James Bond would be shaken, not stirred, and so might many other faithful - building a supermini is certainly a big step away from traditional territory for supercar specialist Aston Martin.

But the unknown land of small engines, tight dimensions and huge thrift is where the big bore Brit is heading, and here's the proof.

It's called the Cygnet and is a joint venture with Toyota. Cygnet is based on the Japanese giant's iQ, a cartoonish and innovative microcar that Toyota New Zealand is considering introducing here.

The Palmerston North-based brand has a single Japan-market iQ on trial. They allowed me to drive this three-metre long baby, briefly, and I was impressed. For city-restricted types, this baby could be a big winner. It's fun, perky and, while obviously a bit stretched by open road driving, rewards by being incredibly manoeuvrable in inner-city environs.

But as an Aston? Well, that just defies belief, though the Brits say they are serious.

The prestigious ultra-luxury brand and self-proclaimed "world leader in exclusive niche engineering" - er, that's Aston, by the way - says the micro-project is still a concept. But some reports suggest it could go on sale next year.

Why? Not because Aston has potential buyers banging on the door. No, this is a purely pragmatic decision. The addition of a car like the Cygnet helps reduce the brand's overall emissions.

Under impeding eco-legislation for Europe, it needs an eco-miser as a green light to keep building sensational, but exhaust smut-spewing, speed machines.

As a first photo released by the firm this week shows, Aston has utterly reworked the teensy Toyota, with the nose entirely restyled to take the signature shark maw.

Meeting green expectations means the teensy donor engines are being left in place - well, there's simply no room to transplant a V8 or V12 anyway - and the roof and side panels carry over.

The iQ's neatly-detailed, plastic interior won't be tolerated, however.

Cygnet will have a luxury cabin, pundits say, so perhaps we should expect the same attention to detail as you'd get on the DBS, with loads of leather and an ECU (Emotion Control Unit) that plugs into the centre console, replacing a traditional key.

One thing about iQ: The cabin's cleverly-packaged interior provides a sense of spaciousness that utterly contradicts its astoundingly compact exterior dimensions. Japan has produced plenty of microcars before, but iQ is the first designed to expressly meet European requirements and tastes.

Measuring only 2185mm long, 1680mm wide and 1500mm high, the iQ is much smaller than the smallest Toyota presently available in New Zealand, the Yaris, and makes a dramatic impression.

The car is designed to seat three adults comfortably, with a fourth space - the seat behind the driver - for a child.

This has called for clever packaging, with all manner of tricks being employed being the usual efforts. The fuel tank is a slim design so that it fits under the car's floor, rather than the rear seats, and the air-conditioning unit is smaller. Intriguingly, a front-mounted differential has been integrated into a conventional transmission layout, enabling the accelerator pedal to be moved forward to create more space. The front seats are also space-saving, thanks to a specially designed slim seatback.

Concern that small cars do not do well in collisions should also be eased by the attention to safety, recognised by a five-star Euro NCAP crash test rating. There are nine airbags, including an under-thigh bag on the passenger seat (to prevent submarining) and the first-ever rear curtain airbag.

Toyota's engine range runs from a 49kW 1.0-litre three-cylinder petrol (the engine I tried) and two four-cylinders, a 66kW, 1.4-litre turbodiesel and the familiar 63kW 1.3-litre from the Yaris.

The smallest petrol is mated to a multidrive CVT while the diesel comes with a five-speed manual. Performance isn't exactly athletic, with 0-100kmh in 14.5 seconds.

Top speed is quoted at a fraction over 160kmh for the Toyota, though as one US observer noted, traveling that speed in the Cygnet should prove as thrilling as doing 320kmh in its supercar, er, siblings.

The payoff is at the pump. While brawnier Astons are doing their best to suck up the Middle East's oil reserves, the Cgynet/iQ returns low CO2 emissions - just 99 grams per kilometre from the 1.0-litre - and sub 4 litres per 100km economy.

Naturally that the budget side of Toyota's original 'cheap and chic' ethos will also be turfed. Predictions are that the Cygnet will cost around $60,000.

That's dear for a supermini - perhaps almost three times the price of an iQ - but still cheap for an Aston Martin. Remember, the firm's previous project was the One-77, a gajillion dollar limited-edition supercar that only the most well-heeled, and well-connected, can afford.

Mind you, the Cygnet won't be available to just anyone, either. They're talking of producing around 1200 cars a year and some pundits believe it will only be offered to current Aston owners at first, and then to the rest of the public. It will be built at Aston's Gaydon works in Warwickshire, England.

"This collaboration represents a natural pairing of strategies: a small yet spacious package, perfect for the city driver, finished off with Aston Martin's iconic design language," said CEO and president of Toyota Motor Europe, Tadashi Arashima.

"The Cygnet is a good choice for the Aston Martin owner looking for that second or third car, which is luxurious and eco-conscious."

Aston Martin chief executive Dr Ulrich Bez is also upbeat about this most radical departure.

"Now is the right time for Aston Martin to take this first bold step to embark on this special project.

"This concept - akin to an exclusive tender to a luxury yacht - will allow us to apply Aston Martin design language, craftsmanship and brand values to a completely new segment of the market."

What this means to you: These are strange times ...