Month: October 2024

What is it?

The Daytona name is one of Triumph’s most recognisable. Branded onto some of the British firm’s most accomplished sportsbikes, the Daytona name has been around since the late 1990s, though its history stretches as far back as the 60s and Triumph’s role in motorsport.

This year marks a new chapter of the Daytona story. The new Daytona 660 is a fresh take on what has come before it, bringing a slightly less aggressive setup overall, a more user-friendly engine and – crucially – a more budget-friendly price than those which accompanied previous incarnations. But is this new Daytona 660 worth considering? We’ve been finding out.

What’s new?

As mentioned, this new Daytona 660 is a box-fresh model and has very little in common with the Daytona 675 which came before it. While it may share many aspects with the new Trident 600, this is an extensively reworked machine – both in terms of riding experience and outright performance – to help make differentiating the two a little easier.

It’s a hotly contested market, too, with Suzuki’s GSX-8R being in the crosshairs for the Daytona 660. It’s one of the key reasons why this new bike starts at £8,595 to ensure it stays level with its competitors, but as we’ll look at later there are some caveats to that price.

What’s it powered by?

As the name suggests, powering this Daytona is a 660cc triple engine, stoked to produce 93.7bhp – quite a bit more than the 80bhp that you’ll find in the Trident. A larger airbox allows this engine to breathe more freely than in the Trident, too, while a 12,650rpm redline means you can fully explore everything that the Daytona’s engine has to offer. A six-speed manual gearbox comes as standard, though a quickshifter is sadly absent from the Daytona’s list of included equipment – you’ll need to pay extra for this if you want it.

Upgraded engine internals and a three-into-one exhaust ensure that the Daytona is comprehensively upgraded over the Trident, while Showa 41mm forks are found up front and work alongside a preloaded adjustable monoshock at the rear – again from Showa.

What’s it like to ride?

That triple engine brings some character to the Daytona almost immediately. It’s got a near racing-like sound to it – even when idling – and helps to set to the tone for the ride ahead. Lightness feels like the Daytona’s key attribute and through sharper corners, it’s this featherweight feel that pays dividends. The gearbox is pleasant enough to use, too, and shifting up and down is an enjoyable process. Again, a quickshifter would be nice – particularly when you’re going a little quicker – but the standard ‘box is more than easy enough to get along with.

Despite its racier looks, the Daytona isn’t as wrist-heavy as you might think. The handlebars are significantly lower than those on the Trident, but we found that longer journeys didn’t prove as uncomfortable as first impressions of this bike would lead you to believe. In fact, it’s quite good on a cruise, while decent fuel economy should mean you’re not fuelling up too often.

How does it look?

With its matte-black paint, ‘our’ test Daytona certainly had a stealthy look to it. Highlighted by lime green accents it’s a mean-looking machine – though the rear licence plate hangar is quite ugly in comparison and would do well to be replaced by a more aesthetically pleasing tail tidy arrangement.

As standard, you’re only getting a basic white colour, however. If you fancy one of the more interesting colourways – such as the matte black we’ve tested or a cool-looking red arrangement – then you’ll need to pay £100 extra, which seems a little mean. As with other Triumph models you can choose from a wide variety of accessories to tweak the look of your bike, including a colour-matching seat cowl which gives an even more aero-focused appearance.

What’s the spec like?

At £8,595, is fraction cheaper than the £8,999 Suzuki GSX-8R. However, that model does come with a quickshifter included as standard, and you’ll have to pay an additional £309 to add one to the Daytona, including the cost of the fitting kit. Throw in an extra paint scheme and you’re exceeding the cost of this Triumph’s rivals. However, if you can do without a quickshifter and are happy with an all-white bike, then the Daytona does a good job of undercutting those it is up against.

The LCD main display is where you’ll find all of your key information and while it is easy and clear to read, it does have a slightly old-school feel to it. That said, all of the major controls have a nice chunky feel to them and, as mentioned, you can upgrade the Daytona in a variety of ways through a near-exhaustive list of accessories.

Verdict

The Daytona 660 may not be a like-for-like follow-on from the bikes which came before it, but that’s not such a bad thing. This is a lightweight, good-looking and enjoyable-to-ride middleweight bike that brings a good level of finish for a price which is in-line with rivals.

It’d be nice if a quickshifter were included from the off – and if some of the paint schemes were no-cost options – but the Daytona 660 feels like a fresh take on what is a very recognisable name. Sometimes things need to change in order to grow and the Daytona 660 feels like an example of this.

The previous generation has been around since 2013, so it was about time MG gave us a fresh take on its supermini. Cameron Richards has driven it.

What is it?

Superminis may not be as profitable or in demand as SUVs nowadays, but they still represent a sizable chunk of the market. Now that hybrids are becoming increasingly popular, the Chinese firm MG has given us a new MG3 supermini, and this time, it’s a hybrid only.

The old car was released in 2013, and now, over a decade later, the 3 is taking the small car sector very seriously and is now priced as the cheapest new hybrid car on sale. But is it any good? We’ve been driving it to find out.

What’s new?

Chinese brands are flooding the UK’s new car market, but MG has been the one brand that has pedigree and heritage behind its badge. Since the firm was bought out and re-branded in 2011 with the MG6, it has been given a new lease of life through its SUVs, an estate and even the newly released Cyberster sports car.

Just taking a glance at the new MG3, from every angle this second-generation car is different to its predecessor. It has a new body and interior and it sits on an entirely new chassis. The firm also offers the MG3 with the latest Pilot safety features and Apple CarPlay and Android Auto come fitted as standard.

The drivetrain is also new and promises to be cheaper to run, cleaner, and greener than the model that it replaces.

What’s under the bonnet?

There is only one powertrain when it comes to speccing an MG3 which is a 1.5-litre four-cylinder petrol engine mated to an electric motor that produces a total power output of 192bhp and 250Nm of torque. In terms of acceleration and performance, it can do 0-60mph in 7.8 seconds and the car will go to a top speed of 106mph.

There is only one transmission on offer and that is a three-speed automatic which does sound a little bit old-fashioned in this day and age of dual-clutch and torque converters.

What’s it like to drive?

The old MG3 was quite a coarse and cheap-feeling car, however, this new model has turned things up a bit. To drive, the car feels surprisingly good fun with a nice steering feel and brisk acceleration. The ride is more than adequate enough with only the really big imperfections irritating the car, and the hybrid system does an excellent job of transitioning between electric and petrol modes — with the electric motor working most of the time.

In terms of refinement, the car is noisy out on the open road with not a lot of sound insulation and on the motorway, there is a lot of road and wind noise. The visibility isn’t great either due to the shallow rear window, thick C-pillars and upright rear head restraints. What’s more, getting comfortable behind the wheel is trickier for smaller drivers due to the lack of reach adjustment in the steering wheel and the seats don’t offer that much lumbar support.

Other small irks are the fact that the air-conditioning controls are difficult to operate on the move due to them being buried in the infotainment screen and not having any physical shortcut buttons.

How does it look?

The old car tried too hard to look funky and a bit like a toned-down Mini. However, this new model could easily identify as any other supermini whether that be a Hyundai i20 or Volkswagen Polo. Our test car has the Battersea blue paintwork which does lift the exterior design somewhat, and there is a nice array of curves and creases in the bodywork to give the car a little bit more style.

All versions come with 16-inch diamond-cut alloy wheels and the top model comes with rear privacy glass. Overall, the MG3 is not a bad-looking small car, although not the most dynamic or most exciting either.

What’s it like inside?

The interior of the MG is never going to win any prizes for being the most plush feeling or desirable, however, compared to the old car, it’s light years ahead.

All cars come with a 10.25-inch infotainment screen which features sat-nav, Bluetooth and DAB digital radio. There is also a seven-inch digital driver’s display too, which is clear and easy to read.

However, the materials used throughout feel very hard and brittle. A lot of cost-cutting can be found throughout, too, in areas such as the limited damping on the glovebox opening and grab handles.

In terms of space, there are a couple of cup holders and average-sized door bins and there are seat pockets on the back of the front seats. Space in the back is good with occupants receiving decent head and leg room and there is a USB port, too.

Boot space stands at 293 litres with the seats in place and 983 litres with the rear bench folded forward — which puts it on par with its rivals but bigger than the likes of the Suzuki Swift. However, one major irritation is there is no 60:40 split folding function and instead, to cut costs, the MG3 comes with a single bench seat which limits its versatility.

What’s the spec like?

A simple and affordable car needs to come with an easy-to-understand specification strategy and luckily the MG 3 does that just so. In fact, there are only two trim levels to choose from, SE and Trophy.

The MG 3 is currently one of the cheapest new hybrid cars on sale, and thankfully there is no shortage of standard kit.

The basic SE comes in at £18,495 and features 16-inch alloy wheels, a seven-inch digital instrument cluster and a 10.25-inch infotainment touchscreen with Apple CarPlay and Android Auto.

We’re driving the top-spec Trophy which is an extra £2,000 at £20,495 and it boasts a 360-degree camera, rear privacy glass, heated steering wheel and heated front seats.

Verdict

The MG3 will attract a lot of new customers to the brand due to its affordable prices and high equipment levels.

If you disregard its cheap-feeling interior, lack of sound insulation and a single bench rear seat, it really isn’t a bad attempt from MG at making an affordable and engaging hybrid supermini. Sure, the Toyota Yaris and Volkswagen Polo are better all-rounders, but this small Chinese hatchback should be taken seriously. Plus, it also comes with a seven-year or 100,000 miles warranty which could clinch the deal for a lot of buyers.

Facts at a glance

• Model as tested: MG3 Hybrid+ Trophy
• Price as tested: £21,040
• Engine: 1.5-litre hybrid
• Power: 192bhp
• Torque: 250Nm
• 0-60mph: 7.8 seconds
• Top speed: 106mph
• MPG: 56.5mpg
• CO2 emissions: 100g/km

By Cameron Richards

Jon Reay has been checking out one of Mazda’s most compact models.

Say hello to our latest long term test car: the Mazda 2 Hybrid. And no, we’ve not used a photo of a Toyota by mistake – this really is a Mazda. Or at least, that’s what it says on the boot lid.

The more observant of you might’ve noticed that this particular car is a bit of an imposter. Yes, the 2 Hybrid might claim to be straight out of Hiroshima – Mazda’s home city in Japan, if you were wondering – but it does share rather a lot of parts with the Toyota Yaris. Which is to say, almost all of them.

To Mazda’s credit, they have changed a few bits and pieces to differentiate the two cars. The design of the grille – shaped to resemble cars like the 3, CX-5 and so on – was dreamed up in Mazda’s European design studio in Frankfurt. As was the bit of body coloured plastic between the rear lights, which replaces the Yaris’s gloss black alternative.

Our car is a near-top spec Homura model, which happens to get some black alloy wheels that are also unique to the Mazda – and we must say, they look rather smart. Beyond that though, there’s very little to set the 2 Hybrid apart from its Toyota twin.

Collaborations like this are nothing new in the automotive world, of course. Designing and building cars is an expensive business, and so it’s often more financially viable to pool your knowledge with another company.

In the case of this car, Mazda found themselves in need of a small hybrid car to slot into its showrooms – not something they’ve ever tried making before. Rather than spending billions to reinvent the wheel, they turned to a company that knows a thing or two about hybrid cars: Toyota.

So here you have it: the Mazda 2 Hybrid, designed largely by Toyota, built by Toyota at its factory in France, but sold to you by your friendly Mazda dealer.

Which does rather beg the question, why would you choose this over a near-identical Yaris? That’s something we’re hoping to answer in the next few months as we put the 2 Hybrid through its paces.

I’m pleased to say that things are off to a very good start. If you’re going to base your supermini on another existing one, you could certainly do a lot worse than a Yaris. It’s a car that’s really now got into its stride, not only in terms of how its clever hybrid drivetrain works, but also as a package.

The 2 Hybrid inherits a lot of positives then: it looks good, it’s got a well-designed and spacious interior, and on paper at least it’s incredibly fuel efficient. On top of that, if Toyota’s past efforts are anything to go by, it should be incredibly reliable too.

Does it actually feel like a Mazda, though? Not really, but then why would it – not a single part on the 2 Hybrid is shared with any other Mazda.

That said, while it doesn’t technically share a bloodline to the likes of the MX-5, this does seem to be a car that handles quite neatly. It’s even pretty quick for a car of this type: the electric motor of its hybrid system giving some much needed zing as you accelerate away from a standstill.

Time will tell on what the 2 Hybrid is like to live with, but first impressions are certainly positive. I think our car, painted in ‘Glass Blue’, looks spot on – and I think I prefer the design of the Mazda front end to Toyota’s original look.

The real question will be: which one is the better buy? I’d like to be able to say that it doesn’t really matter – because whichever you pick, you’re still getting fundamentally the same product. But things aren’t quite as simple as that, as I’m sure we’ll come to explain over the coming weeks and months. Was the 2 Hybrid the right choice? I suppose we’ll find out soon enough…

Facts at a glance

• Model: Mazda 2 Hybrid Homura
• Price: £27,290
• Engine: 1.5-litre petrol hybrid
• Power: 114bhp
• Torque: 120Nm
• 0-60mph: 9.7 seconds
• Top speed: 109mph
• Fuel economy: 67.3mpg (WLTP combined)
• Emissions: 97g/km
• Mileage: 1,300

 

In the world of electric vehicles, it’s very easy to get hung up about outright range. It’s no wonder why, really, given that the bulk of EV advertising is focused on how far cars can travel between trips to the plug – with even some hybrid marketing now showing a total range through a combination of petrol and electric power.

For me, I think the 200-mile-range-mark is the golden ticket. That gives you a decent radius around your home – if you’re lucky enough to have a charger at your house – and for most journeys, that’s more than enough.

Recently, I’ve been pushing this further and further with the iX2. I’m currently experiencing the post-summer range slow-down, which means that now I’m getting around 225 miles of range from a full charge, down from the heady heights of 270-odd miles when the temperatures were higher. It’s the natural way of things with EVs and, as mentioned earlier, it’s still within that 200-mile-range ‘happy’ limit.

With a full charge in the iX2’s ‘tank’, it’s been absolutely fine for the odd waltz up to London and back (around 75 miles each way) without the merest flicker of worry about how far the car will travel on a complete charge. In fact, I’ve not had to interact with public charging at all.

This really is how the EV experience can change depending on your situation. With a full charge, I was able to easily venture up to Reading and back for a vehicle test at Porsche’s headquarters. On the way there I wondered whether the iX2 might need a mid-journey top-up but, sure enough, it had plenty of juice to get there and back. As with all electric vehicles, the iX2 doesn’t get its best efficiency when you’re on the motorway, which is a shame as when you’re at greater speeds is when this car feels particularly refined and comfortable.

I’m still not on board with the lack of a rear wiper, mind you. As the weather has started to get wetter and grimier, that rear glass section has started getting pretty smeary and, without a wiper, there’s no way of cleaning it when you’re on the move. On occasions, you might as well have been driving a compact panel van given the lack of rearward visibility. As I’ve mentioned in previous reports, I’d be much happier with the more conventionally styled iX1 – and its ‘normal’ rear window – to help take away this issue.

But in all other areas, I do like the iX2’s design. Those larger-than-life illuminated kidney grilles sure did get people chatting when they were first released, but I’m quite a fan. Unlock the car on a dark, gloomy night and they flash into Tron-esque life, providing a great amount of illumination which actually works to make your walk to the iX2 a little safer. See? There’s a practical aspect to this design.

There are a good number of practical aspects inside, too. The wireless charging pad – which works well to ‘hold’ your phone in place – does put a decent slug of power into your smartphone, though I’ve found that it struggles in the battle against battery drain when your phone is running maps. After a long trip using Google Maps and relying on the wireless charging pad, I’ll usually find that my phone is quite depleted, which is why I more often than not use a charging cable instead.

But the Apple CarPlay integration is one of the most reliable that I’ve encountered. It – so far, at least – hasn’t failed on a single occasion, connecting wireless each time I get into the car. It’s also smooth and doesn’t grumble when you’re switching between CarPlay and the car’s ‘native’ system, which is something that happens on a lot of rival setups.

I’ve also been delving further into the BMW app that links your smartphone to the car. It’s got loads of connected features – including the ability to remotely lock and unlock the car, which I’ve found very handy – and a new one that I’ve been trying out shows your routine trips and the kind of efficiency that the car is returning. It’s quite interesting to see where you’ve been and how much energy you’ve been using.

I find more than anything that I’ve completely adapted to the electric way of life. I plug the iX2 in once a week, leave the Ohme app – which accompanies the charger – to deal with smart charging which ensures that prices don’t exceed 7p/kWh and leave it at that. The iX2’s range is more than enough for shuttling about each week and for those longer trips there’s usually plenty of range left over.

I’m sure that the iX2’s range will drop a little as the weather turns more wintery, but as long as it stays near that 200-mile threshold, I’m not feeling worried in the slightest.

Facts at a glance
Model as tested: BMW iX2 xDrive30
Price: £66,569
Engine: Electric motor
Power: 301bhp
Torque: 494Nm
Max speed: 112mph
0-60mph: 5.4 seconds
MPG: NA
Emissions: 0g/km
Range; 259-266 miles (claimed)
Maximum charge speed: 130kW
Mileage: 5,047

Audi has replaced its A4 with the new A5 – a slinkier shape for a new age. James Batchelor takes it for a spin.

What is it?

This is the new Audi A5 saloon. No, that’s not a typo, and nor is this a replacement for the old Audi A5 that came in coupe, convertible and five-door Sportback guises.

This new car effectively replaces the A4 – a model that, up to now, has formed part of Audi’s line-up since 1994. And while it’s called a saloon, this new A5 is actually a hatchback, just like the old A5 Sportback. Confused? I don’t blame you.

What’s new?

Like many carmakers, Audi is having a rather tough job of fitting a range of EVs into its existing petrol and diesel model line-up. It originally plumped with the ‘e-tron’ name, but as it launches more and more cars powered by electricity, there’s a fear the naming strategy will get a bit overwhelming. So, Audi has decided to overhaul the way it has traditionally named cars.

Ever since the mid-90s, Audi’s models have been named in size order. But now, with the launch of this new A5, the number that follows the ‘A’ designates whether it’s powered by a traditional engine or by electricity. All ‘odd’ numbers will be petrol and diesel, while the ‘evens’ will be EVs. Since Audi still wants to build an A4-sized model powered by petrol and diesel engines, meet the new A5 ‘saloon’ with a practical hatchback tailgate. An A5 Avant (to replace, you guessed it, the A4 Avant) estate is offered. Also, in time, there will be a pure-electric A4 e-tron to spark this conversation all over again – but let’s leave that for another day.

What’s under the bonnet?

It’s all pretty conventional, actually. The A5 gets a range of new engines and for now, there’s a 2.0-litre petrol that comes in 148bhp and 201bhp flavours, and a 2.0-litre diesel with 201bhp. The diesel is the only one that comes with a choice of front-wheel drive or Audi’s famous quattro four-wheel drive, and all engines get a seven-speed, dual-clutch automatic gearbox.

The engines are also all mild-hybrids and get a small 48-volt system to reduce fuel consumption and boost performance, and can actually run at low speeds in electric mode – that’s pretty unusual for a mild-hybrid. There’s also a new sporty S5 model fitted with a 3.0-litre V6 petrol engine, which we’ve reviewed separately.

What’s it like to drive?

You’d never call the old Audi A4 a fun car to drive – secure and predictable, yes, but not thrilling. The new A5 sits on a brand new platform, which has primarily been introduced to offer more efficiency and work hand in hand with those mild-hybrid engines. The new underpinnings – called ‘PPC’, or Premium Platform Combustion – have also been designed to offer a few more smiles behind the wheel, though, and for the most part, Audi’s hard work has paid off. The A5 feels keener to turn into corners than its predecessor and the steering is light while also delivering acceptable levels of feedback.

The 2.0-litre petrol in 148bhp form feels particularly sharp and agile compared to the diesel, but the derv has the petrol licked in terms of performance and also refinement. The entry-level petrol seems a bit too breathless to make quick and easy progress along a country road but, around town, its tendency to switch off and glide around on electric power is very welcome. Overall, the A5 delivers a very good balance between just enough driver involvement while also feeling calm and serene, however, a BMW 3 Series is still the class champ for ride and handling despite its advancing years.

How does it look?

The razor-sharp creases of the old A4 have made way for a more curvaceous look, with the A5 following the design of Audi’s latest SUVs such as the electric Q6 e-tron. Audi’s trademark grille is more stretched than ever before, while slim LED headlights come as standard.

Not only is the A5 more curvy than the A4 but there’s also a nod to the outgoing A5 Sportback with the sloping roofline, while the rear has an Audi e-tron GT-like chunkiness around the arches, and an LED light strip completes the rear design. It’s a smart makeover that, in traditional German car style, looks better in higher S line and Edition 1 trim levels.

What’s it like inside?

Again, much like the outside, the slightly austere and straight-lined interior of the old A4 has been replaced by a more rounded affair. The dashboard design is a near carbon copy of the new Q6 e-tron’s so it’s dominated by two screens (you can even option a third screen for the passenger if you really want to), has plenty of ambient lighting, and very few buttons. Luckily, the infotainment screen is easy to operate on the move, and ChatGPT makes voice commands just that little bit easier, but the old A4’s high-quality feel isn’t present in the A5. It’s good rather than impressively plush like its predecessor was.

Space up front is adequate and it’s easy to get a comfortable driving position, but that sloping roofline really does cut down headroom in the back. The A5 Avant adds a smidge more headroom thanks to its longer roof line but not much, while boot space is just average by class standards – that goes for both the saloon and estate.

What’s the spec like?

There are no surprises when it comes to spec as the A5 follows the same Sport, S line and Edition 1 trim structure as most Audis do. Sport kicks off the range at £41,950 (Audi charges a £1,900 premium for the Avant) and is well equipped, featuring 18-inch alloys, LED front and rear lights, ‘dynamic’ rear indicators, three-zone climate control, a 14.5-inch touchscreen with sat-nav, an 11.9-inch display for the dials, wireless phone charging, 360-degree parking camera, and adaptive cruise control.

S line, from £44,100, adds sportier bodystyling, 20mm lower sports suspension and ‘S’ embossed sports seat, while top-drawer Edition 1, from £49,100, gets features such as larger 20-inch wheels, matrix LED headlights with customisable designs, a black styling pack, and a 10.9-inch touchscreen sitting in front of the passenger.

Verdict

It’s been over 25 years since Opal Fruits became Starburst and it was a name change that still gets Brits hot under the collar. Audi’s Opal Fruits moment will likely be more of a success, though, as the A5 carries on the A4’s mantle of being the best all-rounder in the compact executive car class.

It has a desirable image, strong refinement and a high-tech feel, and although it won’t trouble a BMW 3 Series for outright excitement behind the wheel, the A5 has a more contemporary feeling. The range of new, more efficient and smoother engines will no doubt impress company car drivers, too.

Facts at a glance

• Model as tested: Audi A5 TFSI 150PS S line
• Price: £44,100
• Engine: 2.0-litre turbocharged mild-hybrid petrol
• Power: 148bhp
• Torque: 280Nm
• Max speed: 134mph
• 0-60mph: 9.6 seconds
• MPG: 40.4-42.2mpg
• Emissions: 153-160g/km

By James Batchelor

Audi’s blisteringly quick and subtle S4 Avant has made way for the new S5. Is it still an appealing performance load-lugger? James Batchelor finds out

What is it?

The name Audi S5 has always been stuck onto the boot lids of coupes, convertibles and five-door coupe ‘Sportbacks’, but not anymore.

Audi is overhauling how it names its models with ‘evens’ such as A4 and A6 becoming EVs, while internal combustion cars are taking on ‘odd’ numbers. So, this new Audi S5, with its V6 petrol engine, is not a replacement for the old S5 models – but in line with Audi’s new naming structure, it’s the replacement for the Audi S4 Saloon and Avant estate models.

The S4 has always been the archetypal discreet sports saloon/estate, so we’ve been to the south of France to see if the S5 carries on that tradition.

What’s new?

This is more than just being an exercise in confusing customers, though, as there’s rather a lot of new stuff to get excited about. The new S5 models – remember, it’s a five-door hatchback called ‘Saloon’ and an estate called Avant now – use a brand new platform called PPC, or ‘Premium Platform Combustion’.

The new underpinnings, along with some new engines, have allowed Audi to make the A5 and S5 models more efficient than their predecessors in some cases, while also adding some more fun to the way the cars handle.

What’s under the bonnet?

Unsurprisingly, it’s very in vogue at the moment to launch a new car sporting a battery and an electric motor, and even if a car comes with a petrol engine it’s invariably small to keep it as efficient as possible. Not so with the S5 because it gets a whopping 3.0-litre turbocharged V6 with 326bhp at its disposal.

Of course, there is some electrical wizardry in play with the V6 boosted by a 48-volt mild-hybrid system, but it’s a very potent gesture from Audi and shows that the firm hasn’t quite finished playing with large petrol engines. Moreover, the old S4 used a 3.0-litre V6 diesel, so this petrol-powered replacement really is a rare celebration of six-cylinder petrol power.

What’s it like to drive?

Audi’s S models have traditionally delivered their thrills in a more muted fashion than equivalent offerings from BMW and Mercedes, and to a certain extent, the new S5 carries on this pleasing character trait. The new 3.0-litre lump is blistering powerful, with 0-60mph taking a smidge over four seconds to complete, and it’s backed up with a deliciously vocal V6 soundtrack and unflappable traction from the quattro four-wheel drive system. Back off, and the S5 settles into being a very relaxed cruiser and offers everyday ease of use and flexibility.

But there are some small but important changes. The new platform has yielded more precision to the way the S5 handles and feels subtly more focused than any previous S4 has managed. The seven-speed, dual-clutch gearbox is also sharper than ever before and means the Achilles heel of earlier S4s – their hesitant gearboxes – are pretty much a thing of the past.

How does it look?

The old S4 Avant had super sharp lines with a few flamboyant flourishes to denote its sporting character, but the S5 is a more curvy thing to look at. The Saloon, with its old S5 Sportback-aping sloping roofline is the more dramatic-looking car, while this Avant is the slightly more sensible sibling.

That’s not to say it’s any less pleasing to look at, especially with its low front end, chunky rear arches and four exhaust pipes protruding from the bumper. But with the standard A5 S line looking more sporting than the outgoing A4 S line, it’s probably harder than ever to spot the real-deal S-model Audi from its sportily styled mid-range junior.

What’s it like inside?

The new A5 and S5 models feature Audi’s latest interior design, featuring a very shapely dashboard dominated by screens. There’s a large, 14.5-inch touchscreen that pretty much replaces every button imaginable – it is easy to use on the move, though, despite the huge amount of functions it’s responsible for – and an 11.9-inch display for the driver. The S5 also adds a head-up display, and can even be optioned with a third touchscreen for the passenger. The interior is well laid out and tastefully bathed in ambient light, but feels like a small step down from the old S4 in terms of material fit and finish.

The Avant’s longer roofline gives a bit of extra headroom for six-footers sitting in the back, but it’s still a little tight, while the 476-1,424-litre boot is spacious enough but no larger than the old S4 Avant.

What’s the spec like?

The new S5 Avant only comes in one high-spec Edition 1 trim for the time being, which means it’s packed with equipment. It gets Audi Sport-branded 20-inch wheels, a subtle body kit, a panoramic sunroof with ‘switchable transparency’, massaging front sports seats trimmed in Nappa leather, a head-up display, and a Bang & Olufsen stereo system.

S5s also get upgraded ‘digital OLED taillights’ compared to normal A5s. The S5 Edition 1 Avant comes in at £70,600 (£68,700 for the Saloon).

Verdict

The Audi S4 Avant has always offered all of the regular A4 estate’s fine and practical qualities, but boosted with discrete performance – and the new S5 Avant happily continues this. In many ways, it’s yet another blistering quick but subtle-to-look-at performance estate from Audi, but this time around the driving experience has been sharpened.

The BMW M340i Touring and Mercedes-AMG C43 Estate might offer more obvious sporting appeal, but the S5 runs them close and arguably betters them when it comes to sheer all-round useability.

Facts at a glance

• Model as tested: Audi S5 Avant Edition 1 TFSI 367 PS quattro S tronic
• Price: £70,600
• Engine: 3.0-litre turbocharged mild-hybrid petrol
• Power: 362bhp
• Torque: 550Nm
• Max speed: 155mph
• 0-60mph: 4.3 seconds
• MPG: 35.3-35.8mpg
• Emissions: 178-181g/km

By James Batchelor