It’d be near impossible to walk past a g earning white first-generation 997 GT3 with a sub-£60K price-tag without stopping for a closer look. Of course, most of us don’t have that kind of cash sitting around, but it does get you thinking: do I really need all my internal organs?

The temptation grows when you discover that this car has recently been reduced from £62,000 and has all the right options – the Sport Chrono Pack Plus, satnav, adaptive sports seats, upgraded sound system and very cool 19in black CT3 alloys are the headline additions.

This one’s been well cared for, too. It hasn’t quite reached the 20,000-mile mark but it looks like it has covered half that distance: there’s barely a mark anywhere. It’s had two owners and as it’s being sold on behalf of its current owner, the balance of the warranty (which runs until May 2012) remains. Cars sold directly by dealers lose any remaining warranty, so this is a rare bonus.

All in all, then, it’s hard to argue against this car, and if you need any further convincing, the fact that it was only just pipped by the Ferrari 599 GTB in our 2006 Car of the Year competition should tell you all you need to know about its dynamic capabilities.

Meet what’s almost certain to become one of the rarest Audis ever. The company’s official anticipation is that no more than 150 S8s will be sold in the UK each year volumes to make the R8 look positively commonplace.

It’s a prediction that’s based on a realistic understanding of how the market for XXL saloons works here. Company users willing to take the tax hit of a big petrol engine tend to be looking for a flashier badge, while keen drivers are likely to select something more agile. It’s also a statistic that makes it a bit easier to understand why the S8 fails to deliver on British dynamic tastes.

More of that in a moment, but first the new engine. We’ve already driven a pre-production version of the S8’s new 513bhp twin-turbo V8, but this is our first chance to experience it on proper roads – in this case the fast, flowing tarmac around Pamplona in northern Spain. This is the same engine that’s set to find its way into the Bentley Continental and – in downturned form – the forthcoming Audi S6 and S7. It’s a storming powerplant, mustering the sort of effortless urge that the previous S8’s naturally aspirated V10 struggled to deliver. Now the combination of a torque peak that starts at just 170()rpm and a quick-acting eight-speed autobox translates into an any-speed surge of seemingly relentless acceleration.

Most pre-launch attention has been won by the new motor’s clever cylinder-deactivation system, which turns it into a V4 under gentle use, helping to deliver a 27.7mpg combined economy figure. In the real world the cylinder shuffling is effectively invisible, as even the gentlest throttle application will get all eight cylinders fired up again.

Sadly, when it comes to the business of corners, the S8 comes straight back to the too-familiar fast-Audi script of relentless competence. The steering lacks feel behind its artificial weighting, and although there’s lots of grip and a commendable enthusiasm to stick to a chosen line, on slower stuff the S8 starts to feel nose heavy, with driving quickly becoming the customary story of managing understeer. Audi’s sport differential can be felt doing its thing by vectoring torque to the outside-rear comer – but you have to really drive through front-end slip to persuade it to step in and tighten the line.

So, another dynamically inert fast Audi. The S8 is enormously fast, impressively stable and equipped with everything bar the kitchen sink – but for excitement you still need to look elsewhere.

On its 2003 launch, the VX220 Turbo offered pace its Lotus Elise base car couldn’t. The increasing power of Elises and Exiges since makes the VXT feel tamer now than it did then, but its turn of speed is still impressive.

This 2005 example at Stratstone in Milton Keynes feels in rude health, and with the 2-litre turbo engine serving up maximum torque below 2000rpm, it’s adequately quick in all five of its forward gears. Its soundtrack is suitably rorty, too. That’s great news, as the sheer volume of wind and road noise that makes it into the cabin makes this car’s trick aftermarket stereo next to pointless.

There are a few clonks from the suspension, and while more than likely just mechanical noise audible via the car’s lack of carpets and sound insulation. I’d be tempted to do some checking. It certainly feels fine to drive, its sub-1000kg frame exceedingly well-balanced and responsive to direction changes.

The exterior is nearly immaculate, but there are numerous scratches and marks inside. This is one of the cheapest VXT’s on the market, though, and if you’re buying it as an occasional second car or track toy, the scuffs are probably inconsequential.

The BMW Z4 range has been dominated by six-cylinder models, but thanks to the influence of CO2 regulations, there’s now a couple of new four-pot turbo options.

This sDrive20i is now the entry-level ZA and it dips below the £30K mark thanks to a £945 price drop over the 23i it replaces. The kit count is stronger, however, with leather seats and Bluetooth among the newly standard equipment. BMW’s biggest boast, though, surrounds the new 20i’s cleanliness. Its 2-litre engine is 50()cc smaller than the 23i’s straight-six, and while at 181 bhp it’s 20bhp lighter, it’s 151b ft healthier and 42g/km (and four tax bands) cleaner. Fuel economy is up from 33.2 to4l.5mpg, too.

Predictably, it doesn’t sound as good as its predecessor, but the 20i still makes an interesting, if slightly synthetic noise. There’s some aural reward for hanging on to the revs, but with peak power delivered at a diesellike 4800rpm (and maximum torque at a mere 1250rpm), the engine works better if you shuffle through the gears.

It’s brisk enough, but not wholly engaging, and it’s a similar story dynamically-the steering and manual gearshift are nicely weighted (an eight-speed auto’s an option) but they aren’t attached to the most playful of chassis. Think of this as an efficient SLK alternative rather than a Boxster battler.

If you crave more power, an extra £4165 buys you the sDrive28i, which actually has the same engine but tweaked to 242bhp and 2581b ft (in fact basically the same unit that’s in the 528i on the left) but with identical CO2 and mpg figures.

The big promotional graphics down the side are the most obvious thing about this Milltek Golf R. Strip them away and you have a hatchback that could easily have cruised unnoticed into our Q-cars feature last month. Depending on your point of view on aftermarket tuning, this might be a very pleasant or a very disappointing thing.

Stickers aside, one of the major changes Milltek has made to this Golf R is to fit a new exhaust downpipe complete with a high-flow sports catalyst (£748, excluding fitting) and a cat-back section with active exhaust valves and titanium tips (£974). The four-cylinder R has never had the most soulful of voices, and to be honest this exhaust doesn’t really change matters. The volume has been turned up a fraction and the note is a touch deeper, but not a lot. On the plus side it’s EU-homologated and hasn’t turned die R into a ghastly booming motorway annoyance.

The main purpose of the system is to reduce back-pressure and improve spool-up of the turbo. With assistance from this car’s Autotech high-pressure fuel pump and accompanying Custom-Code software (£924, from jbsautodesigns.co.uk), it certainly hits the spot. There is added zip to the throttle response and huge punch lower down, although the engine does run out of enthusiasm at higher revs. Claimed total power is 330bhp (up 64bhp), torque 3171b ft (up 59lb ft).

Because Milltek does a lot of testing on track with this car, it has also been fitted with some Tarox front brakes. The ten-pot ‘B360’ calipers with 360mm discs have actually added more to the aural output of the Golf than the exhaust, because they squeak like terrified hamsters when the hard pads are cold. However, once you’ve got some heat into them with a couple of decent stops, the hamsters recede and you’re left with a very effective upgrade. The pedal is nicely firm with real power from the top of the pedal, and there’s no over-served snatchings. But at £3000 plus fitting, they’re not cheap.

In the end you’re left with a car that is improved but doesn’t feel much more extrovert than the standard one. If you bought a Golf R for its subtlety, these upgrades may appeal.

The Mercedes-Benz SLK 55 AMG is the most powerful SLK of all time. Its newly developed AMG 5.5 liter V8 with cylinder shutoff system combines highest performance with lowest consumption. With a maximum output of 310kW and maximum toque of 540Nm, the SLK 55 AMG surpasses all direct competitors. Its fuel consumption is some 30 percent lower than the previous model’s. The AMG sports suspension with Direct-Steer system, Torque Vectoring Brake and 3-stage ESP plus the AMG high-performance braking system ensure very dynamic handling.

True to its name (Brio means vivacity), Honda’s new hatchback zips cheerily through traffic, earning admiring looks. It has a sporty design, from its double triangle geometrical sides to the triangle shaped lamps and the only-glass rear. The Brio may look compact but has ample space within. The slim seats are designed in such a way that they are not obstacles when climbing in or getting out. The storage area near the dashboard includes the regular trimmed down glove compartment, front door pockets and three drink holders. Alongside the regular meters, there is the Eco lamp, which brightens when you are driving in an economical manner. It shows the speed as well as the average fuel consumption since the last fuel refill. The top end model that we test drove had an integrated stereo system with FM radio, USB port and auxiliary port. The stereo controls were located on the steering wheel. With the sufficient foot space in the front, it would seem that Honda would have compromised on the boot space. However, the boot has been designed cleverly by making it deep with enough room to fit in three travel bags.

Brio is light and smooth to drive, possibly the result of it having the same electric power steering and engine as the very popular Honda Jazz. The suspensions are good and the ride doesn’t shock your vertebras. The gear shift is smoother in comparison with cars in the same segment. The Honda hatch packs in two SRS airbags and anti-lock braking system for safety. On the downside, there is no height adjust for the driver seat, no CD player and the rear power windows look way too old.

The good news is that the hatchback version of the new BMW 1-serics is still rear-wheel drive, although plans arc advanced to offer front-drive versions with different body styles later on.

Behind the revised look, it’s a very similar car to the outgoing model. Its 85mm longer and gets a 30mm stretch in the wheelbase but keep the same McPherson strut front suspension. From launch, the engine choice is limited to 1.6-litre turbo petrol units or 2.0-litre diesels – sportier versions follow later.

We tried what will be the fastest petrol version for now, the 168bhp 118i, which covers 0-62mph in a claimed 7.4sec while combining decent torque with an enthusiasm for revs – and an official 48mpg combined. Transmission choice is between a new eight-speed automatic and a six-speed manual.

All versions of the hatch come with ‘Drive Performance Control’, which has four modes – comfort, sport, sport plus and ‘eco’, the sports settings sharpening the responses of the throttle and electrically assisted steering, ՝eco’ saving fuel by trimming the throttle.

Inevitably lots of big-car gadgets have migrated from further up the BMW range and into the options list, including lane departure warning, adaptive cruise control and even internet access. UK buyers can add Adaptive M Sport suspension for an extra ՝C750 too.

The power steering is much better than that of the old car, losing much of the artificial feel that affected the previous system. Responses are keen and body roll is well contained – on a twisty, bumpy road the 1 -series grips hard and feels impressively agile. BMW says that its engineers visited north Wales during the car’s development to tune the suspension for the unique challenge of British tarmac, and on first impressions the trip seems to have paid off.

The latest 6-series is a return to the days when new meant longer, lower, and wider. Overall length is up by 2.6 inches, width increases 1.6 inches, and the roof is 0.2 inch lower.

Mechanical machismo is provided by BMW’s 400-hp, twin-turbo 4.4-liter V-8. An eight-speed automatic or a six-speed manual is available at no extra cost. BMW claims a 0-to-60 time of 4.9 seconds for either transmission, which seems a bit conservative for the 4250-pound machine.

The 650i takes misbehavior in stride. Hit the Driving Dynamic Control button to switch out of comfort mode and into the sport setting, and the automatic transmission, throttle, steering, and suspension turn naughty.

The Range Rover Evoque is suddenly the car of the moment, arriving just as buyers switch towards shrunken SUVs for their greater style and lower running costs. That’s why this five-door, 188bhp, 2.2-lirre diesel Evoque, known as the SD4, is expected to be the biggest seller here in the UK.

We already know from the three-door, 2-litre turbo petrol version we drove last month that the chassis on the Evoque is surprisingly accomplished. When you realize that the starting point was the Freelander, but with an extra 20mm of ground clearance added, that’s a remarkable achievement.

The result is a pocket SUV that feels light on its feet and up for a spirited drive whenever you fancy it. What’s particularly impressive is the way the chassis adjusts as you lift off the power approaching a corner- the Evoque tightens its line and homes in on the apex in a very un-SUV-like way. There’s some magic going on here, and, even in this diesel model, the sort of progress you can make cross-country is quick enough to embarrass cars with much more sporting profiles.