An article published on the FT website today, confirms that Daimler is to axe Maybach and concentrate its efforts in the luxury car sector by developing more upmarket versions of the Mercedes S-Class.

Chief Executive Dieter Zetsche told Germany’s Frankfurter Allgemeine Zeitung in an article published on its website on Friday, that the conclusion had been reached in regard to the luxury segment, “that the sales chances for the Mercedes brand were better than Maybach’s.”

In 2010, Maybach sold a measly 200 cars while Rolls-Royce shifted more than 10 times that amount and Bentley managed over 5,000 units!

So when other top end sportscars and limousines are enjoying healthy sales on a global level, particularly in China, the question surely must be: why has Maybach performed so poorly?

There may be a multitude of reasons but I can cite two very obvious ones which may also be the most important.

The first is a lack of commitment to the marque. You can also read this as a lack of investment but what it boils down to, is that Maybach’s model range consists of just 1, yes ONE, vehicle. Yes, there are long wheelbase and longer wheelbase variants but that’s it. Where are the emotive coupes and convertibles that help Rolls and Bentley achieve those stellar sales figures? Without them, Maybach is simply a one-trick pony, albeit an expensive one. The dramatic 700 horsepower Exelero coupe of 2005 showed that the thinking was there but it never got the green light for production and remained a one-off.

The second issue is the design of the Maybach limo. It never really looked particularly distinctive, but perhaps more crucially, it was simply too similar in style to its far cheaper (or less expensive) cousin, the Mercedes-Benz S-Class.

Would millionaires really want to spend their hard-won fortunes on a larger, fancier Merc?

Despite a client list that included Madonna, Samuel L. Jackson and Jay-Z, it seems the answer was generally no.

Identifying the car as youth-orientated, he extolled the virtues of the low insurance ratings (Group 1 for the 1.0-litre model) which give teenagers al least an outside chance of being able to afford cover, and the 4-star EuroNCAP crash test rating, which gives parents confidence that their offspring will be safe behind the wheel as they build-up their driving skills and experience.

Spark is easy to manoeuvre around town

The fact that the Spark appears in the Transformers films will be a bonus for some, and the bold, chunky styling helps it stand out from the budget-car crowd – especially if you opt for the zingy green metallic paint finish.

The only aspect that looked a bit scary was the asking price for the 1.2 LS model of £10,485! Goy suggested that the most cost-conscious should choose a base-spec 1.0-litre to save a few bob – but right now, Chevrolet is offering £2,000 off the price of the 1.0+ bringing the on-the-road price down to £6,875.

This trim level includes a CD-Radio with MP3 & USB connectivity, air conditioning, electric front windows and central locking as standard.

Spark interior is fresh and unique

You also get the 5 year warranty package, including a 6 year anti-perforation corrosion warranty (with no mileage restriction) and 1 year’s Chevrolet Roadside Assistance provided by the AA.

The only thing is – you have to act fast as the offer ends on 30th November so check out Chevrolet’s car deals to find out more or watch the Chevrolet Spark video review to get a better look at the baby Chevy in action.

The electric-driven Ampera has a range-extending 1.4 litre petrol engine

To be more specific, the Ampera is defined as an Extended Range Electric Vehicle or EREV. This separates it from regular EVs like the Nissan LEAF whose owners may suffer from ‘range anxiety’ when they run low on charge and start to worry about where the nearest available charging point will be. No such stress with the Ampera as it’s fitted with a 1.4-litre ECOTEC petrol engine which kicks in automatically when required, to power an on-board generator which in turn charges the lithium-ion battery pack.

Therefore, despite the presence of the combustion engine which disqualifies the Ampera from sporting an appealing ‘zero emissions’ badge, the car is only ever driven by its electric motor which can get you 50 miles down the road before the petrol power lends a hand for a further 260 miles.

The Ampera is designed as a 5-door hatchback with a low ‘fast’ roofline. Its styling bears cues which are evident in other Vauxhall-Opel designs but if it’s supposed to be using the same design language, then I’d have to say it is with a very distinctive regional dialect. The heavy-set look of the Ampera is a long way off the lithe athletic stance of the Insignia and the soon to be released Astra GTC.

The bulk is relieved somewhat by the dramatic boomerang headlamp graphics and a ‘fake’ window graphic. Interior designer Sonja Vandenberk formally presented the design with great enthusiasm but admitted later that the project was very much engineering-led, leaving the design team to more or less ‘dress’ the chassis and hard-points. For me, the overall result is not bad but I think it’s a long way short of the high standards achieved on recent Vauxhalls.

The Ampera is only available as a 4-seater, 5-door hatch

Fundamentally similar to the Chevrolet Volt - they share approximately 30% of their components - the Ampera is to be badged as a Vauxhall here in the UK and an Opel across the rest of Europe.

Driving the Ampera was a piece of cake. The responses from the accelerator and the brake pedals are well-judged and enable smooth and silent progress with the minimum of effort. Acceleration feels brisk accompanied by the extra punch from the electric motor’s instant torque delivery.

It has been a long time coming but Vauxhall believes it’s been worth the wait. Buyers however, will need to remain patient for a little while longer as Amperas will not reach customers until around March 2012 at the earliest, even the order books will open towards the end of this year.

Final specifications and trim levels have yet to be announced but an on-the-road price of £28,995 has been confirmed (including a £5,000 plug-in car discount). It may be a little pricey but it does offer a practical electric-driven solution that won’t leave you stranded while you wait for an overnight re-charge.

Batteries fully charged from a domestic socket in under 4 hrs

Well that’s not really the whole picture because while the DS3 offers an overtly sportier alternative to the C3 with superior driving dynamics, Citroen has trodden a slightly different path with the DS4.

The design team led by Olivier Vincent has tried to combine a number of seemingly disparate characteristics identified as desirable by customers/buyers into a single vehicle:
• Command driving position of an SUV/MPV
• Coupe-like styling with the practicality of 4 passenger doors
• Sporty driving dynamics

The looks are really quite striking and stand apart from pretty much everything else on the market - including the C4. As with DS3, a range of customisation options will enable you to tailor the look of your car. 17”-19” alloys come in a variety of styles and finishes but there’s no ‘floating roof’ so the DS4 doesn’t readily  lend itself to a 2-tone paint finish. It shares some components with the C4 like the bonnet and headlights but these don’t seem to detract from the car’s distinct identity.

Access via the rear doors is adequate and there’s decent head and legroom in the back too. The compromise with the coupe-like styling is that the rear windows do not wind down or pop open. Citroen brushes this gripe off on the basis that the rear windows don’t go down in other coupes either, and this is a fair point, but I suspect that argument will fail to appease the most critical of rear seat occupants – the kids! And if you do quite a lot of traveling with the kids, you’ll be pleased to find that the DS4 has a fair-sized boot to accommodate all their buggies, scooters, toys, etc.

As to the command driving position, the difference between the DS4 and the C4 is just 40mm and behind the wheel, this seems negligible.

Hard to say what this car competes with, really. It could conceivably go up against any 5-door hatch including the C4, but if we assume that buyers are looking for something different, the list could include Nissan Juke, Skoda Yeti, Peugeot 308CC or perhaps a Volvo C30?

The Citroen DS4 will be available with a choice of five engines – two HDi diesels and three petrol units but at the launch we satisfied ourselves with the most powerful petrol (200 bhp) and diesel (163 bhp) variants.

On the go, we found that despite having less torque than the diesel (275 versus 340 Nm), the petrol’s broader band of peak torque delivery (1,700 to 4,500 rpm) made it a much better companion when climbing the twisting mountain roads of our launch route. The diesel’s gearbox required spirited stirring to get anywhere close to the petrol’s progress. The ratios of the lower gears just don’t seem very well matched to the oil burner’s torque characteristics.

Body roll is well controlled and the DS4 corners very flat, especially considering its upright stance. The ride is fine on smooth tarmac but becomes unsettled over pockmarked roads and potholes so I fear for the average British buyer given the current state of our road network (and the lack of funding available to sort it).

The steering lacks outright feel and this is ultimately why the DS4 can’t get close to delivering the rewarding drive of its smaller sibling, the DS3. A pity really, since we know the Citroen engineers can do such wonderful things. Could they redeem themselves with a DS4 Racing? No official word from Citroen on that so we’ll have to wait and see.

Both the petrol and diesel models we tried are very competitive on CO2 emissions, pushing out 149 and 134 g/km respectively.

Prices for the Citroen DS4 will start at around £18,500 for a 120 bhp petrol model and for that you do get a very stylish and yet still very practical car.  If you’re looking for a larger version of the DS3 with all the charm and dynamics that go with it, the DS4 misses the mark. But if you’re after something with a bit more panache than a regular 5-door hatch, that will stand out either on your driveway or in the corporate car park, then it might be just the ticket.

Click here to check out the Citroen DS4 photo gallery from the launch in Barcelona.

An unusual step yes, but also entirely appropriate, given our seemingly insatiable appetite for open-topped cars here in the UK. Despite a changeable and often inclement climate, we continue to buy more convertibles and cabriolets than any of our European counterparts.

So what’s new? Well, first up, the styling. I’m not sure I’m entirely convinced by the inspiration having been flowing water (as the adverts suggest), but there’s no denying the new 6 Series is an elegant design and a world away from its forebear’s, which was brutal by comparison.

Even with the hood up, the car retains a sleek profile thanks largely to the retention of the gently tapering buttresses that flank the rear screen.

Two petrol engines are offered at launch – a 3.0-litre six, developing 320bhp in the 640i and a 4.4-litre V8 pumping out 407bhp in the 650i – but a diesel on the way. The oil burner was the most popular engine choice in the previous generation 6 Series and smart money says it will be the same story with the new car.

Power delivery in both 6- and 8-cylinder models is pretty much seamless but the square exhaust pipes of the latter exhale a more satisfying bassline thrum and bark soundtrack.

The 650i has a third more pulling power than the 640i but even the latter is rarely found wanting with 450Nm of torque on tap. 0-62mph is despatched in 5.7 seconds (5 seconds flat for the 650i) and the top speed is electronically limited at 155 mph.

The 640i (fitted with Auto Start-Stop as standard) is the more frugal with fuel economy of 35.8mpg in the combined cycle, while CO2 emissions are 185 g/km.

There’s no manual gearbox available as the 8-speed auto is deemed to be all you’ll ever need, providing a choice of relaxed 2-pedal cruising or frenetic paddle-shifting to satisfy your mood and the prevailing traffic and road conditions.

One gripe is that the steering is a little lifeless. It loads up in Sport mode but remains less than communicative.

Handling and grip are assured.  Of the driving modes available, Comfort and Normal are fine for most drivers and conditions. Sport and Sport Plus offer more engagement but still step in with assistance if you get a little out of shape.

Driving for a few hours with the top down, I found that the heating system failed to channel sufficient air through the centre of the cabin giving both driver and front passenger the cold shoulder – and elbow for that matter.

When riding as front passenger I found I could relieve the situation by squeezing my right elbow back into the heated seat but this was not a viable option when behind the wheel.

The cabin is beautifully appointed but I found the contrast stitching atop the optional leather-trimmed dash to be irritating as it reflected in the windscreen in sunny conditions so I would leave that box unchecked on the options list.

The head up display is a great BMW feature but my Polaroid sunglasses rendered it virtually invisible. Especially irritating in a convertible. Perhaps the techies at BMW and Polaroid can get together for a chat on this one.

In terms of rear seat accommodation, the legroom is as tight as it is in most 2+2s but the rival Mercedes SL is a strict 2-seater only, so BMW quite rightly claims a key advantage over the 6 Series’ rival in this department.

Touring range is a bit of an issue if you start to enjoy yourself in the 650i however, and this hampers the car’s luxury GT credentials somewhat, as you’ll need to make a few stops on a cruise down to the south of France.

Despite a few minor foibles the 6 Series Convertible is an extremely accomplished Grand Tourer. It will gobble up the miles effortlessly but given BMW’s superb track record with diesel installations, I’d be tempted to hold on for the oil burner and make fewer visits to the fuel pumps.

Click here to view more photos of the BMW 6 Series Convertible.

To be more accurate, a Fabia, Yeti, Octavia and Superb were all present and correct, and these will be joined imminently by a Roomster variant, fulfilling Skoda’s plan to have a Greenline II version of each model range.

But what’s different about Greenline II as opposed to the previous Greenline offering, I hear you ask?

Well, new engines for a start. Gone are the old PD diesel lumps in favour of new Common Rail diesel units with 1.2 and 1.6 litre displacements depending on the installation. There’s also stop-start transmission, regenerative braking, aerodynamic aids (a fairly hefty rear spoiler on the Fabia hatch) and a lowered ride height to ensure that the atmosphere that the Greenline II models are trying so hard to protect, provides the minimum of resistance to their forward progress.

In practice, these changes add up to significant savings at the fuel pumps and reduced emissions at the tailpipe.

Both hatch and estate models of the Fabia now emit just 89g/km of CO2, placing them safely in the sub-100 club - an exclusive group of vehicles which is exempt from both London’s Congestion Charge and road tax (VED).

The Octavia, Superb and Yeti are also cleaner than ever with the Octavia hatch also sneaking under the 100g/km emissions barrier.

But does all this parsimony add up to a lame driving experience and gutless performance? I’m delighted to say the answer to that question is a resounding no!

While the Fabia can deliver over 80mpg when driven carefully, putting your foot down is rewarded by a perky response from the engine which, accompanied by well-weighted steering and tidy handling adds up to a driving experience that can raise a smile. It’s by no means a vRS but Greenline II customers are unlikely to be disappointed.

It’s a similarly positive story with the Yeti but I was especially surprised by the Superb’s performance. Given its size, I was truly amazed by how well its 105 PS 1.6-litre TDI engine was able to, A: hustle it eagerly along country lanes and B: enable it to cruise effortlessly and quietly on the motorway at the legal limit.

All this in a large executive car capable of 64.2 mpg on the combined cycle while emitting just 114 g/km of CO2. This means the Superb GreenLine II sits in VED Band C and attracts an annual road fund licence of just £30 a year.

The Greenline II range kicks off at £13,685 on-the-road with the Fabia hatch and tops out at £24,040 for the Superb Estate in Elegance trim.

Going green in general can mean making sacrifices, but there don’t seem to be that many to be made if you’re going Greenline II with Skoda.

If your conscience is still getting the better of you, take the bus. There’ll be another one along in a minute.

The Chevy Orlando was purpose-designed to meet European tastes as it’s not going on sale in the States at all - the segment deemed simply too small to make this a profitable exercise. The styling is certainly distinctive and, for my money, the mix of classic American MPV (think Dodge minivan) with modern Euro-Japanese crossover (think Nissan Qashqai) works rather well. Rugged yet practical and not so large as to be intimidating to pedestrians.

Three engines are available at launch – a 1.8-litre petrol with 140bhp and two 2.0-litre diesels developing 129 and 160bhp respectively. Diesel models have six-speed manual transmission as standard or an optional six-speed auto.

I found the petrol version to be sluggish compared to the lower-powered diesel which is no surprise when you realise that the oil-burner is endowed with a whopping 315 Nm of torque against the petrol’s paltry 176.

This extra grunt transforms the Orlando into a first-class load lugger with decent handling and a more than acceptable ride quality, not to mention a fair turn of speed for a big car with the 0-60 sprint covered in under 10 seconds!

On the practical side, the Orlando has a few tricks up its sleeves, not least of which are the rearmost 2 seats, which fold flat into the boot floor.

When erect, these offer reasonable legroom for two small to medium sized occupants. I sat splay-legged in them myself (I’m just under 5′11″) and wouldn’t want to spend more than a few minutes in that position, but I think they would be absolutely fine for most kids.

The second row of seats can also be folded well out of the way for increased storage (up to 852 litres) but the Orlando’s canniest sleight of hand is up front in the dash where a push of a button flips the radio controls up out of the way to reveal a useful secret cubby which will shield your valuables from the gaze of opportunistic thieves.

Interior fit and finish is good throughout but the trim materials fall a little short of the current class average.

Prices for the Chevrolet Orlando start from £16,395 on-the-road for the petrol-engined model in entry-level LS trim, but if you part with an extra £1,250, you can get the Diesel which will reward you with some very reasonable running costs: combined economy of 47 mpg, CO2 emissions of 159 g/km and a 14E insurance group.

The top-of-the-range LTZ Automatic fitted with the Executive Pack and powered by the 160bhp diesel will set you back a little over £23K.

The Orlando is not as refined as the latest offerings like the Ford C-MAX and the Toyota Verso but this is more a reflection of how far those brands have come rather than an indictment of the Chevy’s shortcomings.

In diesel form it offers a good blend of performance, practicality and value for money, wrapped up in a design that will help you stand out from the crowd.

For more images of the Chevrolet Orlando, check out our photo gallery.