In The Indian Market

Available in a total of six variants, Lamborghini Huracan comes with a hefty price tag of Rs 2.99-3.97 crore (ex-showroom, Delhi). This Supercar makes extensive use of lightweight aluminium and carbon fibre for delivering unmatched performance without compromising on the characteristic Lamborghini styling. Ultra-sleek nose, razor-sharp headlamps, spoked alloys, and aggressive haunches are noteworthy features of the Huracan design on the outside while interiors offer a fine mix of unmatched quality and innovative technology. The real action, however, unfolds when Lamborghini powered by a 5.2-liter V10 petrol engine delivers 603 bhp and 560 Nm to the wheels via a 7-speed automatic transmission. The paddle shifters mounted on the steering wheel are indeed a delight to use and considerably add to the overall driving experience of this supercar. In the Indian market, Lamborghini Huracan is up against the likes of Audi R8, Bugatti Veyron, Ferrari 488 and California T among others.

Just like the old 1.4, it鈥檚 a predictable performer. Rather than being especially sporty the Superb trades on its grown-up manners and safe handling. Body control is good, and while the steering doesn鈥檛 offer much feel, it鈥檚 accurate enough and always points the car where you want it to go. But racey handling isn鈥檛 what this car is about. The Superb is a family car that needs to be spacious, comfortable, quiet and refined - and in this regard it鈥檚 an excellent choice. The new 1.5-litre engine is barely audible around town; remaining hushed even at motorway speeds. And while the new car may appear less economical on paper, the tougher WLTP test procedures should see it return more miles per gallon in everyday driving. Skoda claims 52.3mpg and 123g/km in DSG-equipped SE L Executive trim. This spec comes loaded with kit, but the middling SE Technology model represents better value for money. Both cars get leather trim, sat-nav and alloy wheels, yet the cheaper model costs a whopping 拢3,195 less. SE L cars like ours add xenon headlamps, keyless entry and a bigger 9.2-inch infotainment system, however. While the Vauxhall Insignia Grand Sport鈥檚 unbeatable value for money lent it our Family Car of the Year gong at the 2018 Auto Express New Car Awards, the Superb came a close second. For practicality, it can鈥檛 be beaten; the cavernous boot and roomy back seats remain, with plenty of 鈥楽imply Clever鈥?touches - like the hidden umbrellas mounted in the rear doors.

This means the car is now square in the sights of the hot hatch that鈥檚 left a trail of fast family five-doors in its wake: the Ford Focus RS. Both models use four-cylinder turbos and six-speed manual gearboxes, making them two of the most overtly sporty cars on sale today; just look at their muscular styling and aggressive stances. There鈥檚 only 拢730 difference between these two challengers鈥?list prices, too. However, one major point divides them: while the newcomer from Honda is front-wheel drive, the Ford is four-wheel drive. These cars cater for the same market and offer hardcore driving thrills alongside enough practicality to make them usable day-to-day propositions. But which has the broader range of ability to take the honours as our hot-hatch champion? The previous Civic Type R was on sale for only two years before Honda went back to the drawing board and came up with this new, ultra-hot version of the 10th-generation Civic.

The latest car comes in two flavours: standard and the 拢32,995 GT we鈥檙e testing here, which gets more equipment. VTEC works alongside the turbo here to boost low-end performance, and there鈥檚 plenty of muscle on offer. While the 400Nm of torque is some way down on the Ford鈥檚 470Nm on overboost, the Civic weighs only 1,380kg next to the 1,524kg Focus RS. Despite a limited-slip diff, the Type R struggles for traction off the line, covering 0-60mph in six seconds flat on test. But this was still a second slower than the more powerful, four-wheel-drive Ford, which has launch control to manage slip from a standstill. The cars are much more evenly matched once the wheels are turning, however. On test, 30-70mph took 4.3 seconds in both models, and the Honda was two-tenths faster from 30-50mph in third gear than the Ford, taking only 2.2 seconds. The Civic also hit the rev limiter in second just before 60mph, so the figures don鈥檛 tell the whole story. In-gear performance is exhilarating, with a wonderful blast of torque through the mid-range that gives a greater sensation of speed than the Ford鈥檚 more linear power delivery.

Where the Honda really takes off is with its breadth of ability. R on track. Both of these settings sharpen up the Honda into something truly special; the steering is precise and there鈥檚 an incredible amount of grip through bends. While the Ford is great fun, mastering the Civic鈥檚 razor-sharp chassis will engage and delight drivers even more. Fast Hondas are also known for their gearchange action, and this one is no exception to the rule. It has a short, mechanical shift, with a superb position in the cabin that adds a sense of fun to any journey. Testers鈥?notes: 鈥淵ou wouldn鈥檛 call the Civic attractive, but its pugnacious stance is backed up by a genuinely brilliant drive. The Ford Focus RS boasts more power than the Honda and is slightly cheaper, but how a car feels and how usable it is can be as important as outright firepower with models such as these.