Of course. Unlike a BMW X5, Porsche Cayenne, or even the Range Rover Sport, the Discovery isn’t meant for hot hatch baiting. Negotiate a roundabout with any vigour and it rolls, especially as the lack of any weight through the wheel means you take a few stabs at getting your line through a corner right. But relax and drive it like it’s a 2.7-tonne 4×4 and you’ll be amazed at what it can do.

The Discovery grips and hangs on gamely although you’re always aware of the huge masses at play. At least its heft crushes all bumps in the road. The thick sidewalls of the 19-inch tyres (dwarfed by the car’s height) soak up almost everything else. Only the biggest undulations can leave the Discovery floating along.

How does the engine cope with all that weight?

Surprisingly well. The same 2.7-litre V6 finds work in the Jaguar XF, which we criticised for feeling slow. Take away one turbocharger and add 947kg and it was never going to be fast. But the Disco’s bigger turbo means more low down torque. Compared to the Jag’s 207bhp and 320bhp it has 188bhp and 324lb ft at a low 1900rpm.

The Discovery is sprightly enough coming out of junctions, and goes well up to about 45mph. But at higher speeds, it accelerates with all the vigour of an old double-decker bus. Overtaking is a real worry, and you can feel the engine working hard against 2718kg and a frontal area the size of a small house.

Just make sure you plan ahead - whether it’s to overtake or brake. If you suddenly need to stop, the anchors will bring the Discovery to a halt, but they feel overwhelmed by all that weight.

So all this size and weight must count for something?

Space and go-anywhere ability. We didn’t get the chance to take the Discovery off-road, but we have before. CAR’s own Mark Walton took one to Timbuktu. Some people may use its mud-plugging abilities, most won’t. But traversing a muddy, rut-ridden car park is a doddle.

If you need to go further into the rough stuff, a twirl of the Terrain Response dial will adjust the electronics to suit the surface. The added bonus for us Tarmac-users is that the Discovery was built for tougher stuff than the school run. The rear washer jet for instance actually sprays the entire rear window, and the wipers are big enough to clean the whole thing so you can clean it properly.

Just how much space is there in the Discovery?

Enough to carry seven blokes who are each over six foot. The raised floor means there’s no transmission tunnel intrusion for the middle-row passengers, and the Discovery is wide enough for three to sit comfortably abreast. In the very back anyone under six foot will be absolutely fine. Insist on putting a 6ft 6in bloke back there and the worst he’ll suffer will be knees pressed against seats. No other car offers as much room for seven people. And the seats are such a doddle to fold that we never even looked at the instruction manual.

Is the interior as good as a Range Rover’s?

No. The wood and leather don’t feel as expensive. The quality doesn’t feel as good, and there were a few rattles in our test car. Our top-spec HSE model costs a steep £44,535, but you still get things like hollow plastic door handles that creak when you rest your knee against them.

You do however get four heated seats, leather everywhere, audio controls for all three rows, climate control, and electric this, that and the other. And if you insist, a six-speed manual is a no-cost option.

But the interior is a wonderful place to sit. High above the rest of the world, with a great view out, on wonderfully comfy seats. You feel completely invulnerable, invincible, and it’s a great feeling.

Won’t somebody please think of the children?

Let’s face facts. In this eco-conscious, eco-friendly world the Discovery isn’t the cleanest or greenest car around. It might come with a diesel engine, and Land Rover might charge you £115 to offset the CO2 from your first 45,000 miles of motoring but those are mere sops. In our time with the Discovery it averaged 26mpg over 800 miles at an average speed of 37.6mph. The official claim is 27.7mpg, but it’s still no wonder Greenpeace is against 4×4s.

And while LR is making great things about its CO2 offset, you have to pay £450 extra for a diesel particulate filter. Don’t worry though, there are some new 5.0-litre V8 petrol models on the way to help out… Land Rover’s green technologies can’t come soon enough.

Verdict

If don’t mind being occasionally cast as the harbinger of death then the Discovery is one of the most versatile cars in the world. For a family of five a Ford S-Max is a better drive and kinder to the environment. But if you want something that feels truly premium, can carry seven full-size individuals anywhere, and makes you feel like you’re literally on top of the world when you’re behind the wheel, then the Discovery is the car to have.

Hasn’t the S2000 been around for ages?

It certainly has. It was launched in 1999 but Honda reckons it’s got a few years left in it yet. This is its second face lift (the first came in 2002) and Honda have said they’re going to stick with this incarnation until 2009. But rather than making wholesale changes they’re hoping to eke some more life out of it with a constant stream of minor upgrades. It seems to be working too. Despite its age the S2000 is the Peter Pan of the roadster world.

What have they done to it this time?

Well you’ll have to look closely to spot any difference. They’ve done some sculpting around the front air dam which helps it retain that sleek appearance. And they’ve added similar tweaks to the rear bumper. Other cosmetic updates include a couple of new colours, new wheels, new trim inside and speakers in the roll hoops. The most significant improvements have been carried out under the skin. They’ve given it a drive-by-wire throttle and the option of Vehicle Stability Assist (VSA), Honda’s version of ESP.

Aren’t electronic driver aids missing the point of an out-and-out sportscar like the S2000?

Slightly yes. The Honda has a beautifully balanced chassis for most people’s purposes. Around the fast sweeps of the Castle Combe circuit in Wiltshire where we tested the new version it felt perfectly settled. Through fast corners the rear has a tendency to wander around slightly but once you’re accustomed to it, that’s of little concern and hardly ever triggers the VSA in cars equipped with that option. The only time the vast majority would need VSA would be on a wet road when the rear end could get a bit lively.

Sounds like quite good fun

The S2000 is certainly a proper driver’s car. The engine features Honda’s VTEC variable valve timing system. That means you get a sudden jump in performance from 6000rpm onwards. Combined with a snappy six-speed gearbox and the new more responsive throttle pedal it’s perfect for a track where revving the nuts off an engine is all part of the fun. But it’s not overburdened with torque and constantly changing gear can get a little wearisome on longer journeys and on the road where most of us actually drive.

Any other reasons not to part with my hard-earned for one?

The chassis is well balanced and the steering is responsive to small inputs but it doesn’t give the same kind of detailed feedback to the driver as other sportscars. And you have to treat this car with respect. You need quick reflexes to catch the S2000 when it does eventually give up its grip on the road. The cabin’s still a let down too…

Tell us about that

They’ve changed the centre console. Owners were complaining the aluminium finish on the previous car’s was getting scratched so they’ve reverted to black plastic. The cockpit keeps that feeling of wrapping round you with controls falling nicely to hand on either side of the steering wheel. But it’s very claustrophobic. Tall drivers don’t sit low enough in the car and the steering wheel still only adjusts up and down and doesn’t telescope in and out so the range of driving positions is limited.

Verdict

Despite its age the S2000 remains thrilling to drive. Adding VSA stability control is a sensible move but slightly unnecessary bearing in mind the Honda’s excellent handling. Unless you’re driving it like a loon, the S2000 remains such a capable chassis, the £300 for VSA seems like a waste of money. And no amount of styling tweaks can address the S2000’s basic weaknesses. The cockpit remains cramped and the 2-litre engine’s high-revving nature and lack of torque make it pretty manic to live with.

Er, it’s CAR magazine, not What Van? magazine…

We know, but allow us this indulgence. Well not indulgence, but vans are always great fun, and no van is more fun than this, the SportVan. Ignore the cheesy name and just enjoy the spec. Based on a low-roof SWB 260 Transit, the SportVan adds a whole host of cosmetic tweaks and extra features. It also adds nearly £4000 to the price, taking it from £15,826 to £19,526. Ford has a history of hot vans, and put an F1 engine in a Transit before Renault thought to do the same to an Espace. Last year we also saw a one-off Transit Connect-X with Focus RS running gear. However, this SportVan is properly on Ford’s price list: how many it sells is anyone’s guess, but we drove past two others while we had ours.

So what has Ford done to the Transit to give it the SportVan moniker?

The list is fairly extensive. Bigger and lower front and rear bumpers, side skirts, plus extended wheelarches. The whole van is painted in a unique Performance Blue colour, while two white stripes run up the bonnet. Annoyingly, they don’t extend along the roof and down the rear doors. Then again that’s part of the fun, as people will see a hotted-up Transit in their rear-view mirror, but once you’ve past them all they will see is a humdrum Transit. Humdrum unless they clock the two huge chromed exhausts. And although this is a diesel the pipes will stay nice and clean. As on the Jaguar X-type, the actual exit for the exhaust is before the chrome tips, so they stay nice and shiny. There are also 18-inch wheels, although they still look undersized when compared to the Transit’s large flat sides.

What about the driving?

Let’s get this out of the way first. It’s a van. And secondly there have been no dynamic tweaks. It’s of course slightly noisier and less refined than most of the cars on our roads, but it’s still good fun. The big wheels give plenty of grip and despite being nose-heavy, it’s actually quite good fun through the twisty bits. You sit upright in a very, er, van-like driving position. But that extra height comes in handy for forward visibility, and suddenly childhood dreams of captaining everything from trucks to ships come back and you enjoy being at the helm of the Transit. That raised driving position gives you an increased sense of speed - so 70mph feels plenty quick enough. And while the 2.2-litre diesel engine only has 129bhp, the 229lb ft of twist is plenty for the traffic light grand prix and overtaking. The dashboard-mounted gearstick is strangely reminiscent of the Honda Civic Type-R’s for its perfect positioning.

So what’s the inside like then?

Like a regular Transit, though our car came with £750 leather-trimmed seats. The steering wheel is in your lap but apart from that, it’s pretty good. There are multiple gloveboxes, and the waterbottle holder will also nicely take a pint of double cream. The stereo is big and bold and easy to use, while the remote control on the steering wheel column is intuitive and doesn’t dig into your knee as it does on the Fiesta. Cruise control, air-con, heated and powered mirrors and everything else you could want without being fussy is there.

Let’s get practical. Load space…

Er, big. I’m afraid we didn’t put this particular Transit to carrying duties beyond popping to the local shops. But having used the same SWB, low-roof Transit shell to transport two children to university we can vouch for its load-carrying abilities.

Verdict

We love the Transit, pure and simple. It’s a great van. Whether the extra cost of the SportVan can be justified is another matter, but it makes the Transit even more of a laugh. The standard Transit does everything so well: it’s small wonder it’s Britain’s best-selling van. And as long as you like the Essex-boy look, then the SportVan will go down a treat with workmen in a rush.

So Porsche has opened the lairy paint tins again. What’s it all in aid of?

It’s time for a new GT3 RS, that’s what. Though you might suspect a marketing hand in here, I’m pleased to say it’s all to do with racing. More specifically Porsche needs to build this car to homologate the track-only RSR model for GT racing.

I’m guessing that it’s based on the GT3 launched this spring.

How perceptive. But did you notice the wider rear track? The stock GT3, in common with all two-wheel drive 911s, is 44mm narrower across the back than its all-wheel drive cousins. For extra grip and stability on track though, the RS version gets the wider arches allowing a wider track. The rear spoiler is unique too, the rear cage has more cross bracing and the rear window is made from plastic. All in, the RS cuts 20kg from the GT3’s weight for a 1375kg total.

What’s going on under the bonnet?

The 3.6-litre flat six is carried over from the GT3 unchanged. For those needing a recap it’s based on the old GT1 racing engine that helped Porsche win Le Mans in 1998 and in this tune puts out 409bhp and 299lb ft of torque. There’s a six speed gearbox to send that power to the rear wheels through a limited-slip differential and Porsche has fitted a single, rather than dual-mass flywheel, to the benefit of weight reduction and engine response.

I’m guessing it’s pretty special to drive

Better than that, it’s the most exciting 911 currently on sale. The merest tilt of the suede-rimmed wheel launches the RS into a corner, the body squats ever so slightly on its stiffer and lower suspension and the Michelin Pilot Sport Cup tyres seem to magnetise the tarmac beneath them. Apparently the compound is new to make them more suitable for all-weather use although we didn’t get the chance to try them in the wet. In the dry you have to be trying seriously hard to unstick either end. If you do it’s likely to be the front that goes first but the optional PCCB ceramic brakes are so good that you’ve really got no excuse for overcooking it into a corner. Criticisms? Well the throttle response could be even sharper and we still preferred the way the old pre-variable-geared steering felt.

Circuit schmircuit. I’ll bet it’s absolutely useless on the road.

We were driving it on the road. In fact we didn’t have the opportunity to drive the RS on the track at all. But we understand your concern. The old GT3, and the GT3 RS in particular, was a pretty uncompromising machine, great fun on track but too harsh to be truly enjoyable away from it. But the new car is a different animal, happy to cruise along at 90mph with seemingly little noise or comfort penalty over a standard 911 Carrera. It’s not all roses though: low speed bumps are still gruesome and the accelerating to pass a car on the motorway fills the cabin with exhaust boom.

But wouldn’t you just have a Turbo? It’s not much more money and is even faster.

They’re very different cars but we’d take the £94,280 GT3 RS over the £97,840 Turbo almost every time. Hard to believe but the Turbo actually feels a little sterile in comparison. Although there’s not much in it when it comes to acceleration figures (3.9sec to 62mph for the Turbo, 4.2sec for the RS and 4.3 for the GT3), the blown car is much stronger in the mid range. But though it requires more effort to extract the RS’s full performance, it’s so much more satisfying winding it right round to the 8400rpm limiter and it feels so much more agile than the Turbo.

Verdict

By any sensible standards the GT3 RS doesn’t make much sense. If you’re a track day fan a GT3 will do 90 per cent as much for £14,000 less while the Turbo’s mega mid-range grunt, rear seats and better standard equipment make it a better bet for most people to use day in day out. But the fact that you can now even consider using your RS as a daily driver is a cause for celebration. This is 911 distilled, a concentrated hit of rear-engined Porsche adrenaline and we are absolutely hooked.