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The steering rack has three mountings instead of two, the suspension subframes are stronger and the rubber bushes in the suspension are stiffer. The tyres, now with extra-stiff sidewalls, are mounted on hefty 18in wheels. The driveshafts are now designed so that each has the same resistance to twisting as the other, which should stop the former tendency to tug sideways on sudden acceleration. The front anti-roll bar's mounting points are nearer to the car's edges, so the bar has more favourable leverage and a more immediate effect. Even if you're not into the niceties of suspension design, you'll sense that the MPS should now steer like a go-kart (and maybe ride like a farm-cart). Inevitably, given the technical explanation, the MPS feels unyielding over lumps and bumps. But it's not as bad as I expected, because the suspension is softer than before. Maybe more supple sidewalls in the tyres would create a compromise, but the MPS engineer, Shinichi Inata, wants to keep the new car's very positive steering feel around the straight-ahead position. It's a point of honour given the old car's hopelessness there.

For now, all Evoras have a solid, fixed roof but a convertible will follow. So will a cheaper version with no rear seats, and an automatic. Like the Elise and its derivatives, the Evora has its engine mounted across the car behind the occupants with the boot beyond, and a chassis made from bonded and riveted aluminium sheets and extrusions. But everything is bigger and more sophisticated, because the Evora has to take on rivals such as Porsche's Cayman and not fall at the first hurdles of quality and refinement. That's a big challenge for a small factory. Porsche makes more cars in a year than Lotus has made in its entire 60-year history to date, but buyers of a 47,500 car (the cheapest, option-free, two-seats-only [Evora]) won't accept quality solecisms just because the car isn't replicated as often. What might pass in an Elise won't do in an Evora. Inside the Evora is a sense of quality and attention to detail ahead of anything Lotus has attempted before. Leather is all around, at least in this \"launch edition\" Evora (the first 450 cars) with Tech, Premium and Sport packs and a stack of other options which together hoist the price to 59,900. It's not quite right, though. The driver's door shudders when pulled shut. The Alpine stereo and sat-nav display screen looks cheap with its fiddly, ugly silver buttons along the bottom. The red information display screens either side of the instruments are hard to read in sunlight or if you are long-sighted.

There are fundamental differences between the TT RS and the \"Huntmobile\". The TT can't accommodate two fully-grown people in its rear seat, let alone two plainclothes officers, because it's a smaller, daintier car. And its engine is mounted transversely rather than lengthways. Cylinder-count and turbo presence apart, nothing is shared between the engines; the TT RS's engine block is the same as is used in US versions of the Volkswagen Jetta, and the cylinder head is closely related to those used in a Lamborghini Gallardo or Audi R8 V10. Do you sense a triumph of presentation over substance? There's more. The TT RS has a rather flamboyant rear spoiler, a veritable wing more suited to a racing car. You would think it would increase downforce at speed, but it turns out the design brief called only for something to give as much downforce as the standard TT's discreet, retractable spoiler. \"Actually it gives slightly more,\" says Stephan Reil, the development manager of Audi's specialist Quattro division, \"but you can't feel it when you drive.\"

Now there's an Audi Q5. It looks like a smaller Q7 but it's still hefty, having a wider, tougher version of the Audi A4's platform. Those who crave an SUV to help them feel secure and powerful will find all the psychological support they need. Audi says that just two per cent of SUV owners have ever driven across rough country. It also says there's an \"immense growth of interest in adventure tours\". Some of that growth presumably involves driving across rough country, which might raise that percentage of SUV off-road use. I hope so, because then such a car is justified. The Q5 is more evidence that Audi's engineers have recently discovered the secret of driver-pleasing vehicle dynamics having missed the point for years. Specifically, the Q5 has unusually sophisticated suspension design, and it can be had (as in the cars I drove) with Audi Drive Select. This lets you choose Comfort, Auto and Dynamic settings which affect suspension firmness, steering weight and accelerator eagerness, and, if you dig further into the car set-up part of the Audi Multi-Media Interface (a sort of iDrive), you can change those settings individually for each parameter.

You might also buy one because you like the idea of the Total Ownership Experience, also known as The Reward of Individualiti. Stay with me here. No Infiniti Centre (of which there will be 14 in the UK, the first opening next year) will share space with a Nissan dealer. You can make use of Infiniti iContact and its team of business-savvy consultants while you're driving, or arrange sales and servicing with Infiniti Ambassadors, perhaps using the time-saving Infiniti VIP Service. A website helps you choose the specification of your new Infiniti, with 3D views and every combination of colour and trim, and also lets you see what an Infiniti Centre is like. Which is? Full of \"Spiritual Precision\". And purple. If you don't like purple hues and trendy lounge music, you'll be in trouble. In the end, though, the car is the important part. What, then, is this G37?