It’s news that should get fans of the moniker excited; and there are many on our shores: out of the 7123 Golfs sold in 2011, 3565 were GTIs. More power, sharper exterior aesthetics and novel interior features are the cherries atop the Edition 35′s birthday cake.

Under the hood it gets 18 more kilowatts than the standard GTI, pushing the power up from 155kW to 173kW, promising to make the 0-100km/h dash in 6.6 seconds. You can have the Edition 35 with a traditional manual gearbox, or Volkswagen’s semi-automatic DSG transmission.

The Edition 35 dons a unique birthday suit: there’s a new bumper design up front and xenon headlights with daytime running lights are standard. Volkswagen say that “winglets” form part of the Edition 35′s birthday buffet too -  but the kind that improves its aerodynamics; positioned on the lower and mid sections of the body. It sits on model-specific 18-inch “Watkins Glen” alloy wheels, named after a racetrack in the US.

The exterior designers also passed the pipe around at this 35 year celebration, adding smoked LED rear lights and rear windows. A wider palette of colours is available with the limited-edition hot-hatch. In addition to the classic white, black, red and silver colours, you can choose Candy White, Tornado Red, Reflex Silver, Shadow Blue, Deep Black, Blue Graphite and Carbon Steel – which sounds like a cool title for a cop movie.

Inside the party continues, with a novel golf ball look-alike gear knob, new trim, unique upholstery and “35″ logos everywhere. Apparently, driving this birthday edition GTI is going to excite the pulse and sweat glands – so the centre seat panels have “active breathing microfibers”, with styling inspired by the honeycomb pattern of the radiator grille.

Since this is a Volkswagen, it has an extensive list of optional extras. You’ll have to fork out if you want gear like Dynamic Chassis Control, Park Assist, Navigation or a DynAudio sound system.

The GTI Edition 35 has a base price of R370 900 for the manual and R385 700 for the DSG model. Its exclusivity, and the fact that it’s going to become a sought after classic are points you could use to justify whipping out nearly R400k for this birthday Golf.

It’s powered by 4.4-litre V8, sprinkled with two turbochargers. This is testament to the fact that the era of naturally-aspirated M-cars is swiftly drawing to an end. The TwinPower Turbo engine kicks out 412kW and 680Nm of torque, posting a 0-100km/h time of 4.2 seconds and 4.3 seconds for the drop-top version. Sprinting from standstill to 200km/h will take just 12.6 seconds.

Shifting all that power is a seven-speed double clutch transmission with Drivelogic, promising to “convert the powerplant’s impressive thrust extremely effectively into rapid acceleration”. A BMW that isn’t dynamically competent wouldn’t be a BMW; this M6 features an M-specific chassis, body strengthening, a high performance braking system and driver aids to keep things together.

Outside, the usual fare of M-embellishments have been employed to distinguish it from lesser stablemates. An aggressive, aerodynamically-optimised bodykit, fatter wheelarches and a set of 19-inch light weight alloy wheels, with the familiar M twin-spoke design, give the M6 serious attitude. They’ve even given it a roof made from carbon fibre-reinforced plastic.

The M6′s interior provides seating for four. It retains the luxurious finishes of the standard 6-Series, but with a liberal dosage of M styling features. The steering wheel, gearlever, seats and instrument cluster have all been given the sporty M treatment. It’s got an intelligent media interface allowing integration of smartphones, and an “Apps” option, which allows iPhone users to receive web radio stations and display Facebook and Twitter posts on the on-board monitor.

Since the new BMW M5 was launched in South Africa  recently, we suspect that the M6 isn’t too far away from home soil.

Marking its foray into the market is the MG6, a medium-sized saloon, which is also available in fastback guise. Here’s what our diary looked like in the week-long test period of the model that carries the new MG corporation’s hopes to get back on the map:

Day one:
Sergio Lopez, responsible for sales and marketing at MG South Africa, was very excited about handing us the keys to the 6, saying that we would be pleasantly surprised. He gave us a model with a little something special – MG’s trial navigation system, that had never been fully tested before. Wasn’t quite sure whether to feel priveledged, or afraid to be used as a guinea pig in this experiment. Good first impressions. Touches like the handbrake, with a release button underneath, rather than at the end of the stalk, look very cool.

Day two:
The novelty of the funky handbrake has worn off already. We’re accustomed to using our thumbs. With this one, you have to use your index and middle fingers to hit the release button – keep your thumb where you would expect the button to be on most other cars, and it’s going to get jammed. Hardly amusing. The bewildered looks this car attracts, are amusing though. Most can’t tell what it is – and you can’t blame them, it adopts different traits from many of its contemporaries. That said, it doesn’t look bad, with its substantial proportions, striking details and a set of turbine-inspired alloys.

Day three:
This boot is huge! A friend volunteered to test its capaciousness by getting inside and closing the trunklid. He discovered a 12V socket in there too – with a rump that large, we wouldn’t totally discount it as a tool for camping. You would think though, that with such space back there, they would have been able to throw in a proper-sized spare wheel.

Day four:
Traffic jams are a good way to experience a car’s interior. The MG’s seats are big and comfy, but the standard fabric upholstery feels a little too robust. Tick next to “Leather” on the options list, please. It’s got a “big-car” steering wheel with controls for the radio and on-board computer and a hooter that sounds similar to one you would find on something German. The interior may be German in appearance – with a 3-Series-aspiring dashboard, although certain parts don’t feel too German. But even if the surfaces materials are hard, fit can’t be faulted, there are no rattles and everything seems like it’s going to hold up nicely.

Day five:
Digital interface is easy to use. The little touch screen next to the radio is in easy reach of the driver. Trial navigation system is clearly on drugs. Typed in suburb, street and house number and it says: “Destination cannot be set with given parameters” – what does that even mean? Let’s hope such niggles are sorted out before this feature is introduced throughout the range. Liked the gauges and white background illumination at night – quite cool how the speedometer and rev-counter needles go to the end and return to nil on start up.

Day six:
We’re smiling after a short blast through Magaliebsurg. The MG6 is actually more than decent to drive. Its punchy turbocharged engine and surefootedness really shone through. The steering has an assuring weight to it, making for confident turn-ins. That 1.8-litre turbocharged mill is pretty good; nice power delivery, lag isn’t really noticeable. MG says it’s not very thirsty, drinking 7.8l/100km. We averaged 10l/100km – not bad, could be better. Apparently a diesel could be coming, which should be interesting.

Day 7:
The MG is about to go back, and we’re pondering: is there anything else you can get for this price, with the same amount of standard features, a punchy turbocharged mill and looks that turn heads? It’s hard to find any equivalent for this cost – at R239 000 for this 1.8T Luxury model, you get quite a bit. They’ve thrown in nice-to-have features that would be options on rivals, like park-distance control, cruise control, a colour-screen media interface.

Day 8:
When we returned the keys to the MG6, Sergio Lopez took some time to show us other MG models in the pipeline. The most exciting of them all is the two-seater sports car concept – a spiritual successor to the legendary MG Midget. Chinese money, funding British engineering could be a relationship that bears fruit for MG in the future. But what about this first product spawned by the MG-SAIC marriage? Our impressions are generally positive. It offers something different; a more interesting proposition to those who have models like the Toyota Corolla and Volkswagen Jetta on their short-lists. We may not have liked some of its iffy interior materials, but that’s something that can be lived with, when you consider its price, handling character, looks and standard level of kit.

Creating further uncertainty is the growing perception that Honda has embraced eco-friendly motoring at the expense of enjoyment. However, at the recent Detroit motor show Honda’s president teased onlookers – leaning against the new NSX – with the news that in new Honda models priority is back with the driver.

The Civic is the first of three models expected this year in South Africa and having not sold a model since March 2011, this ninth-generation Civic starts from a clean slate. The shoes to fill don’t get much bigger either: previous Civic was Car of the Year winner in 2009.

The all-new sedan is neatly proportioned, fitting between the Honda Ballade and the premium Honda Accord but is actually shorter than previous Civic. Notwithstanding smaller dimensions, interior space has improved significantly with an additional 40mm in rear legroom and 75mm of added shoulder room. There has also been a big improvement to boot space from 389-litres to 440-litres.

Visually it’s a competent package against the likes of Corolla and Cruze but slightly stylised by the clear reflector glass and beaming chrome grille. The hatch model is expected in April this year. Three trim models are on offer and there’s no arguing that Civic delivers a lot of equipment for the price but the presentation from inside cheapens the experience.

The panels have a grainy texture to them and the buttons come in every shape and size: rotating, clicking, hard or soft. The clutter of buttons defies the purpose of having an on-board computer and the integration of these functions could be less apparent.

For the new Civic, Honda introduced an ECON mode to all models which suggests the correct gear, adjusts engine mapping and changes the dashboard from the electrifying blue to the more “natural” green. Tests conducted by Honda suggest that driving in ECON mode can improve efficiency by nine per cent.

Keep it off and the Civic offers many sporty virtues with superb feedback through the wheel and predictable chassis dynamics created by a lighter yet stiffer frame and revised suspension geometry.

Honda has introduced a new 1.6-litre engine to partner the 1.8-litre but only the latter was available for test. High-revving with a taut powerband, the engine performs best with the crisp five-speed manual although the shifter could be placed closer.

The 1.8-litre musters 104kW and 174Nm while the more affordable 1.6-litre makes an impressive figure of 92kW and 151Nm with average consumption just under 7l/100km for both models.

Since Honda estimate that more than 60% of customers prefer the automatic gearbox, the new Civic introduces a feature called G-CON. When the steering paddles are used during cornering the selected gear is held regardless of throttle inputs. It works simply and effectively unlike many other more expensive gearbox systems.

Enter a corner with too much gusto and the Electronic Power Steering and Vehicle Stability Assist programs will intervene by regulating engine torque, vehicle braking and attempt to correct its course with subtle steering intervention.

New Civic is spacious and engaging to drive but compromised by small details in the interior which could easily have been improved. With current Civic owners left in the lurch for many months they may find the new model hasn’t justified the wait.

The Sonic is Chevrolet’s B-segment fighter. It carries the torch from the popular Aveo model, and we think it’s better than its predecessor in every way. Funky, fresh styling and a name that will resonate with the Playstation generation is what the Sonic has going for it.

What about the name – is it anything like Sonic The Hedgehog?

With this normally-aspirated 1.4-litre engine, the Sonic curls up into a ball like its hedgehog namesake when you approach inclines with the air-conditioner on full-blast. This and its wicked-looking face were the main similarities we drew between the car and the video game character.

So performance isn’t the best, then?

One could probably live with the Sonic 1.4LS at coast altitudes, but up here in Johannesburg it feels like a smoker trying to run the Comrades Marathon. We want a Sonic that shoots sharp quills from its exhaust pipe – the 1.4-litre turbocharged engine from the Opel Astra should be great for this purpose.

Does this mean it’s not good to drive?

It’s pretty good, actually. The Sonic’s road manners are on par with B-Segment favourites, like the Suzuki Swift and Mazda 2. Under the skin is GM’s Gamma platform, reserved for many of the automaker’s small car offerings. We enjoyed its taut handling character, weighted steering, which gives confidence in the corners and direct gearshifts through the Sonic’s five-speed gearbox. Highway driving is laid-back thanks to its (optional) cruise control system, and a supportive driver’s seat with fabric that grips your butt. We reiterate: with its competent driving dynamics, the Sonic should have more oomph under the hood.

What other engines can I have with the Sonic?

In addition to this 1.4-litre mill, with its output of 74kW and 130Nm of torque, you can also have a  more powerful 1.6-litre engine which delivers a more substantial 85kW and 155Nm. Diesel models are set to arrive soon.

Is it a nice place to be in during JHB’s traffic jams?

Our biggest criticism of the Sonic’s interior is its coarse surface materials. I was speaking to a GM representative about this and he raised a valid point – the buyers of the Sonic won’t be used to the kind of plush refinement expected from a BMW or Audi. Still, it wouldn’t have hurt to invest a bit more in the door finishes, for example – in the Sonic, its of a really nasty plastic variety. It’s a strange mish-mash, because the switches, knobs, dials, steering wheel, gearlever and dashboard seem to be of a really high-quality. Touches like the motorcycle-inspired gauges are interesting to look at.

What are its safety credentials?

An assuring level of safety features are standard even in this entry-level 1.4LS model. There are front and side airbags for driver and front seat passenger, a driver seat belt reminder and anti-lock brakes with electronic brake force distribution. It managed a 5-star NCAP rating, and also got Top Safety Pick status from the Insurance Institute for Highway Safety in North America.

Do I get many toys?

The amount of standard kit they’ve thrown into the Sonic 1.4LS isn’t much to write home about, nor is it a reason for disappointment – everything you would expect, you get: alloys, power steering, air-conditioning, electric windows (front), a radio and cd-player with an aux-in socket and a handy onboard computer. Our test model had the Comfort package, which adds steering wheel mounted audio controls, cruise control, Bluetooth, a USB port and two extra speakers – 6, rather than 4 as standard.

What will it cost to put one in the garage?

For this 1.4LS, expect to fork around around R155 000 to R158 000. The price includes a  3 year/60 000 kilometre service plan and you’ll also get a 5 year/ 120 000 kilometre warranty with roadside assistance. The Comfort package costs R7500 – realistically, you can live without this option. But one day when you’re driving through that lengthy Karoo stretch, you’ll be wrestling with the painful regret of not having niceties like cruise control.

Who is going to buy the Sonic?

We think the Sonic’s styling and spunky persona will appeal to the more youthful buyers shopping around in the B-segment. It boasts a certain attitude and it’s something different to look at – which should be enough to inveigle buyers into their local GM dealerships.

South Africa won’t be getting two of them – the M550d xDrive Sedan and M550d xDrive Touring. Our shores will be graced by the X5 M50d and X6 M50d, however. The tri-turbo engines are mated to an eight-speed Sports automatic transmission and BMW’s all-wheel drive xDrive system, which promises to help put all that power down more effectively.

BMW say that its the most powerful diesel engine ever fitted to one its models, and that the driver will be able to access the monstrous 740Nm torque figure from as early as 2000rpm. Another first for the brand, is the use of three turbochargers.

The BMW M550d xDrive Sedan accelerates from 0 to 100 km/h in 4.7 seconds, while the BMW M550d xDrive Touring covers the same sprint in 4.9 seconds. The claimed consumption figure for the sedan is  6.3l/100km, while the Touring consumes a tad more – at 6.4 l/100 km.

Acceleration times are slightly lengthier in BMW’s Sports Activity Vehicles, obviously due to their added bulk. The X5 M50d will get from 0-100km/h in 5.4 seconds, while the X5 M50d will do the sprint in 5.3 seconds. But that’s still quite impressive. Average fuel consumption stands at 7.5l/100km for the X5 and 7.7 l/100 km for the X6 – slightly above the figures for the existing diesel variants of the two models.

No BMW model with an M badge would be complete without some visual drama. These models are set apart by M light-alloy wheels, exterior mirrors and air intake bars with striking Ferric Grey metallic paintwork, trapezoidal exhaust tailpipes and M emblems on the rear and engine cover.

These M cars’ innards also get a sporty reworking. There are M logos on the gearshift lever and steering wheel, and exclusive M sports seats – Black Alcantara/Nappa leather for the X5 and X6, Alcantara/Cloth in Grey Shadow with contrast stitching and embossed M logos for the 5-series.

Various driver assistance systems and mobility services from BMW ConnectedDrive also feature – internet access,  integration of smartphones and music players and apps for receiving web radio and using Facebook and Twitter.

The Mini Baker Street embodies the youthful, fresh style of the brand, while the Mini Bayswater focuses primarily on the sporting verve and agile handling for which Mini is renowned. Locally, these unique trims will be available in Cooper guise – and they’ll be produced for a limited time only.

Glossy black alloy wheels and body stripes set the Baker Street apart. Colour choices include Rooftop Grey, Pepper White and Midnight Black. Special “Baker Street” lettering adorns the side scuttles framing the side indicators.  Inside, the surfaces of the new seat variant in Cross Check Rooftop Grey light feature a diamond pattern. Cross Check Rooftop Grey light is also used for the surfaces of the cockpit and door trim. Light grey contrast stitching for the floor mats, gearshift/selector lever as well as the handbrake gaiters and seat tags which, like the door sills, bear “Baker Street” lettering, round off the array of bespoke interior features.

For visitors to London and locals alike, the Mini Baker Street’s name will be synonymous with the address of a certain fictional hero. It is 125 years since Sherlock Holmes author Arthur Conan Doyle released his first story with the master detective in the title role. Today, the Sherlock Holmes Museum and Madame Tussauds waxworks museum can both be found just a stone’s throw from Baker Street underground station.

The Bayswater gets an exclusive lick of paint, with a colour named Kite Blue metallic. It sits on 17-inch light-alloy rims, with high-gloss black surfaces. The sporty appearance of the Mini Bayswater is emphasised by the black contrasting roof and the likewise newly created Sport Stripes for the bonnet, which streak dynamically towards the windscreen.

“Bayswater” lettering adorns the side indicator surrounds, door sills and seat tags. The Punch Leather seats come in the exclusive colour variant Rocklite Anthracite and include side bolsters sporting a metallic sheen and blue and grey contrast stitching. Two-tone contrast stitching also adorns the gearshift/selector lever and handbrake gaiters.

The Mini Bayswater takes its name from an extremely vibrant area of London. Located to the west of the city centre – halfway between the shopping hot spots of Knightsbridge and Notting Hill – Bayswater is best known for its unusually high density of bars and restaurants, not to mention the adjacent and no less famous Hyde Park.

Heavy downpour, potholes, unplanned stops, detours and getting lost. That was what we endured in our testing of Jeep’s more powerful Wrangler and Grand Cherokee models. We also found an embarrassing way to test the keyless Enter-N-Go system, but more on that later.

With the miserable weather, we decided to enjoy the comforts of the opulent Grand Cherokee, which gets a 3-litre turbo-diesel engine under the hood.  The figures extolled by the marketing team at Jeep inspired awe -  177kW, 550 Nm of torque and a range of 1000km is impressive by any standards.

After settling into the heated seats, we hit our first stumbling block – trying to set the trip meter to zero, in order to follow the directions of the planned test route.  While most cars would have a simple button on the instrument panel to set the trip meter to nought, the Grand Cherokee uses a confusing maze of menus, navigated through by buttons on the steering wheel.  No points for this user-unfriendly interface.

The score chart begins to change on the road, though.  It’s important for big cars like these to have plenty of power on demand, and this torquey diesel ‘plant has the muscle to push the heavy Jeep forward with immediacy. A feeling of lethargy would usually be expected from a vehicle of such heft, but the Grand Cherokee feels expedient. Then there’s its frugality – the fuel needle barely moved after a full day of driving and exploiting the Grand Cherokee’s smooth power delivery.

On the outside, it looks ready to tear the beaten track apart, but a luxurious interior means you won’t be perturbed when the Grand Cherokee’s big tyres are throwing up mud and gravel. Chrysler products from the past didn’t have the best of lounges – cars like the Neon, with tawdry fake wood trim spring to mind. You can doff your hat to the designers, as the Grand Cherokee is truly classy: no corners have been cut, even the dashboard is wrapped in nice-to-touch leather. A solid block of polished wood features on the top section of the steering wheel rim, the rim itself is also heated, which should make for comfortable driving on chilly winter mornings.

It also has the gadgetry to make conquering the great outdoors easier. The Uconnect system – think of it as an equivalent to iDrive from BMW or the MMI from Audi, comes with voice command, navigation and integration for iPods and other media. We liked its easy touch screen operation. Keyless entry was a feature that made huge sense to this scribe, until a misfortunate incident in the middle of the Kruger National Park.

Our convoy came to a stop, as the bridge we were going to drive across had been swept away.  Being a curious bunch of journalists, we hopped out to inspect and take pictures. My driving partner decided to follow after me, and quite sensibly brought the Grand Cherokee’s key fob from the center console where I had placed it during my time behind the wheel. He returned to the vehicle,  put the key in his door pocket on the passenger side, got out again to get more snaps, closed his door and just like that, the Jeep became a vault that we couldn’t enter.

Pockets were checked, emptied and checked again, as the helpful guys from the support team insisted it was impossible for the car to lock with the key inside. We were getting ready to have a vehement roasting session of this Enter-N-Go system,  when the support team realised that it wasn’t the car’s fault, but the fact that the key was too far away to be detected – it’s always supposed to be kept in the vicinity of the steering wheel. The archaic method of using a coat-hanger to gain access was out of the question, since the Grand Cherokee was engineered to resist those underhanded techniques used by thieves. In the end, the support team had to break the boot-lid window – a sound that cost around R5000, we were told.

Of course, jokes were made about what happened when we got to the hotel that evening,  but I thought seriously about keyless-go technology: it’s something that needs to be treated carefully. It’s very easy to forget about, or misplace the key fob somewhere in the vehicle – outside the range of detectors.

After the drama of the Enter-N-Go system, we switched hands to the Jeep Wrangler – which came with a conventional key system, thankfully.  Under the boxy front-end is a beefy new 3.6-litre V6 Pentastar engine, with 209kW and 347Nm of torque. While it is powerful, it doesn’t gather steam with the same ease as the Grand Cherokee. The Wrangler is a more purposeful beast: it does without the plush luxuries, staying serious about its status as the definitive, no-frills American off-roader. Some effort is required in the driving process, as you tug at the tall, truck-like gearlever and enjoy the loud roar of the V6.

The interior is basic and functional, although ergonomics could be better: electric window switches, for example, are on the dashboard, not where you would expect them to be, on the door. Air-conditioning vents are placed below the touch-screen Uconnect interface, pointing directly at the torso, chilling one’s belly. But I suppose none of this will matter when you’ve got the top removed, and you’re using the Wrangler as a leisure-activity companion, driving off road, or cruising along the beach. The doors can be removed too, creating a beach-buggy type of ambience.

Overall, we were impressed by Jeep’s two new engine additions. What left a lingering impression, however, was the diesel Grand Cherokee. At just under R600 000, it’s a lot of car for the money, coming standard with many of the goodies you would have to order as extras in most of its German competitors. It’s an offering to be considered strongly, when you’re shopping around for a luxury SUV that’s also adept off-road.

Peugeot is hoping to shake off a sluggish performance in Europe and has identified South Africa as the key entry point for its African revival. Peugeot South Africa manager Francis Harnie said the company’s global intent is to develop markets outside mainstream Europe. “Africa is central to this process, and with its strong presence locally, SA is set to play a pivotal role in this globalisation.”

While Tsunami floods caused havoc and product delays for many of the Japanese manufacturers, 2011 was an equally tough year for the French car maker. Promising models released in 2011 included Peugeot’s 508, which exceeded target by selling 128 000 units worldwide, and the RCZ selling 19 000 models worldwide.

The Peugeot 5008 was voted a top ten finalist for the 2012 Car Of The Year competition with the announcement scheduled for April. However despite these new model additions, sales have been particularly poor especially in Europe where market share has dropped by 0.5% against stiff competition and new market pressures. It was only Germany which reported positive figures with a 9.5% in growth.

Global market share for Peugeot went from 7.6% to a meagre 7.1%. In just ten years Peugeot has grown from a slender six model range and six dealerships portfolio to its current status of 11 models and 24 dealers. To complement the new strategy, Peugeot will continue to participate in the local S2000 rally series with the Peugeot 207 and recently signed a sponsorship deal with Gauteng-based soccer team Orlando Pirates.

New models expected for arrival in South Africa will further bolster appeal. The 4008 compact SUV and all-new 208 will add significant clout to a range of premium vehicles when they arrive in the first half of this year. Realistic targets ahead of 2012 will focus on changing consumer perceptions, adding consumer confidence and providing quality service.

One of the ways in which Peugeot hopes to achieve this is through the new warehouse which was erected in 2008 and promises timeous delivery of parts at a price comparable to the competition – as calculated by the annual Kinsey report. A further eight dealerships will be added during 2012 to further levels of convenience and drive sales of Peugeot’s most comprehensive model range.

Peugeot also announced that all passenger cars will carry a five year/100 000km full maintenance plan and a five year service plan. This should bring the French manufacturer up to speed with similar plans offered by Renault and Hyundai.

In addition all Peugeot passenger cars will come with five year roadside assistance. The full maintenance plan is optional on Peugeot’s light and medium commercial range but the five year 100 000/km service plan is standard on the Partner and Expert models.

New vehicles to the range and the much-emphasised maintenance plan forecast modest objectives for 2012. Peugeot hopes to increase market share by 1% in 2012 with a projection of 2% by 2015. Enormous pressure lies with the arrival of the 4008 and 208. Will they be enough to turn Peugeot’s profits around?

Ford World Rally Team director Malcolm Wilson and Ford of Europe motorsport chief Gerard Quinn unveiled the Fiesta RS WRC at the Autosport International Racing Car Show in Birmingham, motorsport’s traditional start-of-season showcase event.

The team will continue to be sponsored by Castrol EDGE. Branding for Castrol’s range of motor oils will feature prominently in the Fiesta RS WRC’s new livery for the upcoming season, as it did in 2011.

The Fiesta RS World Rally Car, with its four wheel-drive transmission and 1.6-litre EcoBoost-inspired engine will once again spearhead Ford’s challenge in the 2012 and 2013 championships. The car, based on the best-selling Fiesta road car, claimed a clean sweep of the podium in both the first and final rounds of its debut season last year.

Finland’s Jari-Matti Latvala and co-driver Miikka Anttila, who topped the world rankings for special stage victories in 2011 and won the final round of the championship in Rally GB last season, are confirmed as team leaders for 2012.

They will be partnered by former world champion Petter Solberg and Chris Patterson, who have signed a one-year agreement to drive the team’s second Fiesta RS WRC in all 13 rounds. The experienced Solberg won the world title in 2003 and the 37-year-old Norwegian has 13 world rally wins to his name. It will be his second stint with Ford, having launched his world rally career with the team in 1999.