In the interests of balanced reporting, James Baggott reluctantly handed over the keys to his long term loan Audi RS4 to some colleagues…

While the Audi RS4 has certainly won a place in my heart over the past few months, I’ve recently been interested to hear what other people think of it.

And rather than ask people in the street – many of whom usually offer their opinion without me asking (some good, some bad) – I thought I’d try a more scientific approach and let some others test it out properly.

So, in the interest of a balanced opinion, I rather reluctantly handed the keys to my long term loan Audi over to two colleagues.

Interestingly the feedback I got from them both was mixed. One absolutely loved the fast estate, while the other gave it a somewhat mixed review. I’ll start with the complaints.

“It’s certainly fast, makes a brilliant noise and the seats are incredibly comfortable,’ said James Batchelor, who has been testing cars for more than a decade.

“But the ride quality is awful. It goes very well in a straight line but in the corners it’s really underwhelming.”

He went on to moan about the hard tyre walls, but by that point I’d stopped listening. While I agree with his compliments I have to disagree with his complaints. I’ve found the Audi wonderfully comfortable and while it might crash over the largest of potholes – seemingly more than a metre deep around these parts – for the majority of the time, I can’t fault it.

Perhaps I had just got used to the ride over the last few months. I certainly wouldn’t call it awful. Earlier this month I took the RS4 on a longer journey – in fact, its longest yet, a near-1,500-mile round trip to the Alps – and I shared the driving with a colleague.

Joe Wallington owns an Audi himself, albeit an older A1, so was looking forward to trying out the comparatively luxurious RS4 on the trip south.

He spent a lot of our journey to and from Chamonix behind the wheel and loved the ride quality. Perhaps some of this was to do with the super smooth French autoroutes, but that said the local roads in and around the ski resort would make some British B roads look well maintained and there were certainly no complaints there.

He also praised the tech – citing the multimedia system as far improved over his older A1 and a delight to use ‘because it just works’. He said it was comfortable and also pretty spacious, coping with our ski kit and us pretty well.

He did have a couple of moans, though. The winter tyres that Audi kindly shod the vehicle on for the trip were ‘very noisy’ and he also wasn’t a fan of the tub-thumping beat that plays every time you get out of the car. In previous updates you might remember I moaned about this exit soundtrack myself and I still haven’t worked out how to turn it off.

He’s right about the winters, they were a bit noisy. But I was rather pleased they were on, despite the relative lack of snow in the Alps.

On our last day the skies opened and the white stuff came bucketing down – always seems to be the case on the last day of a ski holiday – and those winters gave us both a welcome bit of added confidence thanks to their improved grip.

So, in the interests of wrapping this piece up, I asked both my colleagues if they would buy the RS4 with their own money. At £85k, the high performance estate is quite pricey and in that price bracket there’s a lot of choice.

The results? Well, in football speak, it was one-all. While Joe said he would, James wasn’t so sure and declined the offer. However, as this is my report I get the casting vote, and I certainly would shell out for one.

Over the last few months the Audi has proven to be a comfortable, entertaining, classy and an incredibly exciting car to drive. So much so, it’ll be sorely missed when Audi come round and prise the keys from my hands. Until then, I’ll be making sure I enjoy the change in the weather and getting out there in the Audi to enjoy it.

Facts at a glance

• Model: Audi RS4
• Price as tested: £85,000
• Engine: 3.0-litre twin turbo petrol
• Power: 444bhp
• Torque: 600Nm
• 0-60mph: 4.1 seconds
• Top speed: 155mph
• MPG: 28.5mpg (combined)
• Emissions: 225g/km CO2
• Mileage: 6,439

The Dakar is inspired by Porsche’s historic rally success. Is it just another special edition or something to be celebrated? Jack Evans finds out.

What is it?

Dakar. It just sounds exciting, don’t you think? And when combined with one of the most famous three-digit badges in the world – 911 – you get something that feels pretty special even before you’ve sat behind the wheel. Limited to just 2,500 examples worldwide, this is a car which has some genuine off-road heritage behind it alongside some serious mechanical upgrades.

We’ve been given the chance to try out one of the very first Dakar models built, taking it both on the public road and across off-road surfaces too.

What’s new?

The Dakar takes its inspiration from the first overall victory by Porsche in the 1984 Paris-Dakar rally so, as we mentioned, it really does have some proper off-roading history behind it. To follow this through onto the road, the 911 Dakar has been extensively re-engineered over the standard Carrera S upon which it is based to ensure that it really can go here, there and everywhere.

It has apparently been in the works for a little while at Porsche, too, with engineers tinkering with the idea for many years.

What’s under the bonnet?

You’ll find the same 3.0-litre twin-turbocharged engine that powers the 911 GTS in the Dakar. Here, it produces 473bhp, and uses an eight-speed automatic transmission to enable the Dakar to go from 0-60mph in 3.3 seconds and onwards to a top speed of 149mph, which is lowered over the standard car’s due to the fitment of Pirelli Scorpion off-road tyres.

It rides 50mm higher than a standard Carrera S, too, and this can be boosted by an extra 30mm using a clever lift system. This high level can be used at speeds of up to 103mph, too, after which it then lowers to its standard-setting automatically.

What’s it like to drive?

It’s a strange sensation to drive the Dakar. For one, the surroundings are incredibly familiar; the dashboard, wheel and main touchpoints are all identical to the regular 992-generation 911’s. On the road it feels quick and easy to drive, too, with only a little bit of tyre roar coming through to remind you you’re not in a regular 911.

It’s when you head off-road that things get even stranger. You’re in this comfortable, refined cabin taking on lumps, bumps and ruts that would completely destroy a regular 911 – but the Dakar bowls over them with ease. It’s wonderfully adjustable on the throttle, too, and means that it’s not tricky to drift it around gravelly bends. A little more speed helps the Dakar to really float over imperfections, too, while the engine’s superb response – coupled with Porsche’s usually-excellent steering – makes it a joy to drive over terrain that would have most sports cars quivering in their boots.

How does it look?

The increase in ride height means that immediately you can tell that this isn’t a normal 911. The chunky tyres really suit this bodystyle, too, while the classic two-tone finish with decorative vinyl and white wheels – part of an £18,434 Rallye Design package – ensure that nobody misses the Dakar driven past. In truth, we think it’d be quite good to have it as a more subtle design.

It’s the little details you notice up close that really shine through, however. You’ve got the GT3 ‘nostrils’ in the bonnet for better cooling, while the slightly widened wheel wells and sills give the car a chunkier appearance. You can get all manner of powered accessories for the roof, too, such as extra lights while there’s the option to fit a roof tent for go-anywhere accommodation. Around the back, that fixed spoiler is made from Carbon Fibre Reinforced Plastic, too.

What’s it like inside?

As we’ve mentioned, the interior of the Dakar is very similar to that of the standard 911. It’s wonderfully ergonomic, too, with plenty of adjustability and comfortable yet supportive bucket seats. You do get a smattering of Dakar-specific badges, too, including a number plaque ahead of the driver and custom kickplates.

You still get a full sat-nav setup, too, while the thin-rimmed steering wheel is still one of our very favourites available today. Porsche’s driving mode dial allows you to easily cycle through different settings, too, including ‘Rallye’ which has been designed specifically for loose surfaces.

What’s the spec like?

At £173,000, the Dakar is by no means cheap. In fact, in standard setup it’s £51,000 more than a regular Carrera GTS. What you’re really paying for here isn’t higher quality interior materials nor more on-board technology, but the extensive mechanical upgrades that make this one seriously capable off-roader.

In fact, despite having added stainless steel body protection in areas such as the front, rear and sills, redesigned suspension and a lift system, the Dakar is just 10kg heavier than the 911 Carrera 4 GTS. You’ve got lightweight glass and a featherweight battery to thank for that.

Verdict

The Dakar could be passed off as something of a novelty, but it’s way too accomplished for that. This is a car that has been extensively engineered to ensure that it’s great to drive off-road but still behaves just as you’d expect a 911 to when you’re on it. Porsche could’ve just put some extra stickers and jacked up a regular 911 for the Dakar but, being Porsche, it has gone much further than that.

With just 2,500 examples being made, this isn’t a car that’ll be a common sight on the roads. But its very existence is to be celebrated – it’s an example of a car manufacturer taking a different angle and delivering it beautifully.

Facts at a glance

• Model: Porsche 911 Dakar
• Price: £173,000
• Powertrain: 3.0-litre twin-turbocharged petrol engine
• Power: 473bhp
• Torque: 570Nm
• Max speed: 3.3mph
• 0-60mph: 149seconds
• Economy: 24.9mpg
• CO2 emissions: 256g/km

When it comes to transporting little ones and their equipment, the larger the vehicle the better. Does the RS4 fit the bill? James Baggott finds out.

People have different ideas of what makes the perfect parent-mobile – but for me, the criteria are pretty clear.

First, it needs to have plenty of carrying capacity, because babies come with more luggage than Paris Hilton. After that, it needs to be safe, stylish and above all else, really rather cool.

The last one is more subjective, but there would be few people that would argue the Audi RS4 is anything other than jaw-achingly cool.

Take the pensioner driving a Hyundai i10 who stopped me at a fuel station the other day to ask who made it. She’d never heard of an ‘Audi’, but did tell me it was ‘jolly good-looking’. And who am I to argue with what was clearly a very astute pensioner?

The RS4’s incredible performance is the usual talking point when I pull up at the pumps. I’ve been stopped several times now at the fuel station (a place I frequent rather too often these days) by Audi admirers. One had previously owned an RS6 and spent 10 minutes telling me how much he missed it and just how good it was at pretty much everything.

And he hit the nail on the head. While I understand an £85,000 estate car isn’t the most affordable family transportation out there, for those lucky enough to be able to buy one – or lucky journalists like myself lent one for a few months – it makes a compelling argument for the ultimate in family wheels.

Over the last few weeks the RS4 has been called upon for a variety of mundane family tasks and all of them it’s achieved with aplomb.

The boot has been packed with all sorts lately including equipment for a forthcoming work event, a life-size dummy for man overboard drills on the lifeboat (pictured) and even 25 bags of horse manure for my vegetable patch. Nothing says ‘middle aged man’ quite like a fondness for gardening, but I’ll move quickly on.

That latter task was tackled with incredible care for fear of recreating a scene from Back to the Future and earning myself the nickname ‘Biff’ for the rest of my life. Thankfully, the manure made its way back from the horse field and into the garden without incident.

On the rare occasions I do get to drive the car alone, I get the chance to marvel at its incredible turn of speed. For all its practicality and usefulness, the RS4 can still be classed as a true performance car.

The 3.0-litre twin-turbocharged engine produces 444bhp and 600Nm of torque – which makes it unbelievably rapid off the line. In fact, it’ll hit 60mph in just 4.1 seconds. That’s faster than some Porsches.

Over the last few months, I’ve loved the beautiful ride quality, which is supple enough to be comfortable but firm enough to inspire confidence in the bends. The steering is perfect and unlike any VW Group model with a diesel-auto gearbox combination, this petrol-auto match is sheer brilliance. Changes are rapid in normal mode and even quicker in sportier ‘RS’ guise.

It is very hard to fault the RS4. Yes, as I’ve pointed out in previous reports, there are a few minor annoyances, but they’re nothing that would put me off. I do still find the drum beat it plays every time I get out a bit strange – I think it’s supposed to be an emotive heartbeat, but it just sounds like I’ve accidentally turned Radio 1 up too loud. But there’s not much else to groan about.

The longer I live with the RS4 the deeper the bond grows. It’s sublime to drive, wonderfully practical and fits perfectly with my current lifestyle. Next up is a trip to the Alps for a little winter break, so I’ll report back soon on how it copes. Spoiler alert: I suspect it’ll be really rather well.

Facts at a glance

• Model: Audi RS4
• Price as tested: £85,000
• Engine: 3.0-litre twin-turbo petrol
• Power: 444bhp
• Torque: 600Nm
• 0-60mph: 4.1 seconds
• Top speed: 155mph
• MPG: 28.5mpg (combined)
• Emissions: 225g/km CO2
• Mileage: 3,774

The Purosangue is Ferrari’s latest V12 powered model, but it brings practicality as well as performance. Jack Evans finds out what it’s like.

What is it?

So here we have it – the Ferrari Purosangue. It’s a car that was shrouded in mystery for many a year, with a ‘will they, won’t they’ question surrounding whether or not it would even make it into production. But here it is, arriving as Ferrari’s first four-door, four-seater model.

Designed to offer the space and versatility that people can’t get from other Ferrari models – yet while delivering the same razor-sharp performance and agility – the Purosangue has been absolutely loaded with go-faster technology and a host of innovations. We’ve been driving it to see how they all work.

What’s new?

Ferrari downright refuses to call the Purosangue an SUV, instead placing it alongside its historic range of 2+2 models, albeit with a decent slug more space in the back. But there’s no denying that it’ll be seen by many potential buyers alongside cars like the Lamborghini Urus and Aston Martin DBX707 – though the Purosangue commands a much higher price tag than those models.

A wealth of lightweight materials and clever building processes have also ensured that the Purosangue is lighter than its previous four-seater models, even though it’s larger. It’s fair to say that even though the Purosangue looks relatively compact in the pictures, it’s a very large car in the metal.

What’s under the bonnet?

You might be expecting that in the time of electrification, you’d be finding some battery-assisted, turbocharged engine setup underneath the Purosangue’s bonnet. Not in the slightest. Burbling away is a mid-front-mounted 6.5-litre naturally-aspirated V12, with 715bhp and 716Nm of torque there to access at a moment’s notice.

The Purosangue is four-wheel-drive, too, with the gearbox mounted at the rear and a special ‘Power Transfer Unit’ positioned ahead of the engine to provide near-perfect weight distribution. Zero to 60mph? That’ll take just 3.1 seconds while flat-out the Purosangue will manage 193mph. Efficiency, naturally, isn’t the best – with 16.3mpg being claimed. Drive a little harder and it wouldn’t be hard to push that into single figures. Emissions are also high at 393g/km CO2.

What’s it like to drive?

As we’ve touched upon, the Purosangue is a large car so it can feel a little intimidating, to begin with. It’s also much lower down than you might expect, so you do get the sensation of sitting ‘in’ the car rather than ‘on’ as you do in other ‘conventional’ performance SUVs. But it’s no trouble getting up to speed with the Purosangue thanks to a spot-on driving position with loads of adjustability.

Then there’s the engine. There’s certainly a countdown on naturally-aspirated behemoths like the Ferrari V12, but it’s an absolute joy to behold. Responsive and sharp – and not to mention hugely characterful in sound – it’s a real delight and, when coupled with the sharp, agile steering, makes for an experience you’ll get from no other car of this size. Even the ride quality is good, helped no end by the superbly complex active suspension system which works to keep body roll in check while also managing to suppress bumps and road imperfections.

How does it look?

The Purosangue definitely takes styling cues from other Ferrari models but blends all of these attributes together in a very different way. As we’ve mentioned it’s far lower than your ‘traditional SUV’ but also has those trademark Ferrari elements of a long bonnet and a short, sharp rear end.

The front lights look ultra sleek, too, while the light units at the back play closer to the ones you’ll find on the Roma. There are aerodynamic elements at play throughout the car, too, with clever inlets on the front wheel arches, for example, helping to channel air to ‘seal’ the front wheels in and make things as slippery as possible.

What’s it like inside?

The Purosangue is a dedicated four-seater – there’s no option to have an extra chair placed in the middle of the second row. But that does mean that those sitting in the rear have got plenty of space to stretch out and relax, with the ‘proper’ sports car rear seats providing ample support. They can be folded flat, too, extending the Purosangue’s boot space. Plus, access to the rear is excellent courtesy of the forward-hinged doors which not only work well, but provide some real theatre too.

The material quality is, as you might expect, very good. But it’s the ergonomics and space that we find to be very impressive. Our only gripe here is with the large screen placed in front of the passenger – it controls media functions and can display performance data, but it can’t be used to input a destination into the navigation, which is one of the things that’d be really handy for someone travelling alongside the driver to be able to do.

What’s the spec like?

At just over £313,000, the Purosangue is one of the most expensive cars of its type in the market today. In fact, with options, you could probably start heading towards the £400,000 marker, making this an extremely ‘premium’ option. The interior feels decidedly special, with the main screen ahead of the driver showing a huge array of data and features. The Purosangue relies on smartphone mirroring for navigation, too, but trying to operate Apple CarPlay – which is primarily designed to be accessed via touch controls – with the buttons on the steering wheel can prove a bit frustrating.

Those in the back get their own dedicated heating and ventilation controls accessed via a cool rotary dial, too, and there’s the same thing for those people in the front. Having proper heating controls is much easier than them being located within the mains screen’s menus, too.

Verdict

It’s almost frustratingly hard to find fault with the Purosangue. Yes, it’s expensive and yes, it’s far from efficient, but as a proper driving experience – and one which allows you to bring passengers along for the ride in – it’s remarkable. That V12 engine may not be long for the new car market, but while it’s here it remains one of the great characters in motoring.

Against the current crop of performance SUVs, the Purosangue is easily the most agile and engaging, yet it can deliver this while also having the flip side of a comfortable and relaxing driving experience. It’s an impressive thing indeed.

When powered boot lids first arrived on new cars I must admit I was a bit of a sceptic – who needed a motor to do something your arm could already do faster, I asked anyone who dared to listen.

Turns out, the answer is almost everyone. Powered boots that shut themselves at the touch of a button are now nearly as common as electric windows.

You’ll find them on everything from Bentleys to Kias these days, and my long term Audi RS4 is no different. So, it’s time to eat a slice of humble pie, because I must admit I’ve become somewhat of a fan.

You see, these days whenever I’m getting something out of the boot it requires 13 hands and a helper. Babies come with a lot of equipment and, add in a weekly shop to the mix, the chances of being able to shut a boot lid by hand without a return trip falls to zero.

Problem is, I’ve got an issue with our Audi’s boot and that’s its tendency to clobber me on the head. Twice now, I’ve been extracting baby paraphernalia from its deepest recesses to be surprised by a warning beep and before I know it the boot lid smacking the back of my head.

I couldn’t work out why it was doing it at first, until one day I realised it was my feet that were the culprit. The RS4 has one of those sensors just under the bumper that when a foot is waved underneath, it closes the boot for you.

My size 12s clearly protruded too far under the bumper and were inadvertently setting off the mechanism resulting in the boot-bonce interface. I was rather pleased with the discovery, thinking this would help my boot-emptying efforts, but can I get it to work when I want it to? No chance.

Despite whatever Michael Flatley dance moves I try to perform behind the Audi, I can never find the sensor when I want to. Typical.

Anyway, enough about bootlids. It’s actually a very minor gripe with what I’m discovering is a truly brilliant car. Fast estates fit my lifestyle perfectly, and the RS4 is one of the best.

In the past I’ve taken real issue with sloppy Audi automatic gearboxes, usually paired with their diesel engines, but there’s no such problems with the RS4. Changes here are brisk and without hesitation as it rapidly fires through the ratios.

Under the bonnet, the 444bhp 2.9-litre twin turbo engine is a delight. On the road it’s got power whenever I need it and the 4.1 second time for the benchmark 60mph dash is seriously impressive.

I am a huge fan of the ride quality too. I’ve mentioned in previous reports about the RS Sport Suspension with Dynamic Ride Control (£2,000) specified on this car, and the more I live with it the more I can’t recommend it highly enough. Yes, it’s expensive, but on our potholed roads it still manages to deliver a comfortable ride.

Over the Christmas period I was also very glad to find a first aid kit in the boot. First on the scene of a nasty road accident, where a car had knocked a pedestrian five metres down the road, I used the kit to patch up a poor woman before taking her to hospital myself, as an ambulance was a two-hour wait away.

The kit’s dressings, bandages and sterile wipes came in very handy and I was very glad to find it in the boot. I later found out she had broken her hip and shoulder, something the kit wasn’t prepared for, but A&E fortunately was.

And on a separate note, I don’t think I’ll ever tire of the compliments the Audi gets. At petrol pumps or from visitors who have spotted it on the drive, it often receives words of praise. People love a fast Audi, especially those with the iconic RS badging, and the RS4 is certainly iconic. After three months behind the wheel, I’m also starting to understand why people love them so much.

The ID. Buzz is probably one of the most exciting EVs of 2022, but what’s it like from behind the wheel? Jack Evans finds out.

What is it?

How do you go about channeling some of the spirit of the iconic Volkswagen bus into a modern-day EV? Well, you create something called the ID.Buzz. It’s a fully electric bus built with some of the character of the classic, though underpinned by some of the latest battery technology.

But aside from its eye-catching looks, what does the ID. Buzz have to offer and how does it separate itself from the rest of the pack in what is becoming a very crowded EV segment? We’ve been finding out.

What’s new?

You might expect the ID.Buzz to be underpinned by a platform sourced from a conventional van, but no. The platform that this retro-infused model is sitting atop is the same that you’ll find underneath other Volkswagen Group EVs like the VW ID.3, Cupra Born and Skoda Enyaq iV. The idea behind this is to make the ID. Buzz more car-like in the way it drives, yet this scalable platform means that there’s plenty of space on offer too.

For now, the ID. Buzz is a strict five-seater, too, though it’s expected that a long-wheelbase version with space for seven is on the horizon – so hold out a little longer if you’re after a more people carrier-focused option.

What’s under the bonnet?

Though you can get cars like the ID.3 and Enyaq with a variety of battery and motor options, there’s just one available with the ID.Buzz. Like other Volkswagen Group EVs the Buzz is rear-wheel-drive only for now, with a 201bhp electric motor sending power to the back wheels.

This motor is hooked up to a 77kWh battery which helps to deliver a claimed range of up to 258 miles between charges. Plus, because it can be charged at speeds of up to 170kW, a five to 80 per cent top-up could take as little as half an hour if you’re hooked up to a rapid charger. Plus, the ID.Buzz has been future-proofed through bi-directional charging, which allows it to store energy and then send it back to the grid during times of high demand.

What’s it like to drive?

Sitting in the cabin will prove familiar to anyone who has driven any of Volkswagen’s recent EVs. The switchgear, steering wheel and key touchpoints are all like-for-like, so it’s easy to get accustomed pretty quickly. On the move, the ID.Buzz is quiet and refined, though at slower speeds its weight does come to the fore as it tends to get upset by larger potholes or more distinct bumps in the road.

However, despite its on-paper 0-60mph time of 10.2 seconds, the Buzz feels a lot sprightlier to drive. The steering is pretty light but accurate, while loads of glass and relatively slim pillars mean that visibility is good in all directions. The raised seating position gives you a good view of the road ahead, too, and does make the whole experience more ‘bus like’.

How does it look?

It’s hard to stop and park in the ID. Buzz without someone coming over to ask questions about it, which goes to show just how eye-catching this electric model is. You could park it next to pretty much any current supercar and there’s a good chance that people will naturally gravitate towards the Buzz, simply because it looks like nothing else on the road today.

The split-colour design is particularly striking, but it’s all tied together in a package which takes some cues from the past but blends them well with current proportions.

What’s it like inside?

Volkswagen’s MEB electric platform has been used to its fullest in the ID. Buzz, as there’s loads of space inside and plenty of storage options. There’s a completely flat floor, too, which means that there’s no penalty for the person sitting in the middle seat in the back. Having said that, given how exciting the exterior is, we might’ve wanted a little more flair in the cabin of the ID.Buzz. It’s far from badly made, but the interior is a little bland compared with the superb outside.

But there’s loads of space on offer, with 1,121 litres of boot room available behind the second row of seats. Fold them down and this increases to 2,205 litres. Remember too, that if outright storage capacity is what you’re after, Volkswagen offers a more van-like ID. Buzz Cargo.

What’s the spec like?

Prices for the ID. Buzz kickstart from £57,115 in entry-level Life trim, which brings 19-inch alloy wheels, 10-colour interior ambient lighting and a full navigation system with a 10-inch screen. As we’ve found in other Volkswagen models, this infotainment screen isn’t the easiest to navigate, but it’s definitely at its best in the Buzz. Other standard features include a reversing camera, heated steering wheel and heated front seats.

You could step up to the £61,915 ‘Style’ to gain 20-inch wheels, a power tailgate and upgraded matrix LED headlights, but in truth, the regular specification is more than well-equipped for most. Since there’s no change in battery size or range in the more expensive specification, there’s not too much reason to opt for it other than some choice extras.

Verdict

The Volkswagen ID. Buzz is here to show that electric cars needn’t be sterile or boring. Sure, the interior could do with jazzing up a touch, but the way that this bus combines practicality, a decent range and plenty of standard equipment is impressive.

The only real snag is the lack of a seven-seater option, which is likely to be a put-off for many would-be Buzz drivers. However, if outright people capacity isn’t what you’re after, the Buzz makes for a very exciting and well-executed option.

Facts at a glance

• Model: Volkswagen ID. Buzz
• Starting price: £57,115
• Engine: Single electric motor
• Power: 201bhp
• Torque: 310Nm
• 0-60mph: 10.2 seconds
• Top speed: 90mph (limited)
• Range: 258 miles

The new BMW M4 is only the third car to ever wear that famous three-letter CSL badge. Jack Evans finds out what it’s like.

What is it?

The BMW E46 M3 CSL went down in history as one of the all-time great performance cars. Produced in 2003, it achieved almost mythical status due to its poise and its considerable weight loss compared with the standard M3. In fact, BMW had only applied the CSL badge – which stands for Coupé Sport Leichtbau, or Coupe, Sport, Lightweight – to one other car, the famous ‘Batmobile’ of the late 70s, until now that is..

The new M4 CSL arrives in the same year that BMW celebrates its 50th birthday. Adopting the same lightweight ethos as its forebears, is this the car to pick up the original E46’s mantle? We’ve been finding out.

What’s new?

As you might imagine, something with ‘Lightweight’ in its name means that bulk-shedding is at the core of what this M4 is all about. So you’ll find that much of the car’s panels are now made from carbon fibre reinforced plastic (CFRP) – the bonnet and boot are both almost comically light – while the rear seats have been removed entirely. There’s a titanium exhaust system, too.

All in, it’s 100kg lighter than the regular M4 Competition. You think that BMW could’ve pushed further with the weight-saving measures, but this would have come at the cost of everyday usability. This is a road car, after all.

What’s under the bonnet?

As you might expect, the CSL gains a slight uplift in power over the standard M4. It’s got the same 3.0-litre twin-turbocharged straight-six engine, of course, but power has been upped by 40bhp over the regular model to 543bhp, while torque stands at 650Nm – the same as the standard M4 Competition.

Zero to 60mph? That’ll take 3.5 seconds while BMW claims that you’ll hit a top speed of 170mph should you have the legal space and ability to do so. Of course, outright efficiency isn’t the name of the game for a car like this, but fuel economy of up to 28.8mpg isn’t that bad, nor are CO2 emissions of 222g/km.

What’s it like to drive?

The M4 CSL is an aggressive-looking thing, so you do approach driving it with a little trepidation. However, during normal driving this is one well-mannered performance car – it even rides reasonably well, though there’s some to-be-expected stiffness which is part and parcel with a car like this.

The engine remains wonderfully flexible and properly punchy. It’s also got a lot more character than the standard car’s thanks to that new titanium exhaust with a deep, metallic howl coming at big applications of the throttle. It feels sharp and direct when it comes to steering, too, and changes direction in an assertive way. It’s not so overly sharp that it becomes tiresome to use the M4 CSL as a proper road car, mind you; you still wouldn’t mind using this for more mundane trips.

How does it look?

As we’ve already touched upon, the M4 CSL’s design is imposing to say the least. Only 1,000 will be made – of which just 100 will be coming to the UK – but there’s no danger of these limited-run cars being mistaken for anything else. There’s the eye-catching stripes, along with the variety of red accents which run around the edges of areas such as the kidney grilles.

The rear design is particularly strong, to our eyes. There’s a neat ducktail spoiler which not only helps to differentiate the CSL from a standard M4, but also ties it to the E46 model which incorporated a similar design touch. You’ve also got BMW’s ‘50 years’ heritage badges which look pleasingly different to the traditional roundel that we’re all familiar with, though they do carry a £300 price tag.

What’s it like inside?

BMW has stripped out the M4 CSL’s interior, but things haven’t gone too extreme. So while the carbon bucket seats look dramatic and racing car-like, they’re still heated and electrically adjustable. You’ve also got air conditioning and a full infotainment system, so this is far from a hardcore racer.

As mentioned, there aren’t any rear seats. Instead, there’s a netting area which BMW says can be used to store racing helmets. That said, it’s just as useful for putting bags or shopping. So even though you can’t bring two passengers in the rear, at least you’ve got plenty of space for your overnight bag or coats.

What’s the spec like?

At £128,225, the M4 CSL is a good deal more expensive than the standard M4 Competition, which starts at £83,940. You get largely the same level of equipment in the pair, too, such as BMW’s widescreen infotainment system, cruise control and air conditioning.

But the bulk of that extra cost is going into what’s happening underneath the CSL. It’s the extra bracing, the revised suspension and the tweaked engine. It’s the range of lightweight parts and the vast use of that CFRP material. Plus, you could argue that the residuals of the CSL will be particularly strong due to its limited nature, so that initial investment will no doubt prove itself over time.

Verdict

The M4 CSL isn’t a car with its sole focus on the circuit. Yes, it’ll be superb at setting lap times, but it’s also a car that can be thoroughly enjoyed on the road, too. It’s sharp, focused yet reasonably comfortable, so it needn’t be a car that has to be trailered back and forth from the racetrack.

Is it a car that can eclipse the engagement of that original E46? Not quite, perhaps. But as an out-and-out driving experience, it’s superb.

Facts at a glance

• Model: BMW M4 CSL
• Starting price: £128,225
• Engine: 3.0-litre twin-turbocharged straight-six
• Power: 543bhp
• Torque: 650Nm
• 0-60mph: 3.5 seconds
• Top speed: 170mph
• Economy: 28.8mpg
• CO2 emissions: 222g/km

Mazda is heading upmarket with its new CX-60, but is it worth choosing? Ted Welford finds out.

What is it?

While some car firms are going full-throttle with their electrification offensives, others are being more subdued. Mazda firmly sits into the latter camp, almost clinging onto the internal combustion engine at a time when others are acknowledging its slowdown.

However, Mazda’s not naive, and is slowly introducing electrified models. In 2021 there was the launch of the MX-30 as its first EV, and now the firm is introducing its first plug-in hybrid with the new CX-60, but is it any good?

What’s new?

The CX-60 is a brand-new model for Mazda and arrives on sale as its flagship as the Japanese brand tries to head further into premium territory. Aiming to bring a new level of quality and design, Mazda has chosen to inject some of the ‘finest Japanese craftsmanship’ into this large SUV.

It packs a raft of new technology, such as a camera that ‘finds’ your perfect driving position for you, a huge new media display and impressive safety technology. There are also a trio of powertrain options – debuting with this plug-in hybrid we’re trying, but six-cylinder petrol and diesel engines are on their way shortly.

What’s under the bonnet?

Powering the CX-60 here is Mazda’s existing 2.5-litre petrol engine (found in the brand’s ‘6’ models and the CX-5) and a relatively punchy electric motor. Combined, it puts out 323bhp and 500Nm of torque – making it the most powerful Mazda road car ever made.

Accelerating from 0-60mph takes 5.6 seconds, with the CX-60 able to hit a top speed of 124mph. A relatively large 17.8kWh battery is also used, which can be charged from empty to full in two hours and 20 minutes, and allows for a claimed 39 miles of electric driving, though expect more like 30 miles in real-world driving. Mazda claims 188.3mpg and 33g/km CO2 emissions, though you’ll need to do the bulk of your driving on electric to achieve such figures.

What’s it like to drive?

You can usually rely on Mazda to make a great driver’s car (just look at the 3 hatch and MX-5 roadster), but the CX-60 is sadly quite underwhelming. The powertrain isn’t the finest showcase for future electrified Mazdas, for starters. It can feel clunky and can make some rather unpleasant noises, while even in ‘EV’ mode, it’s like gears have tried to be engineered in – meaning it’s not as smooth as you want a plug-in hybrid to be. Though powerful on full chat, it certainly doesn’t feel as fast as the figures suggest.

It handles well – particularly when you consider the weight of the CX-60 – and the steering offers lots of feel, which is a rarity in this segment. But because the steering remains heavy at slower speeds, it can make it feel quite tank-like around town. The ride also isn’t as supple as we’ve come to expect from Mazda and has quite a firm edge to it, likely due to the stiffening to account for the weight of the battery.

How does it look?

The first thing that strikes you about the CX-60 is its size. This is a big SUV at 4.75m – 20cm longer than a CX-5, and not much smaller than many seven-seaters – but it manages to offer a smart and elegant look and one that feels more in-line with premium brands. Passers-by commented that they thought it was a Jaguar or Volvo.

There are some lovely details, such as the perfectly sculpted wheelarch surrounds, as well as ‘fading’ indicators that are nearly integrated into the grille and headlights. Around the rear, flat and broad LED lights help to emphasise the width, though four chrome exhaust exits are a bit overkill on a not-particularly-sporty SUV.

What’s it like inside?

Mazda has really worked to lift the quality of the CX-60’s interior compared with its other model and it has certainly succeeded. Its cabin feels equally as plush as an Audi or BMW of a similar price, with the quality of materials being superb. Our top-spec Takumi model also came with smart white Nappa leather seats and white maple wood trim too.

A special mention has to go to the fantastic 12.3-inch media display, controlled by a rotary dial. It’s remarkably easy to use on the move, and is super slick as well.

The 570-litre boot is a great size too, though rear space isn’t as generous as you’d expect – and it doesn’t feel too much roomier than a CX-5. We also think an SUV of this size and expense should come with seven seats.

What’s the spec like?

There are three versions of the CX-60 available, though even the entry-level Exclusive Line trim gets most of the equipment you’d want – including 18-inch alloy wheels, leather upholstery, heated front seats and a 12.3-inch media display with navigation and wireless smartphone mirroring.

The Homura adds smarter 20-inch alloy wheels and body-coloured lower trim (there’s no black plastic here), along with electric front seats, a 12-speaker Bose sound system and the aforementioned ‘Personalisation System’ that puts the seat automatically into your seating position once you’re in. At the top of the range, the Takumi gets additional chrome styling and white Nappa leather seats.

Prices for the CX-60 start from £42,990 for a diesel, though the plug-in hybrid isn’t too much more expensive at £45,420. If you want a higher trim, however, prices quickly get punchy and head north of £50,000.

Verdict

The Mazda CX-60 is a car that manages to be really impressive in some areas, but way off the pace in others. The interior, for example, is nothing short of fantastic and Mazda’s infotainment and ergonomics remain some of the best around.

But this plug-in hybrid is unrefined and not as enjoyable to drive as we’ve come to suspect from Mazdas. We hope, and expect, that things will improve with the arrival of the new petrol and diesel engines, but for the time being rivals like the Lexus NX and Kia Sorento (if you want seven seats) are better alternatives.

Facts at a glance

• Model: Mazda CX-60
• Price: £42,990
• Model as tested: Mazda CX-60 2.5 AWD Takumi Auto
• Price as tested: £53,270
• Engine: 2.5-litre petrol-electric plug-in hybrid
• Power: 323bhp
• Torque: 500Nm
• Max speed: 124mph
• 0-60mph: 5.6 seconds
• MPG: 188.3mpg
• Emissions: 33g/km
• Electric-only range: 39 miles

Citroen has tweaked its stylish family SUV. Ted Welford finds out what’s changed.

What is it?

Citroen’s known for doing things a little bit differently from others, and its C5 Aircross was a fine example of this. Arriving in 2018 as the French firm’s largest SUV, it’s proven successful, with more than 260,000 sold, if not quite having popularity on the same level as rivals like the Nissan Qashqai.

After a relatively short spell, Citroen is now back with a mid-life refresh to ensure it can remain competitive next to newer models like the Qashqai and Ford Kuga. But is the C5 Aircross able to compete in this tough class?

What’s new?

The bulk of the changes as part of this update stem around the C5 Aircross’s interior – the model’s slight weakness before. Citroen has worked to improve quality with a modernised centre console, a new touchscreen and a further emphasis on comfort – an area where this crossover already impressed.

Around the exterior, you’ll notice the Aircross now gets new headlights, various new colour and wheel options as well as Citroen’s updated logo, which is placed prominently on the redesigned grille.

What’s under the bonnet?

Nothing’s changed in regard to powertrains on the C5 Aircross. For those wanting something electrified, there’s a 222bhp plug-in hybrid that can manage 38 miles on electric power to a charge, while a 128bhp 1.5-litre caters to high-mileage users, with this fuel becoming an increasing rarity in this class – you can’t buy a diesel Kuga or Qashqai these days.

But our test car uses the entry-level petrol – a 1.2-litre turbocharged petrol generating 129bhp and 230Nm of torque. Drive is delivered to the front wheels (as is the case with all new C5 Aircross models), with an eight-speed automatic gearbox being adopted here, though a manual is available.

Getting up to 60mph will take just over 10 seconds, with Citroen claiming 46.7mpg and 148g/km CO2 emissions. Expect more like 40mpg in real-world driving, though.

What’s it like to drive?

If you come to the C5 Aircross looking for something sporty, you’re barking up the wrong tree as this is a model that majors on comfort and everyday ease of use. The light steering inspires little confidence down a twisty back road, but around town, it makes it very easy to manoeuvre, aided by fantastic visibility. The Aircross remains a comfortable, if soft-riding choice, though it can be a bit unsettled by potholes. We haven’t driven the new hybrid version but suspect that – like its predecessor – that will be the more comfortable choice because of its reworked suspension.

The 1.2-litre petrol engine doesn’t do it any favours, however. This unit’s more than fine in Citroen’s smaller models, but just feels underpowered in something as big as the C5 Aircross, particularly if you’ve got a full car with luggage. It’s not helped by a slightly hesitant gearbox, either.

How does it look?

Citroen’s designers aren’t afraid to be bolder than other brands, and the result is a funky-looking crossover that’s able to stand out. Like before, you’ve got the brand’s famed ‘Airbumps’ on the doors – the plastic trim stuck halfway up the door that can also help prevent door dings – as well as various colour packs to add some extra brightness.

The visual changes, while not all that significant, are welcome, with the new LED lighting signature that runs into the grille being a particularly neat touch. You won’t find wheels smaller than 18 inches in size, while the plentiful plastic cladding helps to give the C5 Aircross a chunky and rugged look that will go down well with customers.

What’s it like inside?

The interior of the C5 Aircross feels like the biggest step up, with the centre console feeling much more modern. On automatic models, there’s a small gear selector that helps to free up space, and the quality in general is good. It’s not premium, but feels solid and durable, with our test car getting some pleasant half-Alcantara seats, which utilise Citroen’s ‘Advanced Comfort’ program, and now get more support than ever. They’re great for taking the literal backache out of longer journeys.

The C5 Aircross will also work brilliantly well as a family car. There’s plenty of space in the rear seats, while each seat in the rear folds and slides individually. Even with the seats upright, the boot measures a fantastic 580 litres, easily eclipsing the room offered with a Qashqai.

What’s the spec like?

All C5 Aircross models get a long list of equipment. The entry-level Sense Plus comes with the brand’s new, much-improved 10-inch touchscreen, a 12.3-inch digital instrument cluster, front and rear parking sensors and a reversing camera.

The mid-range Shine trim brings the smarter part-Alcantara seats, as well as adaptive cruise control (not on manual models) and blind spot monitoring, while the top-spec C-Series Edition grade packs larger 19-inch alloy wheels, a panoramic sunroof and leather seats.

In terms of price, the C5 Aircross remains competitive next to rivals, starting from £26,930, though it will cost you more than £2,000 more across the range for an automatic version – a decision we’d think twice about making, giving the auto isn’t all that great. Hybrid models, packing plenty of extra pace and improved efficiency, seem pretty good value considering; starting from £35,835.

Verdict

The C5 Aircross was already a likeable SUV, and these updates have only improved that. Still offering eye-catching design, plenty of equipment and lots of interior space, it now has a smarter interior to go with it.

This Citroen won’t challenge the best in this class for top honours, but nevertheless, it’s an appealing choice and one that deserves to be considered if you’re in the market for a mid-size crossover.

Facts at a glance

• Model: Citroen C5 Aircross
• Starting price: £26,930
• Model as tested: Citroen C5 Aircross Shine PureTech 130 EAT8 automatic
• Price as tested: £31,125
• Engine: 1.2-litre turbocharged petrol
• Power: 129bhp
• Torque: 230Nm
• 0-60mph: 10.1 seconds
• Top speed: 117mph
• Economy: 46.7mpg
• CO2 emissions: 148g/km

Peugeot is expanding its line-up with the new 408 fastback. Ted Welford heads to Barcelona to put it to the test.

What is it?

Against the vast swathes of SUVs, manufacturers are increasingly having to think outside of the box when it comes to their cars’ designs. This equates to increasingly bolder options for customers, and the latest example of this comes from Peugeot, with its new 408.

Designed to sit between the conventional 308 hatchback and 508 saloon in the line–up, Peugeot’s calling it a ‘fastback’ and is targeting those that are looking to escape an SUV, yet want something more exciting than a traditional hatchback. But is it more than just a niche-filling exercise?

What’s new?

The 408 is a new addition to Peugeot’s range and arrives with a striking new look. We’ll explain more about the design later, but a few highlights are its fantastic colour-coded, frameless grille along with the popular SUV cladding for a more rugged appearance.

Electrification is core to the 408 too, with hybrid versions predicted to account for the bulk of sales, while there’s the new version of Peugeot’s i-Cockpit system, bringing the latest in-car technology that the firm has to offer.

What’s under the bonnet?

There are three powertrains on offer with the 408 – a 128bhp 1.2-litre turbocharged petrol engine that serves as the only non-electrified version, and a choice of two plug-in hybrids.Both these hybrids use a 1.6-litre turbocharged petrol engine, though with two different outputs, and are paired to the same electric motor and a 12.4kWh battery. An eight-speed automatic gearbox is also used, with power delivered to the front wheels.

There are two combined power outputs – 178bhp or 222bhp, with our top-spec test car using the latter. The sprint to 60mph takes 7.6 seconds (only three-tenths quicker than the 178bhp car), with a top speed of 145mph possible.

Peugeot claims up to 40 miles of electric range is possible (though based on our testing, we reckon 30 miles is more likely), with Peugeot saying more than 200mpg and CO2 emissions of 26g/km. Speaking of charging, it will take three hours and 25 minutes to charge the 408, though you can reduce this time to an hour and 40 minutes with a faster 7.4kW onboard charger.

What’s it like to drive?

Peugeot won’t admit it, but the 408 is essentially a sibling model to the Citroen C5 X – a model with a particular focus on comfort with its softer suspension.

But here, Peugeot has managed to liven up the experience a touch, with the 408 feeling flatter through the corners, and feeling more secure if you put your foot down a bit. It’s no sporting model, but it sticks to the road well, while the hybrid setup delivers a decent amount of punch when the ‘Sport’ driving mode is selected.

At the same time, it rides well with comfortable leather and Alcantara seats helping out with this, while the refinement on motorways was particularly impressive. The hybrid system isn’t the smoothest, however, and the petrol engine and gearbox aren’t the quietest or most responsive when the battery range is depleted.

How does it look?

The 408’s design is one that will really divide opinion, and it’s Peugeot’s boldest model in some time – and that’s coming from a brand that has been pushing the boundaries anyway.If you like a clean, fuss-free design, it might not be the car for you. There’s an awful lot going on, and we mean a lot. There are lines, creases, and angles all over the place, but combined, it’s a really smart package and one that gives off a look of a car more expensive than it is. The number of people that stared at the 408 on our test route only emphasised this. That frameless front grille is stunning, as are Peugeot’s trademark ‘claw’ headlights.

Bits we don’t like? All personal of course, but we think there’s too much plastic cladding going on at the rear, while the 20-inch alloy wheels (thankfully optional) are challenging. That’s being kind.

What’s it like inside?

Inside, the 408 really delivers on the promise of feeling larger than a regular hatchback. The 471-litre boot (536 litres on non-plug-in models), is a great size, while there’s a decent amount of room in the rear seats. Headroom is slightly impeded by a combination of a sloping roofline and panoramic sunroof, but six-feet tall adults will still be able to sit comfortably.The quality throughout the cabin is excellent, with green stitching and Alcantara and leather seats (fitted to GT models) only adding to the ambience.

The i-Cockpit system is a touch hit-and miss, however. The digital dial display offers 3D graphics, making it slightly harder to read than a standard 2D effect. The small steering wheel (a feature Peugeot has used for some years) also remains a point of contention – with the top of it often restricting the vision of the dials themselves.

What’s the spec like?

Standard equipment on the entry-level Allure trim includes Peugeot’s latest 10-inch touchscreen, which is fantastic to use and offers quick and easy widgets that make it far less fiddly to use on the move, along with a 10-inch digital instrument cluster, 17-inch alloy wheels and a reversing camera.Mid-spec Allure Premium brings much more visually-pleasing 19-inch alloy wheels, along with keyless entry and adaptive cruise control. If you want all the bells and whistles, the GT packs full Matrix LED headlights, a heated steering wheel and electric boot, along with the aforementioned colour-coded grille we’ve already mentioned.

In terms of price, the 408 starts from £31,050, but the cheapest hybrid version comes in at £38,400. The only trouble for Peugeot is that a like-for-like Citroen C5 X undercuts it by several thousand pounds.

Verdict

The Peugeot 408 feels like a breath of fresh air in the increasingly ‘samey’ new car market. Bringing a cool new design, it will likely appeal to both hatchback and SUV buyers that want to combine the two models without losing out on too much of one or the other.

Also packing a high-quality interior, good on-road manners and a generous amount of space, the 408 is a really welcome addition to the Peugeot line-up. The only real sticking point comes from fellow French brand Citroen with its C5X. The 408 might offer a sharper design and slightly better interior, but it doesn’t quite justify its price over its arch-rival.

• Model: Peugeot 408
• Starting price: £31,050
• Model as tested: Peugeot 408 GT Hybrid 225 e-EAT8
• Price as tested: £43,200
• Engine: 1.6-litre plug-in hybrid
• Power: 222bhp
• Torque: 360Nm
• 0-60mph: 7.6 seconds
• Top speed: 145mph
• Economy: 211.3-269.5mpg
• CO2 emissions: 24-30g/km
• Electric range: 39-40 miles