Abarth 500 turns up heat!

Nearly 200bhp turns Abarth into a firebreather

THE Abarth 500 has gone power crazy! With its snarling 133bhp 1.4-litre turbo engine, the tuned baby already has quite a reputation.

Buyers can take power to 158bhp with Abarth’s Esseesse upgrade – but for German tuner Karl Schnorr Kraftfahrzeuge, that’s still not enough.

It has added a bigger turbo, a sports exhaust and remapped the ECU to give an incredible 198bhp.

Visual upgrades include the red 17-inch alloys you see here, as well as lowered suspension for improved handling.

But the power output isn’t the only figure that’s risen – so has the price.

To turn your Abarth 500 into a Karl Schnorr firebreather will set you back nearly £4,500 on top of the £13,605 list price.

Alfa 169 turns on the style

It's been a long time coming, but the Italian 5-Series rival is almost here and it's shaping up to be a stunner.

	Alfa has taken the decision to make the 169 rear wheel drive - ensuring a more dynamic driving expereince

Alfa is back to what it does best! These are the most accurate renderings yet of Alfa's all-new flagship saloon, the 169. And the long-awaited replacement for the unsuccessful 166 is taking on the Germans the the only way Alfa knows how, with stunning design.

The 169 heralds a new styling direction for the firm. While the grill is still very much part of the Alfa family, the rear end is all-new while the overall exterior will take inspiration from the new crop of four-door coupes such as the Mercedes CLS and Audi A5 Sportback.There's even a hint of the elegant Maserati Quattroporte in its flowing profile.

Pitched as a direct 5-series rival, top-end models could even take on the likes of the larger Jaguar XJ. But in order to compete with the established players, Alfa has taken the decision to make the 169 rear wheel drive - ensuring a more dynamic driving expereince. To achieve this Alfa could borrow the next Chrysler 300C platform - which in itself is a slightly shortened version of the Quattroporte's underpinnings - a perfect example of how the Chrysler-Fiat tie-up will save both companies piles of cash, by stretching their resources across a number of brands.

Engine choices are still unconfirmed, but likely to include all-new petrol and diesel V6's. There are even rumours that the 450bhp 4.7-litre V8 from the 8C Competizione supercar could find its way into a range-topping GTA variant, designed to give the BMW M5 and Mercedes E63 AMG something to think about.

Originally previewed by the Visconti concept at the Geneva motor show way back in 2004, the 169 was earmarked for a 2009 debut. But due to the economic crisis it's been repeatedly delayed, and now an on-sale date sometime in late 2011 seems feasible - although we can look forward to another gorgeous concept previeweing the 169 breaking cover at a major motor show next year.

BMW plays it smooth with 5-Series!

Cleaner, 7-Series-style look for big exec with new engines and stop-start to slash emissions

	Our German sources have revealed all the details on the car

The new BMW 5-Series is here! The official unveiling of the new executive express is imminent, but Auto Express is one step ahead of the competition.

Our exclusive images show exactly how the model will shape up. And our German sources have revealed all the details on the car, which is set to be better to drive than ever, yet cheaper to run.

It will look smoother, too, with former design chief Chris Bangle’s controversial styling dropped in favour of a much more conservative shape.

Gone is the awkward boot lip, replaced by a tail inspired by the 7-Series, while a bold crease runs from the front wheelarch to the rear lights. This emphasises the extra 20mm of length the new model has over the outgoing car. Inside, the 5-Series will share its cabin layout with the recently launched 5-Series GT.

As with its Mercedes E-Class arch rival, a barrage of cutting-edge technology will appear – and a healthy proportion of it will be devoted to driving enjoyment. Four-wheel steering is to be carried over from the 5-Series GT, while an active rear differential will provide maximum traction.

Efficiency is high on the agenda, with stop-start ensuring that CO2 emissions tumble by 10-15 per cent. Four-cylinder models are fitted with the set-up from launch, while six-cylinder cars get it in 2011.

Economy is also boosted by new engines, including a 175bhp 2.0-litre four-cylinder unit for the 520i. This will be replaced at a later date by a 2.0-litre turbo, delivering either 200bhp or 250hbp.

The 272bhp straight-six from the 530i will be carried over unchanged, but the 550i will swap its 4.8-litre V8 for the cleaner and more powerful 401bhp twin-turbo 4.4-litre V8 from the 7-Series.

Diesel models will receive a similar shake-up. Although the 177bhp 520d will still be the entry point, a 3-Series-style EfficientDynamics variant with emissions of less than 120g/km is likely. Gone is the 197bhp six-cylinder unit from the 525d, replaced by a significantly more efficient 204bhp four-cylinder engine from the 123d. Both the 235bhp 530d and 286bhp twin-turbo 535d will return.

We’ve recently driven ActiveHybrid versions of the 7-Series and X6, and a petrol-electric 5-Series will follow. This variant is likely to appear in showrooms in 2011.

It will feature the same layout as the ActiveHybrid 7, combining a proven 218bhp 3.0-litre petrol engine from the 525i with an electric motor housed in the eight-speed automatic gearbox. But unlike the 7-Series, the ActiveHybrid 5 will have the ability to drive up to 2.5 miles on electric power alone.

The 5-Series family will grow when the Touring version is introduced in February. But performance fans will have to wait until 2012 for the next M5 – and the existing car’s V10 will make way for a 555bhp 4.8-litre twin-turbo V8.

BMW M3 GTS

Ultimate M3 arrives boasting 450bhp V8 and track-inspired suspension

	Under the M3 GTS' bonnet lies a new 4.4-litre V8 based on the 4.0-litre unit found in the standard M3.

TAKE a look at the most extreme M3 ever! This tangerine dream is the GTS – a hardcore track-inspired flagship that takes BMW's popular coupe into new territory with an uprated V8 engine, a roll cage and a price tag in excess of £100,000.

Like Porsche's 911 GT3 RS, it's aimed at owners who like to occasionally take their car to racing circuits. And with much of the testing of the newcomer done at the famous Nurburgring – our spy photographers caught a prototype there last month – the GTS will certainly be at home on the track.

Under the bonnet lies a new 4.4-litre V8, which is based on the 4.0-litre unit found in the standard car. Power goes up by 36bhp to 450bhp, while the six-speed manual transmission is swapped for the twin clutch seven-speed M-DCT system, which boasts tweaked shifts.

In addition, the chassis gets a whole host of upgrades, including new springs and dampers (the rear axle support is bolted into place for extra rigidity too) while new 19-inch alloys get 255/35 front and 285/30 rear tyres. Aerodynamics are enhanced by a huge rear wing that produces actual downforce, along with a larger front splitter. Both are adjustable.

Weight saving measures go far beyond the standard car's carried-over carbon fibre roof too, and include lightweight racing seats, a new titanium exhaust, the removal of the car's air conditioning system and the rear seats. In their place is a roll cage (for added body stiffness and safety on the track), along with a fire extinguisher.

There's no word on whether the GTS will be available in right-hand drive, but it's unlikely as the car is only being made to order in Germany, where it commands a price tag of 115,000 euros.

Ferrari 458 Italia

It's the ‘baby’ Ferrari that’s quicker than the legendary F40 and about as rapid as the mighty Enzo!

	Put your foot down, all three exhaust valves open and the 458 can be heard for several miles.

Marking an incredible new chapter in the history of the prancing horse, the 458 Italia is not only faster, bigger, slightly heavier and more expensive than the car it replaces – but it’s also far more desirable.

There’s no doubt that Ferrari has really gone to town on the 458 – its basic statistics are amazing. With an all-new 4.5-litre V8, it produces 562bhp at 9,000rpm and 540Nm of torque at 6,000rpm. Claimed performance is staggering with 0-62mph in 3.4sec, 0-124mph in 10.4sec (that’s 0.6sec faster than the 599) and, as Ferrari modestly puts it, a top speed of ‘over’ 202mph.

Technology oozes from every corner of this machine. The engine is based on the motor Ferrari built for the A1GP racing car. It uses a very clever variable intake system that allows the engine to rev to 9,000rpm but also pull very strongly from low speed.

A new aluminium bodyshell carries a wheelbase that is 50mm longer than the old 430’s, and a very quick steering rack with just two turns lock-to-lock. Improvements have been made to the front and rear suspension, especially in camber control, and as a result the 458 doesn’t need to rely on its anti-roll bars as much as the 430 did.

Endless hours in the wind tunnel have produced a functional shape that looks far better in the flesh than it does in pictures. Despite having no traditional wings, at 200mph the 458 produces 360kg of downforce. There are countless aero-details to enjoy but perhaps the best two are the moveable vanes in the front air-intakes that shift downwards at speed to direct the airflow under the car, and therefore reduce drag. What’s more, there’s also neat intake by the front headlight that exits on the front wheelarch and reduces lift over that section of bodywork by 40 per cent.

But behind the wheel, it’s the gearbox that makes the first impression. Ferrari has decided to ditch its F1-derived paddle shift system, and also the open-gated traditional manual, in favour of a seven-speed DCT (dual clutch transmission). It works very well, providing a clever combination of feel and smoothness. Each shift takes just 50 milliseconds, so the immediacy of the old F1 system remains, and yet in traffic the car is much, much easier to drive. It’s well worth the 25kg weight penalty over the old ‘box.

Of course the engine is sensational. What surprises is how well it pulls from low-revs and how docile it is when you just want to dawdle about. But it goes crazy above 6000rpm and fully lives-up to its claimed figures. The noise is spectacular too: on small throttle openings the intake and exhaust stay quiet (only the centre pipe of the three exhaust outlets is open), but when you put your foot down, all three open and the 458 can be heard for several miles.

>>WATCH THE 458 ITALIA IN ACTION HERE

The handling is just as sensational. The steering is full of feel and the quick rack means that even hairpins require simply a flick of the wheel. Needless to say, the chassis offers lots of grip but it’s the level to which you can adjust it that’s even more impressive. Thanks to the steering wheel mounted Manettino – a dial which allows to select various tracton control settings – you can leave the car’s electronics to provide you with ulimate traction, or switch it to ‘race’ mode or even turn it off completely, and let the tail slide in corners. Factor in brilliant carbon ceramic brakes but a surprisingly refined ride and it all adds up to an winning combination.

Some people will find the cabin a little too futuristic, but it’s hard to fault the ergonomic thinking behind it. All of the major functions – indicators, wipes and chassis controls – are on the steering wheel and the two screens wither side of the large rev counter can display everything from speed to brake temperatures. It’s hard to find fault with the 458. It’s expensive and not everyone thinks it is beautiful, but as a driving machine it is mighty impressive and until the new McLaren arrives, it is the master of this small section of the marketplace.

Audi's Green Machines

Four rings has raft of green technology - saving fuel and cash

Unlike some rivals, Audi doesn’t currently have a specific green sub-brand.

However, it recently built the A4 Concept E – a model designed to be as fuel-efficient as possible. In fact, it manages to cut consumption to 70.8mpg on the combined cycle, and emit only 105g/km of CO2. These are remarkable figures for such a large and practical car.

Thankfully, the technology isn’t confined to show models, as you can opt for frugal versions of the A3 and A4. The former uses a 1.6-litre TDI diesel to emit 109g/km and return 68.9mpg; the latter has a 2.0 TDIe, and gives 120g/km and 61.4mpg.

It’s not only economy specials that are targeted in Audi’s quest for greater efficiency, however, as there is a number of fuel-saving devices in various cars across the four rings model range.

All TDI diesel engines use common-rail technology, which sees precise amounts of fuel being injected into the combustion chambers to maximise returns.

On 2.0-litre diesel and petrol models, Audi’s Start/Stop system is fitted. This works in the same way as rivals’ set-ups – killing the engine when you bring the car to a halt and release the clutch in neutral, and then firing it up again when you press the left pedal. The result of this is lower fuel consumption and CO2 emissions.

Larger diesels, such as the 3.0 TDI in the Q7 4x4, use a special catalytic converter and exhaust gas additive, called AdBlue, to remove nitrous oxide from the emissions. The formula is replaced when the car is serviced, so owners aren’t inconvenienced.

Diesel units aren’t alone in using clever innovations to reduce consumption, though. All Audis bar the R8, A8 and Q7 can be specified with the firm’s turbocharged T FSI engines, which were the first in the world to combine petrol direct injection and forced induction. This increases efficiency while offering more power.

Many cars in the range use what bosses refer to as Recuperation – this is Audi’s version of brake regeneration, and it engages the alternator when the car is coasting or braking, before feeding the energy into the battery. It’s used to run on-board gadgets, so they don’t steal power from the engine.

The company expects this to boost economy by up to three per cent.

Plus, before all this technology is fitted to any Audi, the brand uses aluminium extensively in its models’ chassis and bodywork to keep weight down, and in turn boost efficiency.

A-Z of green cars

From Alfa to Volvo, our guide looks at all the eco-badged models in showrooms – and rates the best-value buys...

	We tell you about all the next generation of Green cars and new innovations to look out for.

Hardly a week goes by without another manufacturer adding a ‘green’-badged car to its range. From BlueMotion and BlueEFFICIENCY to ECOnetic and ecoFLEX, the new models keep appearing!

But just how efficient are these newcomers, and how much money will they enable you to save?

We’ve answered these questions and more in this special A-Z guide, which gives you all the information you need to make the right choice.

Our experts have run the rule over each of the major brands currently on sale in the UK , and picked out the star buy.

Plus, we tell you about all the next generation of Green cars and new innovations to look out for.

Buying any new vehicle is a complicated business, and with firms rushing to jump on the eco bandwagon, it’s easy to get hoodwinked by glitzy sales brochures and dazzling figures.

That’s why we’ve put together the ultimate green car guide – if you’re in the market for a new model, you can’t afford not to read it!