This one-off 1952 Ferrari 212 Inter wears a body designed by Ghia, sporting interesting looks you and a wonderful two-tone paint job. It might not be the most gorgeous vintage Ferrari out there, but once you hear it, you won’t care.

The Inter, which is powered by its original 2.5-liter Columbo V-12, and sounds wonderful. Rated at 163 horsepower when new, it uses three Weber carburetors, and sends torque to the rear wheels via a four-speed manual transmission.

For quite some time, Ferrari hasn’t made an open-top, front-engine V-12 production car. The 550, 575, 599 and F12 all had convertible variants, but they were all produced in very limited numbers. Today, with the introduction of the 2020 812 GTS, Ferrari is changing that.

As you’ve probably already guessed, the 812 GTS is the drop-top version of Ferrari’s current front-engine V-12 flagship, the 812 Superfast. In place of the solid roof is an electronically operated hard top assembly that opens in just 14 seconds, at speeds up to 28 mph. The rear decklid has been reshaped to accommodate the roof mechanism, and there’s a rear screen that can be raised electrically to deter wind buffeting, or lowered if you prefer to hear the fantastic exhaust noise from that V-12.

Speaking of, the specs of the 6.5-liter naturally aspirated V-12 remain unchanged from the Superfast, meaning 789 horsepower and 529 lb-ft of torque at 8500 RPM, and an 8900-RPM rev limiter. The power is sent to the rear wheels via a seven-speed dual-clutch transaxle. Despite a weight gain of 165 pounds due to chassis strengthening, Ferrari claims the 0-62 sprint happens in under 3.0 seconds, while 0-124 mph comes in just 8.3 seconds. Top speed matches that of the Superfast at 211 mph.

The Cadillac ATS and CTS helped changed perceptions of the American luxury brand. Suddenly, the company that made your old man’s luxury barge was outdoing BMW at its own game. That means this car, the 2020 CT5, has a lot to live up to.

The CT5 rides on what Cadillac terms “an evolution” of GM’s rear-drive Alpha platform, which currently underpins the ATS, CTS, CT6 and Chevy Camaro. Standard, you’ll get a 2.0-liter turbo four, while a 3.0-liter twin-turbo V-6 will be available as an option. Cadillac hasn’t released any specs, but in the CT6, those engines offer 237 and 404 horsepower, respectively. Both will be paired with a 10-speed automatic transmission and all-wheel drive will be optional.

Design wise, the CT5 is an evolution of what’s come before, sporting the new Cadillac corporate face we’ve seen on the face-lifted CT6 and new XT4 and XT6 SUVs. In profile, things are more different, with less of a dramatic rising beltline and a more coupe-like window shape.

The Urban EV Concept features the kind of simple yet satisfying styling we’ve always loved in our favorite hatchbacks. Check out the low, wide proportions, the squared-off hatchback riding on wheels pushed to the very edges of its footprint. Alas, the big-inch wheels with low-profile tires probably won’t find their way onto a production Honda EV, but the overall shape and size—100 mm shorter than the current Honda Fit—are dead-on. The concept car is built on a new EV platform showcasing a high-density, lightweight battery pack.

If you’ve ever looked an an E-Class and thought, “Wow, this could really use more lights,” Mercedes-Benz has you covered. Its newest concept, the Vision EQS, just premiered in Frankfurt today, and it uses more LEDs than we can keep track of.

Mercedes pitches the all-electric EQS as an “outlook on a new dimension in sustainable luxury.” The front grille alone houses 188 individual LED lights, designed to create a three-dimensional effect when turned on. The headlights are equipped with what Mercedes calls “Digital Light” technology, which incorporates two holographic lens modules into each assembly. Combined, the grille and headlights make for a flowing fascia that leads seamlessly through the rest of the exterior.

gently loping and deliciously indulgent-feeling but also supremely quiet and smooth, despite Rolls-Royce’s fitment of the latest run-flat tyre technology.

Compared to a Rolls-Royce or Bentley, an S-Class might not cut a lot of mustard for drool-worthy kerbside appeal; but being an S-Class also makes this car the recipient of the all those advanced active suspension and driver assistance technologies and helps to make it so brilliantly refined, rich and cosseting.

The S650’s 621bhp, 737lb ft twin-turbocharged petrol V12 is barely audible, and its dedication to comfort and good manners is outstanding.

The material quality, the lustre and natural appeal of its wood veneers and the tactile allure of so many of its fittings are second to none.

Mulsanne doesn’t ride quite as serenely as some of its closest competition, it handles and responds with more vigour and verve, thanks not least to its torquey turbocharged petrol V8.

This is a true Rolls-Royce, and among its dynamic strengths are outstanding mechanical refinement, unimpeachable ride comfort and excellent drivability.

Slighter tauter-riding and more agile than the Phantom (partly by virtue of its more compact proportions), it lends itself more readily to the cut-and-thrust of daily motoring on traffic-clogged UK roads than its bigger brother.