STO, or Super Trofeo Omologata, becomes the hottest version of Lamborghini Huracan. On paper, the STO is slower than Performante or even the standard Huracan Evo. Its top speed is only 193 mph, down from 202, while 0-60 mph takes a tenth longer at 2.9 seconds. Likewise, 9.0 seconds to go from 0-124 mph is a touch slower than the Performante. However, on a racing track, this car should be significantly faster, thanks to modifications in aerodynamics, suspension as well as weight loss.



Unlike the Performante, the STO is rear-wheel drive, just as any track cars should be. Its body work is largely bespoke. 75 percent of all body panels are made of carbon-fiber, and some of them, like the front bonnet/fenders and rear fenders, are made of sandwiched carbon-fiber structure to save even more weight. Note that its new body work also changes the shape a little. While other Huracans have their C-pillars enveloping the rear fenders, the STO employs tapered C-pillars, leaving the rear fenders exposed thus reducing frontal area. The fenders incorporate small NACA ducts for engine breathing, and they generate less drag. A manually adjustable, double-plane carbon-fiber rear wing provides extra downforce, while a vertical fin, extended from the roof-mounted air scoop, cleans up the air over the rear body and improves the efficiency of rear wing. Turn to the front, the new air splitter feeds more air towards the underbody and rear diffusers. The front bonnet incorporates a pair of ducts to aid cooling and downforce. The fenders, now integrated with the bonnet as a single piece, add louvered outlets to release air pressure in the wheel wells. Overall, Lamborghini claims the car produces 53 percent more downforce than the Performante, for a total of 450 kg at 174 mph.



Power of the 5.2-liter V10 remains at 640hp. Although peak torque is down from 442 to 417 lbft, it is still slightly more than the RWD Huracan.

The weight reduction program seems to be less successful than its aerodynamics. Normally, by ditching the front-wheel-drive system alone we can expect a reduction of 50kg or so. In addition to the use of magnesium wheels, the aforementioned extensive use of carbon-fiber body work, the stripped-out interior (door panels, racing buckets and even floor mats are made of carbon-fiber), a titanium semi-roll cage, thinner windscreen... the STO is only 43 kg lighter than the Performante, with a dry weight of 1339 kg.



Changes to the chassis is relatively modest. The suspension seems to keep the same springs and geometry, although stiffer bushings and anti-roll bars are fitted, while the magnetic adaptive dampers are retuned. The front track seems to be widened, but Lamborghini provides no details. Lastly, the brakes have been upgraded to Brembo CCM-R, same as McLaren Senna, while air ducts are added to cool the front brakes.

Surprisingly, the STO is not a limited edition but a production model sitting atop the Huracan family tree. It will cost around £260,000 in the UK, a signficant increase over the £213K Performante, but still cheaper than McLaren 765LT or Mercedes-AMG GT Black series.

Following the debut of new S-class W223, its Maybach variant is also renewed. As always, the Maybach version uses flamboyant cosmetics to distinguish itself from its mainstream sister, such as a two-tone paint scheme, a waterfall grille, more chromes and extra badges on its C-pillars and wheels. With a 180mm extension of wheelbase, the car meaures nearly 5.5 meters long, so it really needs the optional 4-wheel steering to help it thread through tighter streets. All of the longer wheelbase is spent to the rear passenger room, allowing the fitment of reclining airliner seats, whose legrests incorporate massagers. Disappointingly, the cabin architecture, trims and electronics are just the same as the regular S-class, not quite as bespoke as Rolls-Royce or Bentley. The only exception is a refrigerator and wine glass storage fitted between the rear seats.



Refinement of the cabin is boosted by extra noise insulating foams and thicker glass at the rear quarter windows, which is fixed to the body instead of the doors, unlike the regular S-class.

Mechanicals are just the same as the S-class. The air suspension can be equipped with e-active body control which uses 48V actuators and road-scanning stereo camera to predict bumps. 3 engines are offered: S580 is powered by a 4-liter V8 with 510hp; S580e combines a 3-liter striaght-6 with plug-in hybrid power for a total of 510hp; S650 employs the aging 6-liter V12 with 612hp.

Affordable coupes are a thing of the past. The Subaru BRZ / Toyota 86 twins are the last of the breeds. Fortunately, as long as Akio Toyoda is on helm, he is not going to let them die.

The Japanese duo has always been a great example for the kind - not very quick, but feelsome, drift-friendly and enormous fun to drive. However, since their birth in 2012, fans are wishing for more power, which was never fulfilled during their entire lifecyle. Fortunately, as the Mk2 is developed, the wish is finally answered.



Powering the second generation cars is a new 2.4-liter boxer engine, still provided by Subaru (whch keeps its role as the project leader), and still naturally aspirated, as opposed to the turbocharging mill that most rumors talked of. In the world of turbocharging everywhere, I actually prefer to keep naturally aspiration, whose keener throttle response and enthusiasm for rev are great assets to the cars. Preidictably, the new engine keeps the essential technology unchanged, such as DVVT and Toyota's D-4S direct and port injection system. Compression ratio has been lifted from 12.5 to 13.5:1, but there is still no mild-hybrid, because its makers decide to skip European market this time around and focus on the US market. Frankly, EU is no longer a great place for traditional sports cars.



The 2.4-liter engine keeps the 86 mm stroke of the old engine, but has its bore enlarged from 86 to 96 mm. It produces 228 horsepower, up from 205 (or 200 back in 2012). This is released at the same 7000 rpm, although redline is down from 7400 to 7000 rpm as well. More importantly, the larger boxer provides the mid-range torque that fans asked for. It produces 184 lbft at 3700 rpm, versus 156 lbft at a sky-high 6400 rpm of the old 2.0-liter unit. That should make a huge difference in real-world driving.

The old car's 6-speed manual gearbox is kept, as is the optional 6-speed automatic. No performance figures are available, but I suppose you can expect sub-6 seconds 0-60 mph time.



The new car is barely heavier than the last one by 8 kg, tipping the scale at 1277 kg. This must thanks to keep using the old platform and the overall body dimensions virtually unchanged. At 4265mm, it is just 25mm longer than the old car. It keeps the same 1775mm body width, while the 1310mm height is 25mm taller, should give the driver more headroom. The 2575mm wheelbase is only 5mm longer. The BRZ's exterior styling is also remarkably close to the old car, albeit with a new nose and headlights.



The monocoque body is reinforced in many areas, especially subframes and suspension mounting points, so its torsional rigidity is lifted by 50 percent, while front lateral stiffness gains 60 percent, both should help handling and refinement. To cut weight, apart from bonnet, now it also use aluminum to make the roof panel and front fenders. As the platform remains, so are the suspension consisting of MacPheson struts up front and double-wishbones at the back. To keep its price at an affordable $30,000, there is still no adaptive damper option, but Torsen LSD is now standard across the range.

The standard car still rides on 17-inch wheels with 215/45 tires, but premium model is upgraded to 18-inch wheels and 215/40 tires, and the latter are grippier Michelin Pilot Sport 4S. Hopefully, with more power and more grip, the balance between them remains unchanged.



Inside, the cabin is still made with cost control very much in mind, but that's not bad for poorer buyers. Despite that, equipment are updated, including a 7-inch TFT instrument and an 8-inch touch screen. If you wonder why its designers don't take this opportunity to clean up and modernize the interior design, you might be pleased that its old-school switches are actually less distracting to use, which is very important for a car focusing on driving.

The new BRZ won't be available right now, however. There is still a full year before it goes on sale in the USA. Before then, you will see the introduction of its sister, Toyota GR86, and have plenty of time to decide which one to purchase.

Following GTI and GTI Clubsport, the performance flagship of Golf, the Golf R, is finally released.

The R badge started life some 18 years ago with the first R32 based on Golf Mk4. It employed a 240hp narrow-angle 3.2-liter VR6 and 4WD. The Mk5 kept the R32's format, but when emission regulations started tightening, the Mk6 turned to 2.0 turbo four, and this continued in Mk7.

The Mk8 Golf R keeps this format. The latest iteration of EA888 engine, or evo4, keeps most of the goodies, including dual-mode injection, DVVT and variable valve lift in the exhaust side, but its direct injectoin pressure has been lifted to 350 bar for improved combustion efficiency. Now it produces 320 horsepower, 20 up from the last Golf R, although you might remember the 2017-19 model once offered 310 hp. As for maximum torque, 310 lbft from 2100-5350 rpm is also a new height for the series, being 15 lbft more than the old car's. Volkswagen is believed to be holding back its output for an even higher performance model in the future.

In Europe and most other markets, the new R is offered with only a 7-speed DSG gearbox, whose ratios have been tightened to improve acceleration. 0-60 mph takes 4.5 seconds, which is actually a tenth adrift of the 2017-19 model. Top speed is normally regulated at 155 mph, but a performance pack can free it to 168 mph. Drivers in the USA are luckier, as they are offered with a 6-speed manual beside the DSG option.



What really lifts the Mk8 Golf R above its predecessor is the enhanced 4motion 4WD system. As before there is a Haldex multiplate clutch located at the rear axle to distribute up to 50 percent torque to the rear, but now the rear differential has been added with a pair of multiplate clutch packs to do torque vectoring, allowing 100 percent of the available rear axle torque to be directed to either rear wheels, so to neutralize understeer or even introduce oversteer. No wonder it has added a Drift mode for entertainment purpose. For comparison, the GKN Twinster hardware of the last Ford Focus RS could direct up to 70 percent torque to the rear and 100 percent of which to either rear wheels. The Volkswagen's system might be less rear-biased, but it seems to be more durable and fuel effiicent to me.

Modifications to the rest of the chassis is predictable. The R's suspension is set 20mm lower than that of the cooking models or 5mm lower than the GTI, accompanied with springs and anti-roll bars that are 10 percent stiffer than the last generation. The front wheels are set with more negative camber to improve grip and cornering agility. The front subframe is converted to aluminum to save weight. DCC adaptive dampers continue to be optional. The front brakes have been enlarged from 340 to 357mm, but they are still lighter, thanks to switching to aluminum disc hubs and calipers. In addition to the usual tweaks in aero kits, the new Golf R is capable to lap Nurburgring in 7:53, 17 seconds quicker than its predecessor. It might not be the fastest hot hatch in the world, but it guarantees all-weather performance and an all-round manner that few or nobody could touch.