Alfa Romeo Brera S

Power comes from a choice of two existing direct injection petrol engines - the 185 bhp 2.2 JTS and the 260 bhp 3.2 V6 JTS.
Briefed to make the Alfa Romeo Brera S less of a long-distance tourer and more sporty on UK roads, the engineering team at Prodrive developed a unique suspension set-up. Prodrive engineers meticulously experimented with spring rates and ride heights to match the reduced weights of the 2008 model year Alfa Breras. Then followed an extensive damper tuning exercise to achieve the desired ride/handling balance and steering response required by driving enthusiasts in the UK.

The sports car driving experience is achieved by reducing roll and pitch, flattening the cornering attitude, and subsequently instilling confidence-inspiring steering.
To reduce roll and pitch and achieve an even flatter cornering attitude, Prodrive commissioned bespoke Eibach coil springs and Bilstein dampers.
Spring rates are increased by over 50 per cent compared to the standard Alfa Brera, giving the car a more nimble and agile feel, while the specially tuned gas-filled mono-tube dampers give tighter body control. A careful balance has been created to maintain good compliance over ridges and bumps in the road.

At the same time, the suspension static geometry has also been revised to optimise steering and handling. These changes, together with new 19" alloy wheels and Pirelli PZero Nero tyres, have created a more responsive turn-in to corners, with increased driver feedback, allowing the driver to explore the dynamic limits of the car.
To further enhance suspension geometry, the cars have been lowered by 10 mm front and rear. This lower centre of gravity helps reduce roll and improve cornering and braking performance. In addition, the lowered suspension gives the Alfa Romeo Brera S a more purposeful stance.

At each corner of the Alfa Romeo Brera S, unique Alfa Romeo 8C Competizione-inspired, lightweight 19" alloy wheels have been fitted. Although the wheels are eye-catching, the all-new design was commissioned by Prodrive primarily for performance, rather than just cosmetic appeal. The reason is unsprung weight - the weight carried by the car on the 'road side' of the spring and shock absorber. This plays a significant role in the way the car steers, handles and transmits feedback to the driver.
The lighter the wheel, the better it tracks undulations in the road surface without requiring heavy damping to control it. The unsprung weight has been further reduced by the adoption of hollow anti-roll bars and aluminium suspension components from the Factory.
As a result, the weight of both Alfa Romeo Brera S models is lower than the rest of the range. The front-wheel drive 3.2 V6 JTS is almost 100 kg lighter than the Q4 version and the 2.2 JTS version weighs 35 kg less.
The Alfa Romeo Brera S also sounds different from the standard range. The original characteristic growl of the V6 has been enhanced by careful redesign of the rear silencers.

The exhaust has been altered to mirror the shape of the rear lights. This is just one of several subtle exterior enhancements to the award-winning Alfa Romeo Brera, including Prodrive branded front stone deflectors, and a bespoke red 'S' or 'SV6' on the C-pillar.
Inside the 3.2 V6 JTS Alfa Romeo Brera S, changes are more obvious. Not only are the supportive sports seats upholstered in soft black Frau® leather with red stitching, so are the dashboard fascia, door panels, steering wheel and gearlever.

For the record, the 2.2 JTS and 3.2 V6 JTS Alfa Romeo Brera S can reach 62 mph from rest in 8.6 and 7.0 seconds respectively, on the way to maximum speeds of 139 and 155 mph.

Audi Sport-Back Concept

BMW 130I M SPORT

The car lives by its 7,000rpm redline and brings out the devil in whoever sits behind the wheel.
Perfectly respectable middle-aged men, ones charged with testing far more powerful cars than this, turned into young hooligans when presented with a 265bhp rear-wheel drive hot hatch.

These figures would have been trumpeted on the front pages of the motoring press along with a picture of the latest superstar from Maranello or Stuttgart. Today, it’s a mundane figure that barely raises the pulse on paper, but in the flesh this buzzing hornet of a car is a wholly different proposition.

Any mainstream hot hatch that accelerates to 60mph in 6.1 seconds, weighs 1,450Kg and tops out at 155mph has to be a little bit special, even in the modern age, and BMW has let it slip in casual conversation that this little animal has lapped the test track of the gods, the Nordschleife, in a time that certainly would not disgrace an M3.

The high revving nature of the 130i, with peak power achieved at 6,600rpm, allows for smooth power delivery all the way to the redline, while the 232lb-ft of torque at 2,750rpm provides low down in-gear thrust. It’s ferocious in a straight line and lunges deep into the rev zone with the slightest tickle on the gas and begs you to hold the gear and feel the noise.

It’s one of the lairiest cars in the line-up and is almost as compulsive as the mighty M3.
The engine takes a deep breath at 4,000rpm, thanks to BMW’s VANOS variable valve timing, and all hell lets loose in a gnashing whirl of revs. It’s fast, brutal and takes time to truly master.
The first few minutes were a Staccato mess of power, brakes and opposite lock, it takes time to smooth out progress in the buzzy little 130i.

The 130i is just as fast in a straight line and significantly cheaper and the M package comprises slightly stiffer suspension, the bodykit, 18-inch wheels, fatter rear tyres and some cosmetic jewellery on the interior that all add to the flavour of this frenetic, tooth-gnashing banshee.
On some of BMW’s range, it has felt like a cynical ploy to empty the customer’s pocket of the last few coins, here it feels strangely fitting.

Extensive use of magnesium alloy in the crank case, cylinder head and other areas kept the weight to the bare bones and this is the lightest engine in its class. It’s compact, too, which helps with the legendary BMW 50/50 front/rear weight distribution.
It’s not just a case of shifting ballast, though, BMW has gone to the extremes of mixing up the metals in the suspension to ensure the basic balance is right.
With a few choice modifications to the air induction intake and exhaust systems, the engineers have extracted an extra 7hp from the three-litre inline six that proved a sexier option than the marque’s 4.5-litre V8 in the 6-Series.

The 130i has the longest wheelbase in class at 2.66metres, a wide track and short body overhangs at each corner.
Simple and basic it might be, but such things matter when it comes to slinging the car round Newbury’s B-roads.

Some of the other trickery to filter down from the bigger models, though, such as brake standby and fade compensation are more than welcome. The former brings the discs closer to the pads after sudden lift-off, which can affect the braking distance just enough to save a big shunt, and ensures the pads are kept dry with occasional applications.
And the latter puts extra pressure on the brakes to compensate for any heat-related fading. It’s all pretty impressive stuff and means that the lightweight 130i can stop just as effectively as it starts.

Citroen C3 Pluriel Charleston

The Citroën C3 Pluriel Charleston fashions a contemporary reinterpretation of a design theme that once decorated the famous Citroën 2CV 6 Charleston - a stylistic nod to one of the most iconic cars in history, which this year celebrates its 60th birthday.

With a blend of nostalgic and contemporary styling the Citroën C3 Pluriel Charleston should strike a chord with both 2CV fans and buyers looking for a vehicle with individual design flair. With its bold two-tone colour scheme of black and Bordeaux red, the sophisticated Citroën C3 Pluriel Charleston special edition will be positioned at the high-end of the Citroen C3 Pluriel range with premium touches throughout such as gloss-black fittings, leather upholstery and chrome trim. Fitted as standard are stylish 15” aluminium wheels which feature red embellisher centres that add elegance and definition.

Brabus Mercedes-Benz G-Class V12 S Biturbo

The Brabus G V12 S Biturbo - the world's most powerful off-roader - is built by hand based on the latest Mercedes G-Class. The exclusive five-door is powered by a Brabus SV12 S displacement engine. Like all special models of Brabus - recognized by the German Vehicle Registration Agency as a vehicle manufacturer - the Brabus Mercedes-Benz G-Class V12 S Biturbo comes with a comprehensive luxury package. The ultra-powerful 4x4 starts at 379,000 Euros.

The Brabus SV12 S engine is based on the V12 Biturbo engine from the latest Mercedes S 600. Before being implanted in the engine bay of the G-Class, displacement of the three-valve engine is increased from 5.5 to 6.3 liters (336 to 384 cubic inches) using a special crankshaft with longer stroke, larger cylinders and larger bore. In addition, the cylinder heads are re-machined and fitted with special camshafts.

The engine peripherals were upgraded with larger turbochargers, an optimized intercooling system and a stainless-steel high-performance exhaust system with free-flow metal catalysts. The exahust was custom-developed for the G-Class and features dual chrome-plated tailpipes that exit in front of the rear wheels on the left and right side. New precision mapping for the engine electronics coordinate the perfect interaction of all new components. The results are an exemplary smooth-running engine and maximum power yield while meeting the strict limits set by the EURO IV emission norm.

In the G-Class the Brabus S V12 S displacement engine produces 700 hp (690 bhp) / 515 kW at 5,100 rpm. The turbocharged twelve-cylinder engine delivers its peak torque of 1,320 Nm (973 lb-ft) at 2,100 rpm. In the car, the peak torque is electronically limited to 1,100 Nm (811 lb-ft).

The Brabus Mercedes-Benz G-Class V12 S Biturbo offers acceleration performance almost unimaginable for a true off-roader: Combined with a special five-speed automatic transmission and permanent four-wheel drive the exclusive SUV catapults itself from rest to 100 km/h (62 mph) in just 4.3 seconds. Top speed is limited electronically to 240 km/h (150 mph). Without the self-imposed limit the high-tech G-Class model could reach 260 km/h (163 mph).

This superior performance necessitates the use of custom-tailored Brabus Monoblock wheels. Below the subtle fender flares is room for Monoblock light-alloy wheels with diameters between 20 and 22 inches, mounted with high-performance tires from Pirelli or YOKOHAMA. The forged Brabus Monoblock VI 10.5Jx21 light-alloys are shod with size 295/40 R 21 tires front and back. Brabus offers a wide selection of ten-inch wide wheels in the five different Monoblock VI, E, G, Q and S designs with a diameter of 22 inches.

The body of the Brabus Mercedes-Benz G-Class V12 S Biturbo is distinguished by sporty yet elegant aerodynamic-enhancement components. The Brabus front apron with its LED daytime running lights below the main headlights lends the 4x4 an even more striking face. The rear is customized with the Brabus rear bumper.

The Brabus designers have developed special caps for the standard running boards of the Mercedes G-Class. They add some visual pizzazz to the G-Class and for added practicality feature integrated LED lights activated by the key fob or by opening a door. They illuminate the running boards in the dark.

The custom interior of the Brabus Mercedes-Benz G-Class V12 S Biturbo is highly exclusive as well: It includes an ergonomically shaped sport steering wheel, a speedometer with 280-km/h scale (175 mph), stainless-steel scuff plates with illuminated Brabus logo and a handcrafted Brabus fully leather interior made from especially soft and breathable Brabus Mastik leather.