Aston Zagato V12

Is this the perfect marriage between power and beauty? We got our first glimpse of Aston Martin’s jaw-dropping V12 Zagato at the Villa D’Este Concours in Italy two weeks ago, but what Aston didn’t tell us was that the story doesn’t end there.

Looking stunning in its eye-popping, Kermit-green paint, this fully fledged race car is one of two V12 Zagatos that have been track prepared. And they won’t be on parade for the spectators’ benefit, either, as both are set to compete in the gruelling Nürburgring 24-Hour race on 25-26 June.

In the build-up to their endurance test, the cars – nicknamed Zig (seen here) and Zag (a modified version of the red model seen at Villa D’Este) – will take it in turns to complete a four-hour race each at the famous German race track.

Among the drivers will be Aston CEO Dr Ulrich Bez and Richard Meaden from our sister title evo magazine. Modifications include more aggressive aerodynamics that feature a jutting front lip, a huge rear wing and diffuser.

The exact spec of the V12 Vantage 6.0-litre engine remains a secret, but the transmission is a six-speed manual. Bez has confirmed that a strictly limited run of road cars will be produced, too, costing around £200,000 – £65,000 more than the standard V12 Vantage. Although designed by Zagato, the V12 special will be built at Aston HQ in Gaydon, Warks, rather than being shipped to Italy in order to have its hand-beaten aluminium panels fitted.

Fisker Karma

A new breed of hybrids has arrived, led by the Fisker Karma. This luxurious four-door sports car is an Aston Martin Rapide for those with an eco-conscience. Produced by the start-up Californian company, it claims to offer all the environmental benefits of an electric model with none of the limited-range anxiety.

Under the dramatically low and wide bodywork, styled by CEO Henrik Fisker (a former Aston Martin designer), sits a pair of electric motors. These drive the rear axle with a combined power output of 402bhp.

Charging up the lithium-ion battery pack – which runs along the central spine of the car – takes five-and-a-half hours from a standard mains socket, and allows the Karma to travel 50 miles in Stealth mode on electric power alone. Switch to Sport mode via a paddle behind the wheel, and the 2.0-litre turbo fires up, charging the batteries through a DC generator and giving an additional 250 miles of range.

On paper, the performance figures are extraordinary. The sprint from 0-62mph takes only 5.9 seconds in Sport mode, or 7.9 seconds in Stealth. Top speed is electronically capped at 125mph. Combined economy is calculated at 118mpg, while CO2 emissions are 83g/km. But what compromises does the Karma demand on the road?

The cabin is as sumptuous as you’d expect of a car that costs nearly £90,000. Leather, wood or suede covers every surface, while most functions – including the sat-nav, air-con and audio systems – are controlled through the huge central touchscreen that vibrates and clicks when your finger makes contact. There’s more space in the back than in the Aston Martin Rapide, but the boot is big enough only for a set of golf clubs.

In Stealth mode, the power delivery is silky-smooth and whisper-quiet, creating a calm and luxurious atmosphere – the only noise is the ‘Tron’-style sound effect fed through speakers mounted in the rear bumper. Acceleration is brisk, too, and as there are no gearchanges, the car couldn’t be easier to drive in town or on fast roads.

Switch to Sport mode, and the engine cuts in seamlessly. It idles quietly in the background and provides enough charge to the batteries for fast driving, plus tops them up to at least 50 per cent. The problem comes when the engine needs to work harder and rev higher, as the harsh noise entering the cabin detracts from the premium feel. To avoid this, you need to adapt your driving style – for bursts of acceleration use the electric-only Stealth mode, but for constant cruising on the motorway you can engage the engine and let it silently charge the batteries in the background.

Considering the huge 22-inch wheels, ride comfort impresses, although potholes do send jolts through the interior. Goodyear developed the rubber specifically to wrap around such large alloys, but still maintain a substantial sidewall. For a vehicle weighing more than 2.5 tonnes, the Karma handles well, too. The steering is light and accurate, and the sheer breadth (it’s 53mm wider than a Porsche Panamera) helps the car stay flat and grippy in bends. That said, it’s no track-day special.