Is this the most insane Lamborghini ever?

With an eye-catching design inspired by charging bulls and jetfighters, it has to go close.

Called the Egoista concept, the one off model has raised eyebrows internationally with its controversial design following its unveiling as part of Lamborghini’s 50th birthday celebrations.

Featuring a unique single driver cockpit, even Lamborghini says the Egoista is designed for “a pilot more than a driver, a real Top Gun.”

“This is a car made for one person only, to allow them to have fun and express their personality to the maximum,” said Lamborghini designer Walter De Silva.

“It is designed purely for hyper-sophisticated people who want only the most extreme and special things in the world. It represents hedonism taken to the extreme; it is a car without compromises, in a word: Egoista.”

Powered by a 450kW V10 used in Lamborghini’s Gallardo supercar, the Egoista’s cockpit – complete with head up display and removable steering wheel – has been inspired by modern jet fighters.

So what about price?

Sadly the Egoista isn’t for sale, with the concept Lamborghini’s ultimate gift to itself.

Most 1967 Toyotas have long since ascended to that great car yard in the sky, but this very special 2000GT sports car recently sold at auction in the USA for more than a million dollars.

One of only 351 built, the Toyota 2000GT is a hugely significant model for the Japanese maker. Known as ‘Japan’s E-Type’, it caused jaws to drop around the automotive world when first shown.

The sleek two seater is powered by a 2.0-litre, in-line six, claimed to propel it to 220km/h, and a non-production convertible version starred alongside Sean Connery’s James Bond in 1967’s ‘You Only Live Twice.’

Here’s an uncomfortable little factoid you SUV enthusiasts may already know – the first-gen Range Rover Sport was as much a proper Range Rover as RuPaul is an attractive black woman who looks good in lingerie.

It may have looked like a Range Rover, carried the badges that proclaimed it a Range Rover, but underneath, well, let’s just say there was a bulging cut lunch where one might have expected a smooth camel-toe.

It’s whispered now, but providing the platform for the original Sport was the T5 ladder chassis of the Discovery. Cleary ‘Discovery Sport’ was an oxymoron not even the marketing might of Land Rover could overcome, and thus the Rangie Sport was born.

Come 2013, the new Sport has no such origin issues.

Finally, Land Rover has a proper platform synergy, so naturally the Sport is built on the same advanced all-aluminium monocoque as the new Range Rover. So, as you’d expect, it’s what it should have been all along – a lower, stiffer, more dynamically focused Rangie.

If you want the succinct guide to this second-gen Range Rover Sport, just take the original, remove about three Kyle Sandilands of weight (420kg) and improve everything.

The kilo count comes down from 2420kg to around 2000kg, it’s way stiffer, and now goes around corners in a way that performance SUVs theoretically should not, yet somehow do. Two diesel and two petrol engines will be offered at launch.

The 3.0-litre twin-turbo-diesel V6 is available in 190kW and 215kW outputs, both with a useful 600Nm of twist. Starter petrol is the 3.0-litre supercharged V6, now appearing in Jaguar’s line-up, and here producing 250kW/450Nm.

The petrol you really want, though, if your career in hip-hop, or pro football, or, er, ‘waste-management’ allows, is the blown 5.0-litre making a rousing 500 old-fashioned horsepower (375kW) and hauling the Sport to 100km/h in a faintly ridiculous 5.3sec. A twin-turbo diesel V8 will be available early next year, as will a diesel V6 hybrid.

Our brief lucky-dip drive of a final-engineering prototype saw us in the base V6 TD, but there was little to feel short-changed about.

No, this model is not fitted with the full suite of chassis enhancements on the up-spec models. And its claimed 0-100km/h time is ‘only’ 7.6sec. Yet it still had ample urge to whip itself past 200km/h down the main straight of the test circuit while remaining unruffled and devoid of diesel clatter or excessive wind and road noise.

Without the active anti-roll feature of the trickier models, there is a noticeable heave of weight transfer when you first throw some lock at the nicely weighted and faithful-feeling steering.

But then the big girl simply settles on the outside rubber, squats slightly when the throttle is fed in, and scythes around corners in a way the taller riding, more softly suspended Range Rover cannot.

Of course, it can do ridiculous things off-road – it could navigate the dark side of the moon if your wealth and means can get it there – but the important thing, for urbane warriors, is the new Rangie Sport can now hustle with the SUV elite.

It also seats seven, and has a cabin so lovely you just want to rub up against it like an over-friendly beagle. Of course the heavy-hitting 5.0-litre supercharged model has that as well, but you can read all about it in July Wheels.

In the lead up to this year’s Le Mans 24 Hours sports car race (Sat June 22/Sun June 23), Bentley is celebrating its historical connections to the famous French endurance event, with no less than six ‘Le Mans’ limited edition models, inspired by victorious Bentley drivers.

Bentley participated in the inaugural ‘round the clock trial, 90 years ago, and is marking the 10th anniversary of its most recent victory at Le Sarthe. After placing fourth in the first running, Bentley went on to win in 1924, then four years straight from 1924 to 1930, and again, 83 years later, in 2003.

Based on Mulsanne sedan and Continental coupe models, 48 examples of each ‘Le Mans Limited Edition’ will be produced, featuring a unique numbered badge, Le Mans Edition clock face, embroidered Le Mans headrests, unique tread plates and wheels as well specific interior veneers and exterior colours. At this stage, the cars will be offered in North America only.

Here it is! The Design Vision Volkswagen Golf GTI.

Just unveiled in Austria at VW’s Worthersee festival, it’s a 370kW twin-turbo V6 monster.

Powered by an all-new 3.0-litre V6 capable of shooting it from 0-100km/h in just 3.9 seconds, the one-off concept has design cues and engineering tech tipped to be used in future VW models.

All we can say, is we hope so…

It’s the most anticipated Holden in years, but what exactly is ‘new’ about the VF Commodore?

We break it down for you into nine ‘must know’ facts.

1) Prices have been slashed!:In an age of rising prices, Holden has done the reverse and made the VF the cheapest Commodore in a decade. The new base Commodore, the Evoke, will set you back just $34,990 – a $5000 saving over the previous VE base car.

2) Most equipped Commodore ever: Not only is the VF Commodore cheaper, it’s also substantially better equipped with the entire range receiving park assist technology, rear-view camera, electric parking brake and enhanced voice recognition as standard.

3) Quietest Commodore ever, ‘better than a Lexus’:Just because it’s cheaper, don’t think the new Commodore is nasty. Holden has gone to extreme lengths to improve the new car’s refinement, which means significant improvements to cabin noise across the range. The new Commodore is the ‘quietest ever’, with cabin noise measuring just 38.4dB(H) at idle. That means it’s significantly quieter than a Lexus ES350.

4) Goes on sale on June 3: After months of speculation Holden has confirmed the VF will hit the showroom floor in June, with the brand hoping the Commodore’s stronger selling point will help boost sales.

5) Better handling:Holden says the VF is ‘lighter, sharper and gives greater driver control’, with the new model said to offer a substantial improvement over the VE’s handling. An all-new electric power steering system is designed to deliver a ‘more enjoyable driving feel’, while a completely overhauled suspension system makes for greater refinement and stability.

6) Redline models get launch control and widest tyres ever fitted to a mainstream Commodore:Yep, to help Commodore owners hit that all-important 0-100km/h time, the new SS-V Redline is fitted with launch control. It also sports super wide rubber (275/35/R19 tyres) and a ‘Competition Tune’ suspension option to “allow more freedom to explore the car’s adhesion limits”. Nice.

7) Most fuel efficient Commodore ever:Increased aero efficiency, making the new model 43kg lighter and fitting a new electronic power steering system has improved fuel economy by 23 percent, according to Holden. That means the base Evoke uses 8.3L/100kms (versus 9.1L for the MY11 Omega), while the SS and SS-V models use less than 12L/100km.

8) Handbrake is gone, replaced by a button:In a sign of the times, Holden has removed the Commodore’s cable handbrake and replaced it with an electric button. That means no more handbrake turns…

9) Story behind the ‘Evoke’ name:Hang on! Isn’t ‘Evoke’ already used by Range Rover? That’s what we thought too, but turns out Holden first used the name way back in 2006 for a paint colour on the VE. Having already owned the copyright, Holden decided to push ahead with plans to use the Evoke name, despite Range Rover’s release of the Evoque crossover in 2011. When Wheels asked about the wisdom of this decision, a Holden source said “If we get some rub-off from being associated with a luxury product then that’s no bad thing is it?”

Finally! They’re here – exclusive shots of the entire VF Commodore range.

No more spy shots. No more renderings. What you’re looking at are the first official images of the most anticipated, and happily the cheapest, Commodore in years.

Yes, the reports are true, the new VF is the cheapest Commodore in years, with Holden slashing prices across the range by up to 18 percent, or $10,000.

Not only are prices down, but equipment is up, with the Holden claiming the VF is the most equipped Commodore ever.

And with standard features like park assist, colour head up display, blindspot detection and ‘forward collision detection’, we believe them.

But before you click away, be sure to flick through the gallery and view the entire VF range.

They’re all there, from the base Evoke, to the SV6, Ute, Calais and the range-topping SS V Redline.

Martini, the famous Italian vermouth, is celebrating its 150th anniversary this year, and to highlight the milestone, the company has revived its long-standing motorsport partnership with Porsche.

A new Porsche 911 GT3 Cup car will make its debut, wrapped in iconic Martini Racing Stripes, and driven by nine-time world rally champion, Sebastien Loeb, during the opening round of the Porsche Mobil 1 Supercup in Catalunya, Barcelona, this Sunday 12 May.

Jonas Krauss, Head of Porsche Mobil 1 Supercup said: “From the first day the beloved stripes of MARTINI Racing decorated a Porsche 906 in 1968, the illustrious pairing has gone on to claim some of motorsport’s most coveted titles, including numerous Le Mans 24 hours titles, during what is now considered to be a classic period of motorsport. We’re excited to be once again partnering with Martini in its 150th anniversary year.”

There has been a fight in the Wheels office.

Keyboards have been raised and pencils sharpened. It’s a war zone.

All over an innocent question one of us made the mistake of asking.

“What’s the greatest movie car, ever?” they mused.

The question came after a viewing of the new Iron Man film, in which the Audi R8 Etron plays a starring role.

But rather than spark a dignified discussion, the question ignited a debate that remains unresolved.

Not even a voting system, where each staff member listed their top five, could provide an answer, with only four cars receiving more than one vote.

Head to our Facebook page to tell us your top 5, we’ll adjust the results accordingly.

Call it an extreme grudge match. Australia versus Russia. This time it’s on our home soil. Literally. Six kilometres of forestry track has been closed just outside of Canberra. A dozen production-spec Mazda MX-5s roadsters await the tender mercies of 20 Australian and four Russian journalists.

The Aussies want revenge. Last year, we were soundly beaten in Siberia, trounced by Russians with more skill on the 1200m race track ploughed in the snow covering a frozen lake. We Aussies weren’t just fish out of water, we were flopping stupidly around on the lake’s frozen surface, battling mightily in conditions we’d seldom encountered, and usually then only with fear and caution.

It was like trying to find traction on a slip-n-slide, more comical than heroic, as the cars inched their way around the treacherously slick circuit. The start was particularly farcical. From a standing start six cars crawled impotently towards the first corner, lightly-studded road tyres unable to find meaningful purchase on the ice beneath. Anything more than 1500rpm sent the rears into a frenzy and drivers rowing the gearbox in search grip. Still, as the race progressed the Aussies acquitted themselves impressively, until yours truly snotted a snow bank on the last lap, turning an unexpected podium into an ignominious fourth.

This year, it’s payback. And this time the Russians will be racing our our chosen surface. No stupid ice this year, just a fast and grumpy special stage from the Rally Canberra. But first, some warm-up events: lapping a wet skid pan, then a dicky motorkhana in a carpark, and a ballsy 700m hillclimb on the Sutton Road course. Your humble Wheels representative starts well, placing top-five in the first two and winning the hillclimb outright.

But it doesn’t give me any confidence going into the final, fastest challenge. I’ve never done a rally, or club-raced on weekends like some of my colleagues. The closest I’ve come to demolishing dirt at speed is digging out the wife’s veggie garden before footy starts. Still, Wheels’ pride is on the line. And so is Australia’s.

We get one reccie run. I ignore popular wisdom and go as fast as possible. No point trying to remember corners or implant dangerous rocks, culverts and other obstacles in my memory, I’ll just deal with them as I see them. Then comes my first timed attempt. Anything under 4min 30sec is a good time for the 6.3km stage — a frightening average speed of 84km/h. The start-line marshall counts me off and I’m away.

Now, these MX-5s are absolutely stock, except for a roll bar behind my head. Oh, and the ABS has been disabled to give the brakes their best chance of correcting human error at every corner.

My mind was filled with worries before the start. Will I win? No chance. Will I crash? Well… Did I turn off the stove? But the moment my race began it all evaporated. All I could think of was throwing this game little roadster down a gravel laneway barely wider than it was at the fastest speed possible.

It’s a testament to how fundamentally right the MX-5 is that we both emerged unscathed, mostly. The MX-5’s 118kW was more than enough in the slippery conditions, its handling so wonderfully neutral that I could adjust it in corners, under power and on the brakes to whatever degree of slip I wanted. Despite the years and fresher, faster competition, the MX-5 remains an honest and thoroughly enjoyable sports car.

My first time: 4min 20sec. Good enough for equal second. I wasn’t surprise. Stunned, more like. And just 7sec off the leader. There were a few corners I bolloxed, so I knew there were a few more seconds in there. And, bizarrely, I didn’t bin it, or have a big moment. I did end the life of my front-left alloy, however. Actually, a large rock did. Luckily, Mazda had a dozen spares.

My second run was faster. I fixed a few corners, smoothed out a couple more and lopped a tasty 8sec off my time. You beauty. First place! Until I learned that Wheels’ other representative James Stanford, leader after the first round, knocked 5sec off his time for a 4min 8sec. Second! Then The Age’s Toby Hagon dropped in with a 4min 10sec. Third! And then one of the Russians snuck a 4min 10sec in as well. Damn. Beaten by a Russian again.

Still, I’m stoked with fourth and just four seconds off the fastest. Even better, I score second overall across the day’s four disciplines. In fact, Wheels magazine managed a brilliant 1-2, with club-racer Stanford on the top step.

Now I know what it’s like to be Mark Webber…