Audi has upgraded the RS6 and RS7 into RS6 Performance and RS7 Performance. Their V8 engines enjoy a boost of 30 horsepower and 37 lbft of torque to 630 hp and 627 lbft, thanks to larger turbos that lift boost pressure from 2.4 to 2.6 bar. As a result, both cars have their 0-60 mph cut by two-tenths to 3.3 seconds, although they still trail BMW M5 CS and M8 Gran Coupe Competition. Not much changes are made to the rest of the car, but you can now opt for 22-inch forged alloy wheels, which save 20 kg compared with the standard 21-inch items. These wheels also come with grippier Continental tires. 8 kg of sound insulation materials have been removed, though the cars are no lighter than before.

The new 3.0 CSL pays homage to the BMW classic bearing the same name. While that one was a race car that won 6 European Touring Car Championships from 1973-79, the new one is only a special edition built to celebrate the 50 years anniversary of BMW's M division. Only 50 cars will be built. While pricing is yet to be revealed, it should be in the region of half a million pounds.

Obviously, the new 3.0 CSL is built on the M4 Coupe, particularly the M4 CSL. Saying it looked like the original 3.0 CSL is probably overstated, especially if you ignore its racing paint scheme. However, it does look different enough from the regular M4. For a starter, it employs a relatively familiar double-kidney grille. Still too large for traditionalists, but way nicer than the full height and edgy version on the M4. Then, it completes with different bumpers, skirts and side panels that cover the front and rear fenders. The windows are unchanged, but their frames are chromed instead of black, and a BMW propeller logo is added to its trailing end, just like the original 3.0 CSL. At the back, it adds a roof air guide (another feature of the original), but the new rear wing is no where as large or as striking as the original's. Still, it is far more racy than the one on M4 CSL, which is just a pronounced boot lid. The 3.0 CSL also uses larger forged alloy wheels, 20-inch up front and 21-inch rear.



BMW said its body work is virtually all-carbon-fiber, including the bonnet, roof, boot lid, side panel attachments and aero kits. Further weight saving comes from carbon-fiber bucket seats, titanium exhaust and standard fitment of ceramic brakes. The car is also much purer in technical specifications, being rear-drive and manual gearbox only. Despite that, it still weighs 1624 kg, merely 1 kg less than the M4 CSL, which comes standard with automatic gearbox. Ridiculously, the L in its name stands for Leichtbau, or Lightweight.

The M4 CSL's twin-turbo straight-six engine has been recalibrated to release 10 more horsepower for a total of 560. Unfortunately, just like any M4 and M3 with manual gearbox option, maximum torque is limited to 406 pound-foot. In addition to the slower response of manual shift, the car is certain to be slower than the M4 CSL.

Classic remake or restomod is very popular in recent years. The good ones including Lancia Stratos and 037, various classic 911s, Ferrari 250GT SWB or even Peugeot 205 GTI can really bring back the driving thrills of the original yet have their weaknesses sorted out. Bad ones including Lamborghini Countach just try to earn easy money by redressing an existing production car to appear like classic. While the BMW 3.0 CSL is not exactly a classic remake or restomod, it sounds closer to the latter camp.

The Abarth version of Fiat 500 Electric (which will be sold in America as 500e) gets a more powerful front-axle motor, boosting horsepower from 118 to 155 hp, and torque from 162 to 173 lbft. This enables the little car to do 0-60 mph in 6.6 seconds, compared with 8.5 sec of the regular model. Top speed is limited to 96 mph only. It employs the same battery with 42 kWh capacity, so expect driving range will be shorter than the standard car's 200 miles (320 km). Fiat hasn't revealed full specification yet, but you can expect stiffer suspension, larger brakes, retuned steering etc. Front and rear traks seem to be unchanged from pictures, although it does ride on larger, 18-inch alloy wheels.

If all these seem a bit tamed, don't need to be disappointed, because this should be just the first step. I believe the 695 name will return soon with more power and chassis mods, and probably louder noise from its sound generator.

Offering up to 223 horsepower, 0-60 mph accomplished in 6.4 seconds, riding on double-wishbone rear suspension and 19-inch wheels, does it sound like a hot hatch? If that's not enough, look at its wedge shape, the very slim nose, incredibly fast windscreen and fastback, flared fenders and a low roof line that stands just 1430 mm above ground - that's lower than a BMW 4-Series Gran Coupe - can you believe this is the latest Toyota Prius?

The 5th generation Prius is really mold-breaking. Toyota said it is just as fuel efficient as the Mk4, but at the same time it improves massively in performance. As before, there are HEV (hybrid) and PHEV (plug-in hybrid) versions to choose from, but both enjoy power boost. The base HEV keeps 1.8-liter engine and Toyota's hybrid synergy system (i.e. 2 motors and a planetary CVT linking them to the engine). Its combined output is lifted from 122 to 140 hp, mangaging to do 0-60 mph in 8.7 seconds. That might not be a big leap from the old car, but now there is a hotter 2.0-liter version on offer. Its 2.0-liter Dynamic Force engine improves combined output to 193 hp and 0-60 in merely 7.1 seconds, qualified to be a "warm hatch".



The PHEV (previously called Prius Prime) is even stronger. Combining the same 2.0-liter engine with a more powerful electric motor results in 223 horsepower and 0-60 in 6.4 seconds. Hopefully it can transform the image of Prius from an appliance to something attracting younger drivers, just as the vibrant body color options available this time around.

The PHEV's lithium battery has its capacity increased from 8.8 to 13.6 kWh. As Toyota said the car's fuel efficiency remains unchanged, driving range is increased by 50 percent. The old car managed only 40 km or 25 miles, so expect the new one will return around 60 km or 38 miles, said to be sufficient for the daily commute of most people. Besides, its roof-mounted photovoltaic cells are said to be able to add 1250 km or 777 miles annually, suppose you always park it outdoors.



The packaging of PHEV is also improved. Toyota moves its battery from under boot floor to under the rear seat, while fuel tank is on the contrary. As the fuel tank is easily shaped to fit into the suspension subframe, the boot floor can be lowered, increasing luggage space. Moreover, the lower mounted battery contributes to lower center of gravity, improving handling.

Size-wise, the new Prius is 25 mm longer than before at 4600 mm, 20 mm wider at 1780 mm and 40 mm lower at 1430 mm. Its wheelbase is stretched by 50 mm to 2750 mm. Such a new profile should reduce frontal area hence drag, ditto the more slippery shape. As before, the car rides on struts suspension up front and a double-wishbones at the back. Wheels have been enlarged from max. 17-inch previously to 19-inch, believed to allow it to use narrower tires to cut drag while retaining contact patch area hence traction and grip. The platform is said to be the second generation TNGA platform. Its body is claimed to be stiffer, but no figures are provided. Most models are FWD only, but 4WD option using a rear electric motor is available, at least in Japan.



The new interior seems to be more driver-friendly, finally has the digital instrument at the right place. The portrait touchscreen on the old car has been changed to landscape view and positioned higher at the dash top, which is more ergonomical. Toyota is wise to avoid relying on touch controls, keep using hard buttons at the center console and steering wheel. The dashboard is lowered slightly from the cowl to improve the perception of spaciousness.

The Prius has come a long way since its hey days. Although 5.05 million units have been sold, the last generation accounted for only 1.5 million units, down from the 2.2 million units peak achieved by Mk3. Low fuel price was a key reason, but also because the market has plenty of hybrid and electric choices now. It cannot keep relying on solely fuel economy to attract buyers. That's why the dramatic reform makes sense. By injecting a sporty appeal while keeping its trademark fuel efficiency intact, it seems to have a good chance to rebound. However, whether the market sees it as an outdated technology compared with EVs remain to be a big question. Time will tell.