The previous-gen Yaris SR was a surprisingly sporty little thing, in a warm hatch kinda way, that is. Packing a punchy 1.8-litre engine, 131 bhp, 17” rims, lowered suspension, and a bodykit, it stood out from the rest of the rides in old Yaris range.

Sadly, the all-new 2012 spec Yaris SR has all but lost its spunky individuality. Power comes from an all too eco-conscious 1.33-litre, VVT-i petrol engine that unfortunately possesses no performance advantage over any other strain of Yaris with its generic 98 bhp.

However, the new model is longer yet 20 kg lighter overall. It also benefits from a stiffer chassis and, in the case for the SR, sports suspension for a perceived improvement in agility.

Appropriately aimed as a city drive, the quick steering has a particularly tight turning circle and the standard stick shift has a fuss-free and easy action. A cost option CVT automatic with, bizarrely, paddle shifters is also available for the less energetic.

Although we’ve been let down in the performance department, the latest Yaris is an impressively packaged piece of supermini. Gone are the soporific curves, now replaced by harder angles and crease lines for a successfully executed contemporary new edge.

The SR features a few subtle mods to the standard Yaris uniform, namely upgraded 16” rims, lower ride height, a mini roof spoiler, smoked lamps, darkened glass, and part-leather upholstery. Unfortunately, in the cold light of day, and unlike its more spirited predecessor, they tend to go all but unnoticed on the road.

The biggest pull of the 2012 Yaris SR, though, has to be its new-found relevance to the social media-minded. Toyota’s new Touch and Go infotainment system, once hooked up to a smartphone, allows you to legally use Facebook, Twitter and Google Maps when you’re on the move through the superb 7” touchscreen. It’ll even handle all your text messaging needs too.

It might not look or ride like it’s well connected, but if clever use of interior space, lean running and 24/7 tweeting and texting do it for you then the new Toyota Yaris SR is worth toying with.

Although this is still officially a GTI, the 231 bhp Edition 35 ditches the latest evolution of the 2.0-litre turbocharged unit used in the standard GTI for what is effectively last season’s motor. However, what’s plumbed in is a detuned strain of the Golf R’s powerplant, which, due to its receptive nature for tuning, carries a 25 bhp injection over the regular GTI. What this ultimately results in is 0.3 seconds quicker from 0-62 mph and a speed dial that now stretches to a more appealing 153 mph.

Aside from the engine, dropped suspension and a revised exhaust actuator that’s been wired for sound, the mechanicals and underbits are standard GTI. This is good though. We love the GTI -- always have and hopefully always will. The car boasts a tenacious front-wheel-drive grip, beautifully balanced steering and a ride that’s enthusiastically firm yet seldom skittish. This genetically modified GTI builds on those rock-solid foundations yet brings some extra shove to the birthday celebrations.

Packing a short-throw, six-speed stick shift as standard, for a £1,295 premium we’d opt for VW’s super-fast, dual-clutch, semi-automatic DSG transmission with it’s accompanying wheel-mounted paddle-shifters. Not only is it an unutterably simple pleasure to use day-in day-out but also makes the most of the modified exhaust note which makes the 35 feel distinctly more ‘R’ than ‘GTI’ when shifting aggressively.

One further option well worth splashing on is the adaptive chassis control that allows for ‘comfort’, ‘normal’ and ‘sport’ suspension settings whilst also reconfiguring steering weight and throttle response at the push of an £800 button.

Performance and handling to one side, the Golf isn’t the most dramatic looking of automotive legends. Designers are duty bound to conformity when it comes to the styling of the ubiquitous, benchmark hatchback. And although we’re looking here at the fastest ride to ever wear the GTI badge, it still looks, well, eminently sensible.

Look a little closer, though, and the Edition 35 reveals a few external nips and tucks that Golf obsessives will be hypnotized by. An oh-so-subtle but unique body styling kit adorns the front splitter, bespoke highline rear spoiler and side sills while darkened LED rear lights and extra black tinted rear windows mean-up the aggravated GTI. Boasting either standard 18” Watkins Glen rims or optional 19” Glendale rims, both enjoy the benefit of looking hotter than the pricier Golf R’s Talladega rims.

Jump in, pull the door shut to the reassuringly traditional Golf ‘clunk’ and it’s a different story. Err, well, it’s not, actually. The Edition 35 internal pimping is achingly subtle in effect -- but, hey, that’s Golf style, right? Flecks of red proliferate the blackened leather-clad cabin from the red-stitched sports steering wheel, bespoke kick plates, golf ball stick shift and seat belt stripes.

Love the Golf GTI? Love the GTI Edition 35 even more. We certainly do -- here’s to the next 35 years.

The guys back in Warwickshire have been busy. The XKR-S Coupe, therefore, doesn’t just represent a mere tweak of a digital spanner. Before we expand on this, consider the bare facts; 542 bhp, 184 mph and 0-60 mph in 4.2 seconds. That’s more powerful than both the Audi R8 V10 and the V8 Vantage S, and in the case of the latter, quicker too. But remarkably, given its lofty price tag of nearly £100k, it’s also cheaper - just.

Resisting throwing the bath water out with baby, Jaguar hasn’t forgotten the XK’s USP as a damn quick grand tourer that smothers you in comfort. And although the XKR-S fights with more hardcore, track-focused rivals, now it still rides in reassuringly epic fashion - but benefits from revised suspension and aerodynamic elements that allow you to access the extra 40 bhp, the upgraded, 5.0-litre, supercharged, that the British-built V8 affords.

And the all-important Jaguar growl? Thanks to an all-new, adaptive sports exhaust system, this breed of big cat has never sounded so outrageously sonorous – easily enough to bring out your hidden hooligan. But beware…with such exponential levels of power and torque channeled through those 20” Pirelli P-Zero rears, it does have a habit of testing the physics of friction and a natural instinct to bite back – sideways.

First flaunted in 2011 at the Geneva Motor Show, the XKR-S Coupe signaled a sharper new look for Jaguar’s XK range with, most notably, those piercing, re-profiled headlamps. But, unlike the rest of the grand tourer range, the S has turned the styling dials up to 11. The radical, and venomously mean-looking front-end features extra fairing, twin nacelles, side vents and a carbon fibre splitter - you can’t miss it.

Happily, the pimping doesn’t end at the front. Round at the business end the XKR-S sports a sexy new carbon fibre rear diffuser, a signature fixed wing and a buffed-up rear apron. The dropped ride height, over the ‘regular’ XKR, is also rammed home visually through deeper, sculptured side sills, making the XKR-S hug the road like no other XK before it.

Inside the Jag’s new prize fighter it’s much the same sporty-yet-cosseting interior that the XKR already rocks but with a few flash tweaks like the carbon fibre effect leather seats, contrast stitching and moody dark aluminum trim.

To drive an XKR-S Coupe is to want an XKR-S Coupe. But be warned… this particularly angry Jaguar will take an amateur’s face off if it’s poked it in the wrong place.

The span of the 3-Series range is broadly similar to the 5th-gen’s lineup, excepting the 328i that is. Tipped to spearhead the saloon’s petrol flavoured sales on a global scale, this frugal yet sporty ‘go-to’ model replaces both the six-cylindered, 3.0-litre, 325i and 330i. Cleverly, the 328i, whilst shedding a third of its predecessors’ capacity and cylinders -- now a twin-turbocharged, 2.0-litre, four-cylinder unit -- manages to be more powerful to the tune of 41 hp (245 hp) over the out-going 325i. The trade-off? Regrettably it’s the soundtrack. But more sonorous, old school, straight-six BMW fun can still be found in the juicier 335i that kicks off around £35k and packs a pleasing 306 hp into the equation too.

Capable of 0-62 mph in 5.9 seconds, 44.8 mpg and CO2 emissions of just 147g/km -- although not simultaneously, of course -- the 328i Saloon is a pretty remarkable feat of mainstream engineering, that, when coupled with the superb new 8-speed autobox (a £1500 cost option over the standard 6-speed manual) allows its further reaches, be them pace or efficiency based, to be explored effortlessly.

We’re also glad to report that the new ‘3’ had turned up for 2012 with all its trademark rear-wheel balance, drivability and handling pedigree intact. It’s further fettled too via the Drive Performance Control. Flick from a feisty ‘Sport+’ setting to the über-intelligent ‘ECO PRO’ mode to harnesses a raft of new fuel saving tech although too dry to mention will doubtless save you from an unexpectedly dry tank in the wrong neighbourhood.

Performance gains can’t be argued with, but the looks? Less aggressive than the 5th-gen ‘3’, BMW has opted for a classier route. Taking design cues most notably from the swept-forward 6-Series with a protruding, shark-nose grille and driver-focused, well-appointed, more spacious interior this latest 3-Series feels more premium than ever before.

The big-selling compact exec is now also more personally pimp-able with three new ‘designer’ trim lines added over and above more traditional specs; ‘Sport’, ‘Modern’ and ‘Luxury’. But don’t worry -- our favourite M Sport spec will arrive soon… BMW is just keeping us hanging on a little longer for that particular cherry.

The ‘Modern’ trim we tested featured exclusive 17” rims, bespoke bumper design, external matt chrome detailing and sumptuous cream leather interior juxtaposed with seriously leftfield, Log Flume-inspired bumpy wood trim. But, hey, talking points are good, right?

Loaded with optional tech like head-up display, ConnectDrive (internet connectivity) and Park Assist, our test car was far from cheap weighing in at £42k but the 328i Modern does start from £30k if you can strictly ration your ‘need’ list.

Ultimately 2012’s classy BMW 328i offers rewardingly smooth driving with premium luxury feel that benefits from new-found diesel-like running costs, proving that you don’t, necessarily, need a six(cylinder)-pack to get your saloon kicks.