Where to begin with the Pininfarina Battista? It’s a model that marks the establishing of Automobili Pininfarina as a new car company in its own right, building on the heritage of the renowned design house.

As a result of Automobili Pininfarina deciding to make its own car with its own name on it, it decided that it needed to make a splash. And what could make more of a splash than an electric hypercar with 1900hp (1876bhp) that costs €1.98m? Call it £2 million depending on the exchange rate and local taxes.

Performance figures are equally startling. The 0-62mph time is under two seconds. The top speed is more than 217mph. And it’ll do 0-186mph in under 12 seconds.

Under the skin, the Battista shares a reasonable amount with the Rimac Nevera. The two companies are ‘frenemies’, they say. Friendly rivals who helped develop the carbon fibre tub, the aluminium subframes that hold the suspension and the drivetrain.

The drivetrain is a 120kWh battery which drives an electric motor at each wheel – each rear motor makes 603bhp and each front one 335bhp. Any one of them alone would make reasonable progress. Put them all together and, well, you can expect fireworks.

Pininfarina will build just 150 Battistas over the next three years. This is one of the first. Our man Matt Prior tries it in both places it has to excel: on the road and the race track.

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If you want to buy a track-focused supercar, you get a lot of options. But few are quite so compelling as these: the 2022 Lamborghini Huracan STO and the new Porsche 911 GT3.

The Lamborghini Huracan STO is the latest and maybe greatest version of Lamborghini’s V10 supercar. These days its naturally aspirated 5.2-litre engine makes some 631bhp at a screaming 8000rpm, as well as 416lb ft. That’s enough to propel it from 0-62mph in 3.0sec and give it a top speed of 193mph. But those raw numbers are not what the STO is about, says Lamborghini. It says the rear-drive STO is about feel, emotion, and fun. Whoop. It costs £260,012.

You could argue similar things about the 2022 Porsche 911 GT3, and we do, but there’s no question that its performance is motorsport derived as well. It also has a naturally-aspirated engine, a 4.0-litre flat six, which revs to 9000rpm and makes peak power of 503bhp at 8400rpm. It gets 347lb ft, it’ll go from 0-62mph in 3.4sec, and it has a top speed of 198mph. Its price is £127,955.

But here we’re not taking lap times or performance figures. We want to know which is the better driver’s car – the two cars are together here at Anglesey circuit as part of Autocar’s Britain’s Best Driver’s Car 2021 feature, which you can find in the magazine, on digital subscription, or at autocar.co.uk. Join two of our journalists, James Disdale and Matt Prior, as they try the pair out, get deafened, scare each other a bit and decide which track supercar is more fun.
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The Toyota GT86 was one of our favourite sports cars of the last decade, and now there’s a successor for it. The GR86 becomes Toyota’s third Gazoo Racing ‘halo’ performance model after the GR Yaris and the GR Supra, and will also be its cheapest. The car goes on sale in the UK in December 2021 before appearing in showrooms in May 2022, and it’s expected to cost from less than £30,000.

Like the GT86, the GR- is powered by a front-mounted ‘flat-four’ petrol engine and has a low-slung rear-wheel drive chassis. Engine capacity has risen from 2.0-litres to 2.4-, and peak power and torque outputs have jumped by between 15- and 20 per cent; while body rigidity has been improved by 50 per cent, and kerbweight cut by 20kg. Both manual and automatic gearboxes will be offered, and range-topping versions of the car will roll on 18in alloy wheels and Michelin Pilot Sport 4 tyres.

If that reads like the makeup of a more serious sports car than the super-accessible and ever-entertaining GT86 was, so it should. But that needn’t mean the new GR86 can’t really entertain when let loose on track, as Autocar Road Test Editor Matt Saunders found out in a GR86 prototype tested around Castelloli circuit in Spain.
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The Ferrari 812 Competizione is one of Ferrari’s special edition variants of its big V12 super GT car. The regular 812 Superfast is, well, super and fast, but this adds 30bhp and a whole raft of equipment to make it even more special.

The big 6.5-litre V12 revs more highly, for a start – to 9500rpm. It brings spectacular performance – 0-62mph in 2.9sec and a top speed of 211mph (more technical data below). That engine needs more cooling so more cooling it gets, via a bigger grille at the front and bigger vents including those around the strap that runs across the bonnet.

Behind the cabin there is an opaque deck with vortex-inducing carbon fibre fins to make the most of the rear spoiler that runs the entire width of the car, while the exhausts now run straight through to the very edges of the car too which gives more under-body room for a massive diffuser.

The Competizione wears massive front tyres and the suspension has been tweaked to compensate for its dizzying agility, including the latest-generation of Ferrari’s active rear steer system, which can allow the rear tyres to toe-in under braking, enhancing stability.

Only 999 examples of the 812 Competizione coupe will be produced – with 599 convertible Apertas following later. Join Autocar’s Matt Prior as he tests the car at Ferrari’s Fiorano test track.

Technical specification
Price £446,970

EngineV12, 6496cc, petrol

Power819bhp at 9250rpm

Torque510lb ft at 7000rpm

Gearbox 7-spd twin clutch auto

Kerbweight 1487kg (dry, 1700kg est fuelled)

0-62mph 2.9sec

Top speed 211mph

Economy tbc

CO2, tax band tbc g/km, 37%
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The eighth-generation Chevrolet Corvette has landed in Europe. Available at last in official ‘export’ specification compliant with European emissions regulations, and finally on sale in the UK in factory-warranted right-hand drive form, this is a landmark version of one of the oldest, most famous and most successful sports cars in the world. And we’ve been waiting for it for a long time.

This car has been through a key technical transformation as part of which its famous and character-defining Chevy ‘small block’ V8 engine has migrated from the front of the car to the back. Now mid-engined (like an Audi R8 or Ferrari F8) rather than front-engined (like a Jaguar F-Type or BMW M4), the C8 has also adopted steel coil suspension in place of its old leaf sprung axles, and drops a manual gearbox entirely in favour of a new twin-clutch automatic. Power for European versions is slightly lower than in North America, pegged at 475bhp rather than 495-; but standard chassis specification is improved, with all official European-market cars getting Corvette’s ‘Z51’ upgrade kit as standard.

And so, after nearly seventy years of production, this car finally stands ready to compete with the greatest sports cars in Europe on their home turf; with a modern and dynamically optimised mechanical layout; and in right-hand drive form, for those that want it. But is it good enough to really threaten them? Matt Saunders went to Frankfurt to begin finding out.

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This is the new Ferrari SF90 and it has a full 1000hp. That’s 986bhp to non-metric old-school brake horsepower fans but whichever way you cut it, it’s a shed load of power.

It has a lot of firsts for Ferrari. the SF90 is Ferrari’s first plug-in hybrid. It is its first four-wheel drive mid-engined supercar. It’s also it’s first road car with this amount of power, which sticks it right into hypercar territory, if you make such distinctions.

It comes in two variants, standard (such as it is) and with an Assetto Fiorano package – lighter and keener, with passive Multimatic dampers, titanium springs and exhaust, and more aero. This car has that package, more on which in a moment.

Straight-line performance is spectacular. This is a car that can do 0-62mph (0-100kph) in just 2.5 seconds and has a top speed of 211mph. Such frantic acceleration from rest is made possible by the fact it’s 4wd. It has two electric motors on the front axle and another between the engine and gearbox, assisting the 4.0-litre twin turbocharged 90-degree V8 engine that sits behind the occupants.

But as well as being able to be driven a combination of combustion and electricity, this PHEV Ferrari can naturally be driven on battery power alone – in which case it becomes a front-wheel drive, zero emissions vehicle. Which is pretty amusing.

All of this gubbins does mean, though, that the SF90 is relatively heavy, at 1570kg (dry) with every lightweight option, for which you can figure it’s nearly 1700kg at the kerb.

And, well, it’s quite a lot of money. The base price is £375,000, to which you can add £40,000 for the Assetto Fiorano package, and it doesn’t end there. This version with options costs, well, we’ll let you find out in the video.
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This is the new 2021 Audi RS3, and it’s a belter. Unusually for a hot hatchback these days, or any other type of car for that matter, it arrives with a 2.5-litre five-cylinder engine. That makes a wholesome 395bhp (400hp, metric horsepower fans), alongside 369lb ft of torque (500Nm).

With a seven-speed dual clutch gearbox and four-wheel the RS3 is good for 0-62mph in just 3.8 seconds and a top speed of 174mph. Better still, it has a tricky differential at the rear that can torque vector and vary the amount of power it sends to either rear wheel, which even makes the car a touch drifty. Yes, really.

All of which adds up to something that sounds quite startling. Then, though, there is the price. In the UK the RS3 costs from at least £50,900 for the Sportback, as tested here (saloon from £51,900). But then optioned versions, topping out with a ‘Vorsprung’ specification at £58,650, to which you can add an RS Dynamic Pack, including adaptive dampers, which costs £5000 – though it does also raise the top speed to 180mph.

How good, then, is this new mega hatchback that’s dominated by all these big numbers? It’s over to Autocar’s esteemed road test editor, Matt Saunders, to give the verdict.

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You know the Ford Focus ST. Everybody knows the Ford Focus ST. It is, after all, one of our absolute favourite senior hot-hatches of the current crop, with an ability to entertain that puts many a rear-driven sports coupe to shame.

But do you know the new Focus ST Edition? If not, pay attention to road-test editor Matt Saunders. This is Ford’s attempt to raise the Focus ST’s game even higher, which is why this car gets manually adjustable coilover suspension from KW Automotive and lightweight, flow-formed 19in wheels. The Edition sits closer to the road than the regular Focus ST, has also received some very subtle but gently menacing aesthetic tweaks and… well, that’s about it.

The point is that Ford doesn’t need to change much when it comes to the Focus ST, so the Edition’s modifications are small but targeted. How much better does it make the best full-sized, front-driven hot-hatch (that isn’t a Honda Civic Type R) around? Time to find out.

Price: £35,785

Engine 4 cyls in line, 2261cc, turbocharged petrol

Power 276bhp at 5500rpm

Torque 310lb ft at 3000-4000rpm

Gearbox 6-spd manual

Kerb weight 1432kg

Top speed 155mph

0-62mph 5.7sec

Economy 34.9mpg

CO2 185-186g/km

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The Tesla Model Y is an SUV/crossover variant of the world’s best selling EV, the Model 3.

Based on the same platform as the Model 3 but around six inches taller and a little longer, the Tesla Model Y will go on UK sale early in 2022, priced from £54,990 for the Model Y Long Range, as tested here.

At launch there’ll also be a faster Model Y Performance variant. Both are five seaters for now, but more models will surely follow.

The Model Y Long Range has two electric motors and all-wheel drive. It has a WLTP range of 315 miles from its 75kWh (ish) battery, which can be charged at up to 250kW from a DC charger or at 11kW via its onboard AC charger. Tesla’s Supercharger network remains, in our view, the best in the business.

The Model Y Long Range can go from 0-62mph in 5.0sec, and has a top speed of 133mph. Join Matt Prior as he reviews the car on UK roads.

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