Land Rover’s new turbo diesel engine is available in the 4WD TD4 150PS model featuring a manual transmission and intelligent Stop/Start technology as standard (an automatic gearbox without Stop/Start is available as a cost option), or the new SD4 model delivering 190PS (available in automatic transmission only).

This new engine is quieter, more efficient and both derivatives have 20Nm more torque than the outgoing engine. This means the 2011 Freelander 2 offers improved engine response and more mid-range strength for towing. CO2 emissions have been significantly reduced to 165g/km and 185g/km respectively with corresponding fuel economy benefits.

However, despite reductions in consumption and emissions, there has been no compromise in performance. The flagship 190PS Freelander SD4 accelerates from rest to 60mph in 8.7 seconds with an increased top speed of 118mph. The Freelander 150PS TD4 manual and automatic versions match the performance of their predecessors.

As well as being upgraded from EU4 to EU5, both versions have a new variable geometry turbocharger and have been extensively re-calibrated to deliver new levels of power, meet emissions regulations and reduce CO2 emissions. They are fitted with a catalysed diesel particulate filter as standard and are now compatible with 10 per cent biodiesel rather than 5 per cent.

As an addition to the Freelander 2 range, Land Rover will also offer customers a 2WD derivative, available in the UK from January 2011. This will be called the Freelander 2 eD4 and it will be the most efficient Land Rover ever produced, with fuel consumption of 47.2mpg combined, and CO2 emissions of just 158g/km.

“The new Freelander 2 eD4 moves Land Rover into the hugely popular and fiercely contested two wheel-drive SUV market,” said Land Rover managing director Phil Popham. “The European market for two-wheel drive SUVs represents 23 percent of the segment and we intend to compete strongly here.

“A 2WD option is just one way in which we are developing our vehicles’ efficiency whilst adding to the Land Rover range and expanding our appeal to a broader group of customers. We will continue to make the ‘world’s finest all-terrain vehicles’ for those customers who require 4WD but will also now offer an alternative.”

This groundbreaking Freelander 2 eD4 is powered by the new 2.2-litre turbo diesel engine, delivering 150PS. It is only available with a six-speed manual transmission featuring Stop/Start technology as standard.

The exterior of the latest Freelander 2 gets a new look for 2011. Marked out by a new front bumper assembly incorporating new front fog lap bezels, a new front grille finish, improved headlights and tail lamps, new full width tailgate appliqué and new 18- or 19-inch alloy wheel styles. There are three new colour schemes for 2011 Kosrae Green, Baltic Blue and Fuji White.

Inside the cabin, Land Rover’s design team have revised the instrument dials, and there are four new seat styles with the option of a Premium Pack that includes Windsor Leather upholstery, an 8/6 way electric seat, plus premium carpet mats and covered centre stowage.

The 4WD TD4 and SD4 models are on sale in the UK from the end of September.

Prices are as follows:

Derivative Drivetrain £OTR

150PS Manual

TD4 S manual* 4WD £21,695

TD4 GS manual* 4WD £24,995

TD4 XS manual* 4WD £28,495

TD4 HSE manual* 4WD £32,995

190PS Automatic

SD4 GS automatic 4WD £27,510

SD4 XS automatic 4WD £31,010

SD4 HSE automatic 4WD £35,510

*Automatic transmission available as £1,515 option

The 2WD eD4 model will be available in the UK from January 2011. Prices will be announced later this year.

Designed and conceived by the Porsche Exclusive department in Stuttgart, the two-seater 911 Speedster is significantly different from the other members of the 911 family. Every Porsche Speedster was traditionally distinguished by its shortened windscreen and sleek tail, and the new 911 likewise features a 60mm lowered and raked windscreen and the characteristic ‘double-bubble’ hardcover for the manual soft top.

The striking profile of the new 911 Speedster is further defined by the use of the Carrera 4 body, the 44 millimetre wider rear stance of which additionally gives powerful visual emphasis to the rear wheel-drive configuration of the car.

Just as the style of the new 911 Speedster features contemporary re-interpretations of classic Porsche Speedster iconography, the characteristic rear-engined chassis features the best from the current 911 generation. The 3.8-litre flat six has been tuned to deliver 408 hp (300 kW), 23 hp more than in the 911 Carrera S. With average fuel consumption of 27.43 mpg (10.3 litres/100 km) (NEDC), the new Speedster uses no more fuel than the standard 911 Carrera S Cabriolet – a consequence of Porsche Intelligent Performance2.

The 911 Speedster features as standard a seven-speed Porsche Doppelkupplungsgetriebe (PDK) gearbox which transmits power via a limited slip differential to the rear axle, which lends further finesse to the chassis dynamics. Porsche Active Suspension Management (PASM) and Porsche Ceramic Composite Brakes (PCCB) are also standard. Added to this is exemplary protection for the driver and passenger, with the safety roll-over protection system, which is standard in all open-top Porsche cars, being specifically tailored for the unique Speedster design.

The conception of the current Speedster comes from Porsche Exclusive – the department of Porsche that specialises in individualisation of Porsche cars and low volume production. The 911 Speedster heralds the 25th anniversary of Porsche Exclusive which will be celebrated in 2011, and further demonstrates the competence of the in-house technical experts after the recent success of the 911 Sport Classic.

The 911 Speedster has a generous level of equipment as standard and, as is to be expected from the artisans at Porsche Exclusive, its appeal also comes from the meticulously hand-finished interior in black smooth-finish leather with numerous exterior colour painted details – each one bespoke to the Speedster. These include decorative designs with black and white patterns reminiscent of a chequered flag on the centre sections of the sports seats, and leather side bolsters in the exterior colour.

The sporting flavour is enhanced further by the ‘Pure Blue’ exterior colour that has been developed exclusively for the Speedster, and which provides an intriguing contrast with the tinted front lights, black headlight surrounds, black windscreen border and other black decorative designs. It also features a bespoke front spoiler, specific side-skirts and a distinct rear apron. Porsche fans will also note the colour-coordinated black stone guard ahead of the rear wheels, reminiscent of prior editions of the 911. Upon request, the Speedster is available in Carrara White, at no extra cost.

The new Porsche 911 Speedster will have its global debut at the Paris Salon on October 2 and goes on sale in the UK in January 2011, priced from £144,100.

Fitted to every 911 Speedster is a Porsche Vehicle Tracking System (VTS), a sophisticated vehicle security package approved to Thatcham Category 5 standard, and customers will also be able to explore the potential of their new car by participating in a complimentary course at the Porsche Experience Centre, Silverstone.

The Porsche Speedster legend 1

In 1953, the Speedster series was launched with a pure sports car based on the Porsche 356, which had two sports bucket seats, doors with slide-in plastic side windows, and a shortened, elegantly curved windscreen. 1,234 examples were built.

By the time the 356 A was introduced in 1955, the Speedster reputation was firmly established and 2,910 examples were produced.

In 1989, the Speedster celebrated its revival with an edition based on the 911 Carrera 3.2, this time with an added feature; for the first time, the hood compartment lid had the characteristic ‘double bubble’ styling. Initially, a limited run of 171 were produced, but a wide-bodied ‘Turbolook’ version introduced shortly afterwards was sold to 2,103 customers.

In 1992/1993, the next evolutionary stage of the 911 Carrera – the Type 964 – ushered in a further Speedster edition, of which 930 examples were built. A further 15 widebodied ‘Turbolook’ versions were specially commissioned by customers.

Most recently, two examples of the Type 993 911 Speedster have been built to special order.

 They are an aftermarket tuning company that specialises in the modifications of prestige British motor cars. Founder Kourosh Mansory became keen on these vehicles when he resided in the UK before moving to Germany where he established his tuning shop in the city of Brand in Bavaria. To date, Mansory has performed extensive cosmetic surgery on such refinery as the Bentley Continental GT, Ferrari 599 GTB Fiorano, Aston Martin V8 Vantage and Aston Martin Vanquish. However what made the name Mansory so well known in the world of tuning was their decision to modify a Rolls Royce Phantom and unveiled it at the 2007 Geneva Motor Show. It was painted matt black and nick-named the ‘Conquistador’. The vehicle was featured in countless motoring magazines where it also became known as the Black Banshee. Most notable comment about the Conquistador was that it was more sophisticated and more beautiful and even more luxurious than the original Rolls Royce, and it was stated Mansory had beaten Rolls Royce at their own game. Unlike most German tuning companies, Mansory’s main business is not on horsepower but on aesthetics. Through the use of new aerodynamics, wheels and luxury interior treatments, Mansory transforms already exclusive vehicles into ‘one of a kind’ automobiles. Needless to say, all this is no excuse for producing a brand new Rolls Royce Ghost painted in the style of a 1990’s Subaru Impreza rally car.

My first taste of a Porsche Cayenne was when Nico Bertels, former water-ski racer and head honcho of Bernico International drove me from his workshops deep in the heart of Belgium to Brussels Airport. I was worried because my flight was due to take off in 90 minutes and the airport was 50 miles away from Nico’s office. We climbed into his Cayenne and after what can best be described as a white-knuckle ride and a half; we arrived at the airport with time to spare. Although Porsche were trying to keep details of their latest 2011 Cayenne under wraps for as long as possible, the new SUV was unveiled at this year’s Geneva show. The addition of a hybrid to the Cayenne range was the most notable debutant on the Porsche stand. The Cayenne S Hybrid is powered by a 333bhp supercharged V6 petrol powerplant assisted by a 47bhp electric motor. Capable of running short periods at up to 40mph on electricity alone, the Cayenne S Hybrid achieves 34.4 mpg and 193g/km of CO2 on the official combined consumption cycle. While the hybrid model returns the lowest emissions, the new Cayenne Diesel betters its economy with a combined figure of 38.2 mpg. Porsche has managed to achieve economy savings of as much as 23% by adding stop-start technology, reducing weight and introducing an efficient new automatic transmission.

The badge on the Cayenne bonnet gives it serious credibility around Le Mans, Porsche being among the most successful brands ever to compete at the Le Mans 24 hour race. The 911 might be responsible for that but no 911 has the range to get to Le Mans and back to the London on a tankful of fuel. The Cayenne diesel does, thanks to a 100 litre fuel tank and an incredibly economic 3 litre turbo diesel. Drive it at a respectable speed and it should deliver its claimed combined fuel consumption of 35.8 mpg. That will give the Porsche a potential range of 784 .48 miles. Available from late May, the Cayenne range starts at £41,404 and rises to £81,589 while the Cayenne S Hybrid costs around £57,610.

Take the TV I bought recently. Yes it cost a lot but it wasn’t the dearest television in the shop. I’d done my research and my TV of choice was simply the best on the market at that time. And after saving my pennies for 6 months, it’s now installed in pride of place in my living room. You see, I’m just someone who would rather wait or work for the best than settle for a quick fix.

Take this job. I thank god every day that I get to drive more exotica than most people could ever dream of. This year alone I’ve been behind the wheel of a Lamborghinis, a Bentley, a Rolls- Royce, a Porsche and two Ferraris. But no matter how rare, expensive, fast or beautiful they all are it’s the flagship model that I hold out for…the one that really gets my heart racing.

So when it was time for a Ferrari to grace these pages, there was only one I wanted….the 430 Scuderia. I’m sure many of you were expecting me to say an Enzo. And yes, the Enzo is the ultimate Ferrari of the modern day. But it’s old now (it was released in 2004), less than 400 were made and immediately snapped up. There’s the best and then there’s the totally impractical!

And this, the 430 Scuderia and current flagship Ferrari is actually quicker than the 650bhp Enzo. It’s essentially a pared back Ferrari 430. Scuderia means ‘team’ in Italian and for race car fans, the name is synonymous with Scuderia Ferrari, the racing division set up by Enzo Ferrari in 1929.

It’s based on the 430 but in the relentless pursuit of speed, Ferrari changed everything to produce the Scuderia. It’s 20bhp more powerful and 100kgs have been shaved off the weight. Carbon ceramic brakes are standard and it has completely new suspension. Then there’s the gearbox, Ferrari’s fastest ever. It can swap ratios in 60 milliseconds. The result is a supercar that devours 0-60mph in 3.6 seconds and goes on to 2mph shy of 200mph.

Press the throttle and the 1350kgs (pretty much the same as your average family hatchback) is catapulted along the tarmac at a rate you really can’t believe is possible. However, I could go on and on about how quick this beast is but it’s pointless really. Every cliché in the book can’t cover it. In any gear at any speed, and excuse the pointless cliché, it is earth shatteringly fast. You really have to experience it for yourself. What happens when you press the Scuderia’s throttle is reason enough to buy one.

Another reason I don’t want to dwell on the Scuderia’s acceleration is because it’s actually the least impressive thing about the way it drives. How it handles is the really big deal.

It does things so far beyond the realms of a normal road car… even an out-and-out sports car…that it beggars belief. I’ll give you an example. Like the 430, the Scuderia has a manettino controller on the wheel, a five-position switch which offers different suspension settings, as well as altering the traction and stability control systems.

The Scuderia’s however, has been retuned like that in the Ferrari F1 car. On one occasion during my test, I had the switch in RACE (might as well be called Track) mode. I encountered a particularly tight and surprising corner and every fibre in my body wanted to lift but instead I floored the throttle. What happened next was a surge of power to the rear wheels and from the outside, looked as if it was being driven by Schumacher himself. Unlike most electronic aids, there had been no interruption to the power flow and no attempt to slow me down.

Whatever setting you have the manettino in, the car will never cease to thrill you. One word of advice though…do not turn the switch to OFF. There’s no need. Only Michael Schumacher is quicker with it turned off. You will not beat this machine and any regular driver will be quicker and safer with it turned on. Turn it off and you could land yourself in more trouble than you could imagine in less time than you’d ever think possible. By rights then I should be going on to say how hard and intimidating the Scuderia is on anything but the open road. But this isn’t the case. It’s safe to say it’s no Ford Fiesta but it really is astonishingly easy to drive. Yes the suspension is stiff, yes it’s big and very low and car parks, kerbs and speed bumps are a challenge but not impossible. I took my daughter to school in it then went and did the weekly shop. Yes I opted to avoid the multi-storey and opted for an open car park instead but that was more to do with me worrying about the 5k excess and my unfortunate tendency to kerb very expensive wheels. Not that I could live with this car every day. But then the people that buy one don’t have to. The Scuderia will be the 4th or 5th car in a family. Ferrari of course, know this. Which is why the interior is meagre. There’s no carpet and the radio is basic to say the least. Not that you can hear it above the roar of that engine of course.

However, in terms of technology and engineering, Ferrari hasn’t missed a bit and the attention to detail is unbelievable. Take the paint on my test car – an exact replica of an original shade from the 1960’s. Of course, should you wish to add a bit more luxury to your Scuderia, there is an options list. An MP3- compliant connection and sat-nav are on there. As are extra carbonfibre trim, racing seatbelts and a racing steering wheel with a row of LED lights that increase in number with engine revs. My test car had this option and although it costs more than the price of most small hatchbacks, I’d have it.

In fact, I’d have the Scuderia, period. Thanks to my job and the various exotica I get to drive, there aren’t many cars I’d buy with my own money. But the 430 Scuderia is one of them. In my opinion it’s the best at pretty much everything it does. Which means, more importantly, mother would approve.

FERRARI 430 SCUDERIA

Engine: 4308cc

Power: 520bhp@ 8500rpm

Fuel: 15.7mpg (combined)

Acceleration: 0-62mph – 3.6 secs

Top speed: 198mph

Price: £168,962

Mercedes Benz E250cGI

Number of cylinders: 4

Displacement (cc): 1796

Transmission: 5 Speed automatic

Acceleration (0-100kph): 7.7 seconds

Fuel Consumption (1/100km): 7.3

Price: TBC

Mercedes Benz E500

Number of cylinders: 8

Displacement (cc): 5461

Transmission: 7 speed automatic

Acceleration (0-100kph): 5.3 seconds

Fuel consumption (1/100kph): 10.9

Price: TBC

Porsche 911 Turbo

Price: £99,679

Acceleration: 0-62mph 3.9 seconds

Engine: 3.6-litre 6cyl 473bhp

Top speed: 193mph

Rear engine/4WD

Give me a Lambo and i’m like a teenage boy on a date with Cameron Diaz.

First off, let me say I am a huge Lamborghini fan. As a motoring journalist who’s driven pretty much everything on four wheels over the last twelve years, it’s rare for me to get excited about a car. The way they look, their shape, the noise, the way they drive. Noisy, fast, raw, no compromise. So I was a bit concerned when I read the fi rst reviews of the Gallardo LP560-4. It seems all cars these days, even if they cost more than 100k and have 500hp, are being designed to be more and more practical. The latest Lambo, it seemed, was no exception. Usable, easy to drive…had the raging bull gone soft? Well, no. From the moment I clapped eyes on it, it was obvious this was still a bona fi de Lambo – like a Gallardo on steroids. Murciélago-shaped air intakes have been fi tted in the nose, while the sharper Reventon-inspired front end, daytime running lights, wider rear grille and striking Reventon taillamps also feature. Bearing in mind the Reventon costs 1 million euros, the fact that the £147,300 LP560-4 bears such a s triking resemblance to it is reason enough to buy one. Under the bonnet, extensive changes have been made over the outgoing Gallardo, with the arrival of an all-new 5.2-litre V10 engine. It develops 560bhp, hence the newcomer’s name – the ‘4’ refers to the four-wheel-drive system. Replacing the 520bhp 5.0-litre, the unit produces 540Nm of torque – an increase of 30Nm over the outgoing powerplant – yet is 20kg lighter. On the road, the upgrades do produce a smoother, more refi ned drive. However, it’s still as raw as you want it to be. The acceleration is blistering (0-60mph is spat out in 3.7 seconds) but the best part about the engine is that heady, high-pitched wail it lets out when you hit the throttle. It sounds so fantastic that you fi nd yourself slowing down on empty roads just so you can hit the accelerator and hear it scream again and again. Turn into a corner you’ll discover well-weighted and direc t steering, while the four-wheel drive system manages to combine secure handling with plenty of driver involvement. My only criticism is the gearbox. My test car was fi tted with the £7,000 E-Gear semi-automatic transmission, the choice of 70% of buyers. Don’t get me wrong. Of its type it’s excellent and delivers savagely fast gear changes. However, as a purist, I’d always have a manual shift, for a number of reasons. Firstly, if I’m paying over £100k for a car, I want to be given freedom of choice. If I choose to downshift at the wrong time, that’s my prerogative! Second, these electronic ‘boxes’ are better than us. Cars with them don’t need you. But fi nally and most importantly, there’s nothing more satisfying than executing a wonderful shift quickly. You feel more involved with the car – it’s a bonding process. That ‘click, click, click’ when you get it right, especially in a supercar, is one of the most satisfying feelings in the world. Of course, what most paddle shifters try to do is make a car easier to drive on public roads. But with or without it, the LP560-4 is a doddle. Even in heavy traffi c, it’s no more threatening than a hot hatchback – not something which could be said of previous Lamborghini models. So, yes, the LP560-4 is without doubt the most usable Lambo to date. But is it still a serious supercar? Absolutely. And to achieve this – to make it as easy to drive as a Ford Fiesta yet as exciting as piloting a stealth bomber WITH Ms Diaz sitting by your side, is one of the most successful feats of engineering I’ve ever experienced.