Bentley has laid off workers recently due to the worldwide drop in demand for all cars. But any business that doesn’t try to move forward is going to whither and die. So, despite the gloom, Bentley are moving forward with their ‘Power Pack’ plans. The Azure T is one, and you can expect the Continental GTC Speed to be close on its tails.

The Bentley Azure is that old-fashioned drop-top that is more associated with the ‘Old Rolls’ school. But it is has come a long way over the years, and is now a very competent, 21st century Boulevard Car. It’s not exciting to drive, but nor is it a dog. What it does, it does very well, and it looks the part. But, despite the economic problems we are all facing, there is a real demand for ultimate performance, which is why Bentley is intent on producing power versions across its range.

The Bentley Azure T offers a very useful increase in power of around 10%, in both the BHP and Torque. That translates to a 0-60 time of 5.2 seconds and a top speed of 180mph. Now that is seriously quick by any standards, but in a drop-top monster weighing the wrong side of 2 tonnes it is remarkable. It gets 20″ Alloys, big tweaks to the suspension and what would be called a Mulliner pack on other Bentleys. It is a great combination.

Will it sell? Well, not in droves at the moment. But the world will recover from its madness eventually, and even now there are enough people out there, with enough money, to see sales of this very limited Bentley being made.

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BMW was due to join the club with the CS, a four door coupe based on the next generation 7-Series platform. But they have announced this week that they have dumped the project because they can’t see it making money. The credit crunch bites!

BMW’s design has been somewhat predictable in recent years. Predictably ugly, some would say. And very thematic. But the CS was a real departure. A good looking BMW. So is that the end for the CS? Well, probably not. BMW are joining the headlong rush by car makers around the world to cut anything that’s not a sure-fire winner. Car sales are in free-fall and drastic action needs to be taken. But this current climate won’t last, and where will the car makers be if they have nothing new to offer once things improve? So the CS will stay on the back-burner for now, but it will be back.

Interestingly, through all the doom and gloom, there appears to be one bright spot - VW. Encompassing everything from Bentley & Porsche, to Lamborghini and Seat, the group has not down-graded its sales predictions for the coming year. They do have problems however (Bentley is really suffering), but Audi is still flying. And, despite the fact that we are seeing some really cheap Porsche and Bentley deals around, things will stabilise. Interest rates are plummeting, and the huge injections of cash from Central Banks around the world will ease the inter-bank lending, which will lead to more credit being available. And, despite all the doom and gloom in the press, the vast majority of people aren’t really suffering. They’re just being cautious. Human nature. But it will change. At the very top end it is still very lively, mainly because that market tends not to be reliant on credit for purchases. But as soon as credit starts to move more freely which, as the world economy is built on credit it will have to, we will see a rapid return to a more normal market place.

But, if you do have liquidity, now is the right time to buy. There are some astonishing bargains around!

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As you will know if you read here regularly, I am an unreconstructed petrol-head, but I have to confess that when we were offered a Porsche 911 GT1 it was a car I knew virtually nothing about. It rang a vague bell as being along the lines of the CLK GTR, but that was it. And then, in the space of 24hrs, we got offered another. Just like a bus - you wait for ever for one to come along and then two turn up at once.

The Porsche GT1 was designed and built in 1995 to compete in the GT1 Class at Le Mans. The homologation rules required that there were 25 road legal cars built, which is why the 911 GT1 Straßenversion (Street Version) came in to being.

Although the 911 GT1 bears a resemblance to the 993, it was actually based on the 956/962 Group C floorpan, with a watercooled, twin-turbo flat six. For road use it had to be slightly de-tuned, but it still managed around 600bhp, with a 0-60 of just over 3 seconds. So, despite the arguments about the fastest 911 being a GT2, this takes the biscuit by quite some way (assuming you could call it a real 911).

The world is full of rare and exotic cars, but these Homologation Specials from the ’90s are extremely rare; after all, they were only required to make 25, and in truth it looks like there were only 19 of these ever to hit the roads. To get one is pretty unusual (we also have a CLK GTR For sale), but to end up with two, one of the first and one of the last, is rare indeed. Oh, and the other one is white.

Go on. Spoil yourself. Have the pair!

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Arash Cars is the brainchild of Arash Farboud, a wealthy petrol-head and CEO of Unisurge, a Pharmacuticals company, based in Sawston, Cambridge. He started out his car building journey with Farboud Cars, which planned on making a road-going race car on the lines of the 911 GT1. But a watering-down of that original concept led to the creation of Arash Cars, and the AF-10 is the first fruits of that endeavour.

Stunning looks, combined with reliable power from the Corvette 7.0 Litre engine from the ZR0 (suitably tweaked) is a great starting point for a reliable ‘exotic’, with around 550bhp and a 0-60 a shade over 3 seconds. A Carbon Fibre chassis, a Graziano gearbox (manual, unlike the similar ‘box in the Enzo) and a weight of around 1200kg all add to the package. Add to that some very clever trick wings for enhanced handling, and with prices from around £170k you’re looking at a car to rival the Koenigseggs and Zondas of this world at less than half the price. Production numbers are likely to be a maximum of 25 cars a year, so this is going to be a very rare beast.

So, is the Arash AF-10 for sale yet? Well, no it’s not, but it will be by the summer of ‘09. And there are more cars in the pipeline. An ‘S’ version sporting the engine from the ZR1 is planned as soon as that engine becomes available (probably a year later), and a smaller AF-8 is also planned.

Will the AF-10 be a success? It’s a very fair question. The economy is on its knees and there’s lots of competition out there. Price-wise its very competetive, and it looks great and should perform remarkably well. And it is fair to say that Arash Farboud is not a man used to failure. So it has a real fighting chance. And that is great. We need more individual cars like this. There’s lots to be said for the corporate monsters, but it’s wonderful that even in this day and age supercar makers like Koenigsegg and Pagani have been successfull. Here’s hoping that Arash joins the club.

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McLaren toyed with a number of road cars, and abandoned previous projects (P8, P9 and P10), but the P11 now seems to be on target for a launch in 2010/2011, with the Ferrari F430 and Lamborghini Gallardo firmly in its firing line.

The P11 is designed to be a much more affordable supercar. The F1 cost £640,000, and you now won’t see change from £1.5 million of you want one, but the P11 is expected to be firmly sub £200k when it launches. And, even more surprisingly, there is talk of production runs of up to 5,000 cars a year, which is an incredible undertaking for a company the size of McLaren. Especially when you think that the F1 only produced 65 road going cars in its model run (plus the 5 LMs and a handful of GTRs converted to road use).

Car Magazine published the rendering you see here, and it’s clear this is an F430 competitor. It’s small and light (unlike the SLR - P7) and appears to be much in the mould of the F1. But don’t expect gold lined engine bays and all the mad bespoke elements of the F1 - this is designed to be much more manstream. With a carbon composite body and probably a blown version of Mercedes 6.2 litre V8 (mid-engine layout), this should have a stonking power to weight ratio. Easily sub 4 seconds to 60 and 200+ mph are the benchmark here, and there is no doubt McLaren will achieve that.

The world is in financial turmoil at the moment, and car makers are rushing to deliver ever more economical cars. But there will always be a place for auto extravagence, and those who can afford it will always seek out the best. And, as McLaren proved with the F1, they are more than capable of producing the best.

Can’t wait!

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After what seems like endless teaser shots (they actually turn off the interest for me) Lamborghini has shown the new 4-door concept at Paris. Concept, you say? I thought it was a new model? Well, you’re probably right. Just like all the car makers these days, they’re scared to just announce a car. They have to float it as a concept first. I think they’ve learnt that from the major political parties on both sides of the pond, who seem equally afraid to announce policy without first ‘floating’ the idea to the media and public. But you can be pretty sure that the Estoque (which is pronounced es-toh-kay, with the emphasis on the ‘toh’) will be a production car. Why? Because, as I said last week, the 4-door coupe is the ‘in-vogue’ car, and everyone from Aston to Porsche and Mercedes to VW is in on the game. So it only makes sense that Lamborghini should join the party. And it puts one over Ferrari, which is always a plus for the boys from Sant’Agata.

So, apart from the pretty body, what has the Estoque got to offer? Well, it seems that Lamborghini aren’t too sure. The early money was on a turbo V8, but there is also talk of a V10 or even a hybrid. Again, a chunk of this has to do with how the options are received. But my money’s on a blown V8 plus some sort of hybrid. But, rather than me try and pull the salient bits from the hype bits of the press release, read it for yourself:

It is a Lamborghini like no other before it: a four-door sports car that brushwood resolutely to its creed. The Lamborghini Estoque belief has everything that defines a Lamborghini: fanatical, uncompromising and unmistakably Italian, it brings a totality new versatility to the name’s DNA - with its four seats and ample luggage space, this “everyday sports car” is a wonderful fit for an evenly versatile lifestyle.

Lamborghini Estoque is an analysis, a theory bent specifically for the 2008 Salon d’Automobiles in Paris. From the very first glance there can be no misgiving that this is a Lamborghini - a car with compelling specter, both matchless and unmistakable. The long wheelbase, the low profile, the broad trail, the mighty, accentuated wheels, the hygienic surfaces and razor-severe definition - every specific line breathes the will of the Lamborghini trademark.

A new and unique elegance

The Lamborghini Estoque is a totally new interpretation of the Sant’ Agata drawing ethic: it is a prototype that provides a filmy indication of the outlook. This applies to the new, elegant self confidence of the title themselves, but even more to the sculpt of the vehicle. The Lamborghini Estoque is the first vehicle in the memoirs of Automobili Lamborghini, though “vehicle” is more a location to the number of doors than any other characteristics. Even sports vehicle is an inadequate classification: the Lamborghini Estoque establishes a new variety of super sports sedans. With a deep front mid-engine, enduring all-veer push and a sophisticated, precision-tuned armature, the Lamborghini Estoque boasts a matchless technology wrap.

A sign of success

In Paris, the Lamborghini Estoque demonstrates the innovation, the creativity and the target style of the Lamborghini mark, presently represented by the giant star enjoyed by Lamborghini Gallardo and Murciélago super sports cars.

As a thought, the Lamborghini Estoque represents one of some possibilities for a third product sequence within the Lamborghini produce line-up. At this face in time, no decisions have been taken in obey of both a third class sequence of any kind or of the Lamborghini Estoque model in particular.

Of course, as a rightful Lamborghini, it goes lacking proverb that the Lamborghini Estoque also bears a duly eloquent name with a wealthy heritage from the Spanish Corrida - bull fighting. The Lamborghini Estoque is a blade (sword), about 90 centimetres (35.43 inches) long, worn in a bull conflict by the Matador.

The Concept

Lamborghini Estoque embodies the belief of a Lamborghini that is both the fanatical sports car and a relaxed Gran Turismo. As a vehicle with four doors and four individual sports seats, it is a multi-faceted vehicle for multi-faceted lifestyles.

Relaxed Gran Turismo

The Lamborghini Estoque is the flawless travelling companion, be it en path to thing meetings, the theatre, the golf course or even a weekend away with the kids. At the end of the day, it is the only car that allows you to disclose the singular major pleasure of a Lamborghini with more than one guise - maybe even with the thorough family. And there is still enough scope left over for weekend luggage or some golf bags.

Despite its awfully low profile - at a plain 1.35 meters (4.43 feet) high - the Lamborghini Estoque is surprisingly drudgery. The furtive mendacity in its very long wheelbase which, in nastiness of the rearwards positioning of the front mid-engine, enables a relaxed, athletic seats title. Entering and exiting is also pleasingly straightforward through the large, varied-breech doors.

Challenging: a thoroughbred sports car

At the same, the Lamborghini Estoque is a thoroughbred sports car with exceptionally refined right method, razor-abrupt precision conduct and a weighty engine tone. Challenging dynamic pleasure on a winding mountain path, followed by a relaxed, enjoyable journey along miles and miles of motorway- the Lamborghini Estoque is commanding across the intact major spectrum, at the premier intensity. The Lamborghini Estoque’s versatility makes it the precise addition to the balance of Lamborghini super sports cars.

Design

Such a Lamborghini must be immediately recognizable in its devise as a rare and unmistakable work of art. For the Lamborghini Estoque, this is openly a folder of “mission accomplished.”

The proportions of the Lamborghini Estoque are basically fascinating: no other automobile combines so convincingly the style of duration with the fair attributes of a low profile and impressive coverage. Or to put it into numbers - the thought painted in an all-new flush, is 5.15 meters (16.89 feet) long and 1.99 meters (6.53 feet) wide, with a height of only 1.35 metres (4.43 feet). The wheelbase is an imperial 3.01 meters (9.88 feet) - a likewise important phase of elegant vehicle architecture.

And it is unequivocally Italian - the downright fedora, the long wheelbase, the narrow chance openings, the downright rear that ends decisively with an unhelpful profit - it is all unmixed “Italianità” on wheels; everything bears the originate lingo of the large classic Italian four-door cars, albeit with a unique, advanced interpretation. Pure Lamborghini.

Clearly a sports car

The front end of the Lamborghini Estoque is a gain and unambiguous avowal of its sports car credentials. Its place with the family of Lamborghini super sports cars is also deceptive and unmistakable - with it’s swooping V-nature, its two large air intakes pulled frontward and the small front spoiler between. This front end devised gives the Lamborghini Estoque a stiffen, low stance, while providing brilliant aerodynamic efficiency. The large air intakes simplify the cooling air that is important for such a high-performance vehicle and the spoiler was specifically planned to enrich aerodynamic consider at high speeds.

Such distinctive sports car architecture is only probable by positioning the front mid-engine well towards the rear. Despite the very low boater, it goes lacking adage that the Lamborghini Estoque fulfils all wellbeing regulations and pedestrian protection values.

Taut muscles

The boater of the Lamborghini Estoque makes the origins of the sheer ability of this vehicle immediately apparent. The setting of the engine is clearly evident through the evident sector formed by two large air outlets and the additional stress of a pivotal vigor part. Farther air outlets are positioned both left and right in the wings, behind each of the front sweep arches.

Together, with the branch of the fedora, these rudiments add mass to the region above the wheels, framing the front end of the Lamborghini Estoque like a nervous muscle. The stable all-turn steer that is normal for all Lamborghinis means that the 22 creep wheels, with their new five double-spine pattern, also do their part in delivering faculty to the road. Here too, the Centro Stile has mystified safely to the Lamborghini tenet that form forever follows operate; after all, the ample cooling air flowing into the high-performance driveline also has to move briefly out of the vehicle.

Tremendous tension along the flanks

Its proportions assurance the Lamborghini Estoque an impressive appearance. The skilled sectioning along the flanks of the vehicle gives the body case an incredibly strong form. Beneath the lifeless surfaces of the panama, the incredibly emotive shoulder line, an extend trait line rising vaguely towards the rear and, finally, the uniformly manifest ridge line all add weight to the surge of license from the engine to the magnificent 23 creep rear wheels. The denial finished the masculine profile restore of the rear end. This adds auxiliary tension to the form of the Lamborghini Estoque - the totality car looks twisting and orderly to swoop at the reduction of a hat. These spiky mold form fascinating interplay of surfaces across rounded and dished curvatures. The Lamborghini Estoque clearly displays the conceive writing of the Centro Stile Lamborghini with a distinctive chic.

Powerful style at the rear

The emanate of form is brought to its conclusion by the broad, even field of the rear end. The horizontal part created by the emphatic LED light clusters and the large, enmesh-covered decrease air outlets bring additional emphasis to this extent. A narrow, faintly skewed “edge” panel surrounds the entire rear outlook and more highlights its distinct chic.

Precise facts, such as the hexagonal fuel caps on both sides of the vehicle, characterize the wisdom of the blueprint prose. The front headlamps, featuring bi-Xenon and LED technology, stock familiar a theme evident in both the Lamborghini Reventón and the Lamborghini Gallardo LP560-4 - the Y-shape of the daytime operation light. The tiny green/fair/red standard adorning the front wings discretely highlights that an automotive testimony as uncompromising as this one can come from only one country on Earth - from Italy.

The interior

Despite its really low profile, the Lamborghini Estoque offers a surprisingly generous opinion of spaciousness. The strip of the interior simplifies the relaxed spaces position for all four individual seats and theater a significant role in the supreme comfort of the super sports sedan over long distances. The interior reflects rudiments of the outdoor proposal talking, also evident in the lodge of the Lamborghini Estoque - in the distinctive shape of the door panels or in the swooping V-shape applied to the ring, reflecting the form worn on the front end and on the bonnet.

Luxurious interior

The dominant relevant of the interior is highest-quality Nappa leather. The four individual seats possess fair contours, supreme long-distance comfort and huge electrical positioning options.

Cockpit with large-screen display

The arena presents the driver with a large-area LCD monitor displaying vehicle and path information. A span of presentation formats are offered for medley depending on delicate preference - a distinctive classical arrange with circular instrument dials, or an innovative digital pageant. A top-period audio installation and a sophisticated rear seat entertainment scheme about off the utensils.

Like the interior, the luggage compartment of the Lamborghini Estoque is also surprisingly spacious. Despite the low-profile rear end, it has loads room for some golf bags or pieces of luggage.

Production feasibility

As a natural notion car, the Lamborghini Estoque is a construct essay and an extend indication of the innovative license of the Lamborghini stamp. Yet, it is based on a realistic nominal theory that offers an entire vary of fascinating alternatives for the body bombard and driveline.

Just like the strain’s super sports cars, the Lamborghini Estoque uses a mid-engine draft. However, the high-performance driveline used here is not located in front of the rear hinge, as in the Gallardo and Murciélago or in the Reventón, but behind the front hinge. This front mid-engine concept, with the driveline set way back, simplifies balanced weight distribution and a centre of gravity close to the vehicle’s vertical axis. Both ensure the unparalleled quickness and managing precision of a mid-engine vehicle.

Reserves in every situation

Like all contemporary Lamborghini models, the Lamborghini Estoque is also equipped with enduring all-swing ambition. It distributes the engine faculty to all four wheels, hence making for greater toehold in all lashing situations, as well as, providing added assets for extremely sporty lashing and for challenging endure conditions.

A span of drivelines is conceivable for the Lamborghini Estoque. This is ascended by the highly-acclaimed Lamborghini ten cylinder from the Gallardo LP 560-4 - with more torque and senior revving than virtually any other engine. A complementary alternative could be a turbocharged eight-cylinder resulting from this V10. A particularly economical, but nevertheless dynamic, reworking would be a V8 with a cross module or an extremely high-performance TDI.

The Centro Stile Lamborghini

With the Estoque, the Centro Stile Lamborghini has created farther resistant of its creativity and attention to fact. The model centre that opened in 2004 is a studio of creatives, designers and model makers that combines the nation and the spirit of the stamp with the command of innovation and of creating a new aesthetic. The Centro Stile Lamborghini is part of the best tradition of Italian vehicle pattern, and is primary the way advance with the newest in effective techniques.

The Centro Stile is located in a 2,900 sq. Meter (31,215 sq. Feet) feature, where it occupies two interconnected floors. The generously proportioned mean studio is equipped with two packed-dimension appear tables and their associated tooling and measuring utensils, while farther areas house the newest in mainframe workstations for the creative experts and a workshop for the model makers. The Centro Stile is also attached promptly to the neighbouring Ufficio Tecnico - the direct link to Lamborghini’s development department ensures the hasty realization of dreams. Speed is a key aspect for Lamborghini, for both its cars and its effective processes; the Reventón was created in the video time of less than one year.

In-house creativity and implementation

From the first sketches made either on paper or using the three-dimensional mainframe train, through 1:10 or 1:4 scale models to sate-extent models, the complete object procedure is organized within small, tight-moving teams.

Since it was founded, the Lamborghini type has been bringing innovative motif trends to the profound atmosphere of the world’s most desired automobiles, and producing vehicles with absolutely unmistakable quality. Models such as the Miura and the Countach were way upfront of their time, but quickly attained the rank of undying classics. From their first appearance, every new Lamborghini is destined to become a legend and sought-after collectors’ piece.

With the stream Murciélago and Gallardo, Lamborghini has once again perfected an innovative goal speech. The exterior proportions afford an indication of the force and dynamic appeal of the driveline. Crisply-defined edges, precision position and scrub surfaces significance in an originate that is cheap to its very essence.

Every quantity is designed quite in accordance with its behave. Examples of this on the Lamborghini Murciélago LP640 contain the mutable cooling air intakes and the asymmetric sills; on the left elevation of the vehicle, the air intake is significantly superior to accommodate the pour of crisp air to the oil cooler.

Clear lines, perfect details

The unmistakable form of a Lamborghini is something that always speaks for itself: ornamentation or decoration of any kind has absolutely no place here. The securely chairs the stream models that stand the precursor of the bull within the best traditions of their brand and of 60s and 70s Italian vehicle outline. The sports cars of that time were acclaimed for their hone proportions and for their objective, functional elegance that necessary no embellishment of any kind.

The stickler execution of the defenses is complimented wholly by the passion for conscript possessed by the designers in Sant’ Agata Bolognese. The rear vista of the Murciélago LP 640 is distinctive not only for its impressive brawn, but also for the well interplay of the rudiments in the sophisticated rear light cluster.

The sensuality of precision and performance

A Lamborghini is a high performance athlete. Its high extent of sensuality is based on precision, performance and spontaneous action. This typed of elegance is the elegance of unsullied, unadulterated nation. This Lamborghini DNA is carried redirect into upcoming goods at the Centro Stile, which is destined to remain to set filmy point trends - the Lamborghini Estoque is the accurate example.

The purpose centre on the spot of the historical birthplace of all Lamborghinis guarantees the super sports cars with the bull brand will remain undivided, corporeal and challenging - and always unmistakably Italian.

So, we wait and see. But one thing is pretty much for sure. The Estoque will be for sale - sooner rather than later.

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The SLR has, despite the rumours, been a success. For the first time there is a Hypercar that can be used everyday. There is no other car in this league that is half as usable. Not even he Carrera GT which, like all other Porsches is pretty much bullet proof. And that, despite it being a huge plus, is actually the Achilles Heel of the SLR. It’s not perceived as ‘Special’ enough. And I can understand that. It does feel very ‘Merc-ish’, particularly on the inside. But the combination of McLaren’s magic and the re-discovered quality of Mercedes has produced a series of cars that are truly exceptional.

This is the last of the line. Mercedes are going it alone with their next Hypercar, and McLaren are busy developing a smaller car, much more in the mould of the F1, although rumoured to be more affordable and with a much bigger production run.

So what does the 722S Roadster offer? Well, a good power boost for a start, culminating in a 0-100kph of just 3.7 seconds. It’ll also do 0-200kph in only 10.6. These are seriously quick times and give the 722S a real edge over the standard car. Lowered suspension (10mm all round), ceramic brakes and liberal use of carbon fibre add to the mix, and make this the ‘must-have’ SLR.

McLaren are making just 150 722S Roadsters. Delivery is due to start in January, and if you want one we have one available then. Be quick and you can spec it!

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In the course of the next twelve months you can expect to see the Aston Martin Rapide, the Porsche Panamera, the Audi A7, the BMW 8 and who knows what else. But, if rumours are to be believed, Lamborghini are joining the game. Look out for Lamborghini Urus for sale signs going up next year, after a launch at the Paris Motor Show.

In many ways the 4-door coupe is a very understandable niche. You only have to look at the Aston Martin Rapide to see just how gorgeous a 4 door coupe can look. And even the CLS is one of the best looking Mercs out there. So maybe Lamborghini are on to a winner (or maybe they feeel they have no choice) with the Urus. It is an interesting prospect - a 4-door, 4-seater Lamborghini. But will it be a compromise too far for the mad Italians, and are Porsche happy with it? Interesting questions.

The rumour mill is in full-flow, but it would appear that the Urus will be a front-engined, 4-wheel drive, four-door super-coupe. Apparantly, the LP560 engine doesn’t fit (up-front) so it is believed that an Audi engine of some description will find its way in. Will this be the upcoming V10 in the R8, or some sort of blown version of a V8? It would be nice to think that  they will use the V10, but internal politics are going to play a big part here. What will Audi think if they’re planning a V10 R7? Can Porsche live with a V10 Urus up against the Panamera. In fact, with Porsche now holding a controlling stake in VAG, will they even keep Lamborghini, or will they up production numbers with the Urus to ready Lamborghini for sale?

All this is rumour and guess-work. But it’s very interesting. Guess we’ll have to wait for the Paris show to know for certain.

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When I first saw the Maserati Quattroporte I was blown away. It is such an elegant, beautiful car, I couldn’t see any way it could fail. Short of an Aston Martin Rapide (which still hasn’t made it to the road - but should next year) there was no other four door saloon that even came close. But then I drove it. Oh, dear. However good everything was, I couldn’t get past the gearbox. It was Clarkson’s worst nightmare - the useless flappy-paddle manual ‘box. But this was even worse than the old Vanquish ‘box. It was temperamental and ferocious. It would be almost liveable-with in an out and out sports car, but in a car with ‘Limo’ pretensions it was simply unacceptable. So, beautiful as it was, I could never really recommend it. But that’s all changed.

Maserati very wisely decided to offer a proper auto ‘box in the Quattroporte a while ago, but I never got to try it. But now there is the perfect Quattroprte - the Sport GTS Auto. And this is the car the Quattroporte should always have been. As elegant and tasteful as it always was, it is now the perfect blend of an engaging driving experience and a cosseting, luxurious environment.

The gorgous exterior is a given, but the fit and finish inside are on a par with almost anything out there. High-quality materials abound and, unlike Maseratis of old, not a creak or groan to be heard. The Sport GTS has a firmer suspension than the regular Quattroporte, but on anything but a really rough surface it’s not a problem. There is a decent amount of torque and almost 400bhp on tap, with a 0-60 of just over 5 seconds and a 170mph top speed. And at mid £80s it costs far less than the nearest equivalent S Class (S63 AMG). In fact, it’s not much more than a specced S500.

So do yourself a favour. For once, let your heart rule and buy a Maserati Quattroporte Sport GTS. You won’t regret it.

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A big, hungry-for-air diesel engine in a small supercar was always going to be a problem. There’s nothing wrong with the engine, it is superb, but the R8 and the V12 TDI did not make happy bed-fellows. And Audi has concluded that it is just too problematic to continue with the project. So, does that mean the end of the diesel R8? Not on your life.

Audi are leading the way on big, powerful diesels. The Q7 V12 TDI, which launches at the end of the year, is ample testament that Audi are committed to this route. And they are absolutely right to be. It addresses many of the issues that makers of powerful cars are facing in making products the customer wants, whilst still improving economy. And whilst no diesel engine will ever ’sing’ like a petrol engine, the wall of torque they offer is a huge compensation.

So Audi is now looking to fit a V8 diesel in the R8. Will it be the same 4.2 engine you find in the Q7 and A8? Well, it seems likely that will be the starting point. That engine, in current form, puts out around 325bhp. I feel sure Audi will be looking for something a little more potent. But maybe not. Maybe it will be an entry-level R8. That would make sense. You’d have the diesel R8 as the entry level, followed by the current V8 petrol version and the range-topping R8 V10, which is due to hit the roads in the New Year.

Whatever Audi actually give us, it seems certain that the R8 will be the first supercar to offer us a diesel option. It’s going to be interesting.

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