James Baggott has taken delivery of the long-awaited Audi RS4 long termer and has already fallen in love.

Britain’s love of a pokey-engine-in-an-estate-car combination could easily rival its affection for fish and chips or cheese and pickle sandwiches.

As pairings go, a performance engine with the space to carry large loads in the boot is hard to argue with and I’ll freely admit I’m one of the admirers.

So when Audi offered us the chance to take custody of a potent RS4 for a few months I elbowed my way to the front of the keys queue.

This current model has been around since late 2019 and still looks and feels remarkably fresh – but what I, and you probably, really care about is the monster under the bonnet.

The 3.0-litre engine is twin-turbocharged which produces 444bhp and 600Nm of torque. That helps this family-friendly wagon hit 60mph in 4.1 seconds.

With a three-month-old in the clan, the combination of boot space and comfort when I have the team on board, compared to the option for some fun when they’re not, really was one I was looking forward to.

It’s been a long wait to get it, though. Audi let me choose the specification for our car back in February and I’ve only just taken delivery.

New car order times are a lot longer these days, thanks to a shortage of chips (micro, not potato) and just like everyone else I’ve been waiting patiently for my car to arrive.

That gave me plenty of time to pore over the spec I’d picked. I really wanted a green one, but that colour had dropped off the options list when I played around with the configurator, but the Nardo grey option was a very acceptable second choice.

The base price for the car is a rather prickly £76,800, but I’ve added £8,200 to that total with a few options. Highlights included a head-up display for £1,095, 20-inch wheels at £2,000 and the RS Sport exhaust system adding a further £1,250.

The best choice was the RS Sport suspension with dynamic ride control. While it might have added an extra £2k to the price, I’ve already found it makes for a wonderful ride.

I picked the car up from Portsmouth Audi where salesman Drew Pilcher showed me around the car. The showroom has recently had a makeover and I must admit it felt quite special pulling the cover back in the handover bay, even if the car wasn’t really mine.

Still, that won’t stop me from enjoying it over the next few months. First impressions are this is a car that I will really fall in love with. It’s frighteningly rapid when it wants to be, but also incredibly comfortable.

The seats are brilliant – and have a massaging function too – and the steering is beautifully weighted. It makes a superb sound, especially on start up, with a deep, bassy rumble to that sports exhaust.

Pilcher helped set me up with the Audi app that connects to the car letting you lock and unlock the doors and a few other things too. I’m not sure it’s working properly, though, so I will have to investigate a little further before passing judgement.

I have also had to get used to frequenting my local petrol station again. The RS4 is, er, rather juicy. Around town, I’m getting about 18mpg if I’m lucky. On longer journeys, it’s more efficient thanks to 48v technology that lets it coast on motorways and an eight-speed gearbox – on one recent trip I got 33mpg, which for a performance car, is actually pretty good going. Let’s hope fuel prices don’t go up much further.

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: 1,458

The Funky Cat is a new electric hatchback from GWM Ora, but what does this quirky-looking EV feel like to drive? James Batchelor finds out.

What is it?

Good question as it’s one we’d reckon most people will have on their lips, too. The Funky Cat comes from one of China’s leading carmakers, Great Wall Motor, while Ora is its EV-only brand. The firm hopes to finally establish itself in Europe and the UK as an alternative to more traditional brands, and the family hatchback-sized Funky Cat is its first move.

It’s on sale now from three dealers, but GWM Ora UK plans to add more showrooms and models, including a Porsche Panamera-esque electric coupe-saloon, in 2023. Does it stand a chance against an increasingly impressive pool of European EVs? We’ve been finding out.

What’s new?

Great Wall has been in the UK before with its rather underwhelming Steed pick-up, but this time around it’s going after the electric hatchback customer with its Ora brand. That’s no easy feat as this sector is dominated by the likes of the Volkswagen ID.3, Vauxhall’s Corsa-e and Mini Electric.

There’s also the small matter of the MG4 – a car built by GWM’s big Chinese rival SAIC, and one which undercuts nearly all of its competition on price and electric driving range.

What’s under the bonnet?

When GWM Ora first hinted it was bringing its Funky Cat to the UK, there was talk of a low entry price and two battery options – 48kWh and 63kWh. For the time being, however, only the smaller battery is on offer, paired with a 169bhp electric motor that powers the front wheels.

In terms of charging, an 80 per cent top-up with a standard home wallbox will take five hours and 24 minutes, while a three-phase 11kW on-street charger cuts that down to three hours and 12 minutes. The Funky Cat can only charge up to speeds of 64kW, so plug into a 100kW ultra-rapid charger and an 80 per cent fill-up will take around 45 minutes.

Lastly, you’ll be able to squeeze a claimed 193 miles out of the 48kWh battery, while 261 miles is claimed for the forthcoming 63kWh version.

What’s it like to drive?

With its cutesy, unthreatening image, it would be easy to dismiss the Funky Cat as not much cop to drive. But that’s the first surprise as it’s rather entertaining, with sharp steering, a very balanced and comfortable ride, and more than enough poke.

A 0-60mph time of just over eight seconds is nothing to write home about for an EV, but it certainly feels quicker than that, and there’s a pleasing linear feel to the way it accelerates; even selecting the ‘Sport’ setting doesn’t pin the driver to their seat.

How does it look?

It’s the styling that really marks out the Funky Cat. You see, while most electric family hatchbacks favour a modern, even futuristic look, GWM Ora has gone for a more retro look.

The huge headlamps and curvy bonnet perhaps ape a Porsche 911, and two of the four colour combinations offered have a slightly ’50s Americana flavour to them. That said, the rear light bar is more on trend, even if it does strobe like KITT from Knight Rider.

What’s it like inside?

The first surprise is how well the Funky Cat drives, and the second is how plush it is on the inside. There’s a solid feel to the interior – the doors thunk as they do in an ID.3, but the material quality far exceeds the German electric hatchback in every respect.

Most surfaces are either covered in stitched faux leather or squidgy soft-touch plastic, and the switchgear all feels good – the row of chrome ventilation controls are even Mini-like in look and feel. The Funky Cat gets two 10.25-inch screens and while there’s plenty of functionality, the menus are a little clunky and tricky to use on the move. And while we’re on the subject of things that could be better, the passenger space is more than adequate but the boot, at 228 litres, is a little on the small side.

What’s the spec like?

This is where the Funky Cat ends up having its tail between its legs, as for the time being there’s only one high-spec First Edition offered.

There’s no criticising the equipment that’s thrown in as standard, as the Funky Cat gets those screens, electrically adjustable front seats and a 360-degree parking camera. In fact, the parking aid is just the start as the Funky Cat has received a full NCAP five-star safety rating on account of its suite of safety gizmos. Features such as lane keep assist, rear cross traffic alert with a braking function, adaptive cruise control with stop and go, and lane change assist normally come as part of costly options pack on rivals, but not with the Funky Cat.

However, there’s a but. When the Funky Cat was first mooted for the UK, a price of £25,000 was hinted at, but this First Edition costs from £31,995. While cheaper versions are set to follow, that’s a whole heap of money for a car from an unknown brand. For comparison, an MG4 Trophy Long Range can travel further (270 miles) and costs £31,495, while a Cupra Born has a 20 per cent larger battery, is more powerful, costs just £4,500 more and is nicer to drive.

Verdict

It’s a shame GWM Ora has decided to offer such a high-spec First Edition trim level at the car’s launch, as the car’s high price relative to its 193-mile range and limited dealer network makes it a tough sell. Moreover, the car’s cutesy styling and quality interior are the only things that make it stand out in a marketplace that’s currently focused on range and affordability.

There’s a good car that drives very well beneath the lavish spec, though, and the Funky Cat – the name being a perfect example – does add a sense of fun and character to the typical family electric car that can very often come across as being a little straight-laced.

Forthcoming cheaper models will probably make more sense, but on this first impression, there is much to like about the Funky Cat.

Facts at a glance

• Model: GWM Ora Funky Cat First Edition
• Price: £31,995
• Price as tested: £32,790
• Powertrain: Single motor and 48kWh battery
• Power: 169bhp
• Torque: 250Nm
• 0-60mph: 8.1 seconds
• Top speed: 99mph
• Economy: N/A
• Emissions: N/A
• Range: 193 miles

Ford is back with a next-generation of its Ranger – debuting in extreme Raptor form. Ted Welford heads to Barcelona to put it to the test.

What is it?

Ford holds a pretty enviable position in the pick-up market. Its F-150 is the best-selling truck in the States, while here in the UK the Ranger dominates proceedings – accounting for more than half of sales in this segment.

And sitting at the top of the Ranger line-up as the halo version is the Raptor. While only taking up a small fraction of Ranger sales, this toughened-up, sports-tuned truck still makes up for one in 20 pick-ups sold in Europe. Now Ford is back with a next-generation version, bringing a whole wealth of improvements.

What’s new?

This latest Ranger introduces a number of key upgrades, not least on the interior where a new 12-inch portrait touchscreen dominates proceedings.

But our focus is the Raptor – the only true extreme off-road’ pick-up sold in the UK. Showcasing its importance, it arrives on sale several months before standard Ranger models. It’s a sizable thing to behold, sitting noticeably higher up thanks to its tough Fox suspension setup, which has been re-engineered. There’s a new front locking differential to help with extreme terrain, while the key highlight is the arrival of a new, powerful petrol V6 engine.

What’s under the bonnet?

Previously UK Raptors were offered solely with a 2.0-litre diesel engine, and though this will return a few months down the line, the real highlight here is the new turbocharged 3.0-litre V6 petrol unit.

Producing 288bhp and 491Nm of torque, it’s almost 100bhp up on the diesel, and immediately gives the Raptor a sportier focus. Accelerating from 0-60mph takes just 7.7 seconds – bear in mind this truck weighs nearly 2.5 tonnes unladen – while it will keep going to 111mph. Ford’s 10-speed automatic gearbox is also used, with an electronic all-wheel-drive system adopted.

The elephant in the room is the frankly abysmal running costs. Ford claims just 20.4mpg and CO2 emissions of 315g/km. If you care even the slightest about fuel bills, it will likely be worth waiting for the more efficient diesel.

What’s it like to drive?

The Ranger Raptor is a truck like no other. Designed to be one of the most capable ‘off the shelf’ vehicles around, its talents are staggering. Our test route involved some impressively daunting rock climbs, and extreme, steep descents, and it felt like it was hardly working up a sweat. There are front and rear locking differentials and that bespoke Fox suspension setup is entirely different to a regular Ranger.

The Raptor is a model developed by Ford Performance too, and that’s really amplified with this V6 engine. The power on offer is superb, while a new active exhaust system gives this Ranger a burble that you just can’t help but smile at. A ‘quiet’ setting is available, though, so you don’t have to fall out with your neighbours.

To embrace the full madness of the Raptor, however, you need to put it in the Baja mode (one of seven different driver settings), though Ford stresses this is for off-road settings only. It offers the full performance of the Raptor to be unleashed, allowing for ridiculous sideways action.

How does it look?

Though there’s no denying the Raptor’s off-road pedigree, it’s no secret that the majority of these models are bought for the way they look. It’s possibly one of the most aggressive vehicles on the road, with its crazy ride height (those side steps are needed to help you access it more than anything) and chunky bumpers looking particularly assertive.

Even though the standard Ranger is hardly a shrinking violet, the Raptor is noticeably angrier. There’s the imposing FORD lettering on the grille, combined with new wraparound C-shaped LED lighting at the front. You can go even bolder by optioning the new Raptor-exclusive Code Orange paint colour, as well as a special decal pack.

What’s it like inside?

The last Ranger’s cabin was starting to show its age, so this new Raptor feels like a real step forward, not least helped by the new 12-inch touchscreen. Benefitting from Ford’s latest software, it’s as good to look at as it is to use. Ford’s also brought back traditional climate buttons, which are very welcome – not least when off-roading.

The quality feels like a step up, too, with new red accents and leather and Alcantara seats ‘inspired by fighter jets’ giving the cabin a welcome lift. One gripe, though, is the rather flimsy drive mode selector dial, which feels like it could come off in the palms of the heavy-handed.

This new Raptor also continues to suffer from the same practical problems as its predecessor. Because of the revised suspension, its payload is capped at 652kg, while its 2.5-tonne towing limit is down a tonne on the standard model.

What’s the spec like?

The Raptor is laden with off-road features – those Fox dampers don’t come cheap, and neither does that sports exhaust and the raft of other changes Ford makes to transform a Ranger into a Raptor.

But the spec is generally excellent, including Matrix LED headlights, a 10-speaker B&O sound system, keyless entry and electric and heated front seats.

All that kit brings it in at a rather eye-watering £58,900 once all on-the-road costs have been included. Because of the payload, the Raptor isn’t classed as a ‘dual purpose’ light commercial vehicle, meaning business users aren’t able to claim the VAT back or gain from the low benefit-in-kind tax that pick-ups usually offer. This could be a sticking point if you’re buying with your ‘sensible’ head on.

Verdict

While Ford is getting understandably sensible with its electrification plans (just look at the news the Fiesta is being discontinued as the brand goes EV-only), the Ranger Raptor feels like a true final blowout for a big, silly-engined pick-up.

It’s a remarkable feat of engineering that manages to feel like a skunkworks project, when in fact it’s built by one of the world’s largest car makers. Its off-road capability is unmatched, and it somehow manages to be even more ‘tough’ than before. Combined with a more modern cabin, its hilarious V6 engine, and its sports exhaust, the Ranger Raptor can bring a smile to your face whatever the occasion. Until you reach a petrol station, that is…

Facts at a glance

• Model: Ford Ranger Raptor
• Price: £58,900
• Powertrain: 3.0-litre turbocharged V6 petrol engine
• Power: 288bhp
• Torque: 491Nm
• Max speed: 111mph
• 0-60mph: 7.7 seconds
• CO2 emissions: 315g/km
• Economy: 20.4mpg

The Monte Carlo specification aims to inject some sporty look and feel into the Kamiq. What’s it like? Jack Evans finds out.

What is it?

Skoda’s Kamiq forms a crucial part of the firm’s line-up. In fact, it’s been in that position since late 2019, and in the fast-moving compact crossover game, even a few years is quite a long time. Furnished with a range-topping Monte Carlo trim – which we’ve seen used on the smaller Fabia with great success – this version of Kamiq brings a little extra premium feel.

But does it need extra equipment and what difference does it make? We’ve been behind the wheel to find out.

What’s new?

The Kamiq is the smallest SUV in Skoda’s range, sitting underneath the Karoq and larger seven-seater Kodiaq. However, it still manages to pack in some big-car looks with chunky, off-road-inspired styling and sleek headlights.

The Monte Carlo version we’re looking at here is designed to take a little inspiration from sportier models and, as a result, gets larger alloy wheels, a range of gloss black styling touches and aluminium interior elements that help to give the Kamiq a go-faster feel.

What’s under the bonnet?

This particular Kamiq uses a turbocharged 1.0-litre petrol engine, sending 108bhp to the front wheels via a seven-speed automatic transmission. Though its 9.9-second 0-60mph time is pretty respectable – as is its 123mph top speed – this engine’s real focus is on efficiency and in that area it does rather well.

In fact, Skoda claims that you could see up to 47.1mpg combined, while CO2 emissions of between 137 and 140g/km are pretty respectable too. You can get the Kamiq with a larger 1.5-litre engine with slightly more power, but in truth, this 1.0-litre engine seems like a perfect fit for this size of car.

What’s it like to drive?

The Kamiq is light, easy to get along with and definitely user-friendly. The steering is reasonably accurate but not overburdened with weight, so it’s easy to drive it around tighter lanes or through busy car parks. It’s also easy to park, with this aspect being helped no end by the Kamiq’s boxy shape which makes judging its edges simple.

One drawback is that automatic gearbox. It feels quite dim-witted in its action and quite slow to respond, particularly when pulling away from a stop. When you’re trying to quickly enter a roundabout, this can prove to be particularly frustrating.

How does it look?

The Kamiq’s proportions seem spot-on when you see it in the metal. It definitely captures some of that ‘little big car’ feel, bringing some of the design of the larger Karoq and Kodiaq but transferring them onto a smaller platform. With its relatively high-up stance and chunky proportions, it’s got a good deal more presence than you might think a car of this size would have.

The Monte Carlo trim does well to push this further, too, with the larger alloy wheels and range of black elements giving this car a more upmarket feel. You even get black-coloured roof rails and matching window frame surrounds, ensuring that all areas of the car get that sportier treatment.

What’s it like inside?

Skoda has really found its groove when it comes to interiors and the Kamiq feels like an extension of this. As we’ve mentioned, it’s been around for a little while now, but a revisit to the Kamiq’s cabin shows it to be ageing remarkably well thanks to decent materials and clever ergonomics. There are plenty of cubbies and storage areas, too, but it’s the general fit-and-finish that shines through here.

It’s got a 400-litre boot which can be expanded up to 1,395 litres by folding the rear seats down. Though it’s well-shaped and easy to access, it’s well under the 422-litre boot you’ll get in the latest Nissan Juke, one of the Kamiq’s rivals.

What’s the spec like?

It’s worth pointing out that the Monte Carlo adds a big premium to the Kamiq, cranking the price up to £27,170 from a base price of £22,815 for the Kamiq range as a whole. You do get a whole load of equipment, including a 9.2-inch infotainment screen with satellite navigation, Android Auto and Apple CarPlay, as well as rear parking sensors and those aforementioned 18-inch wheels.

But that is a big price hike, particularly when the standard Kamiq is so well equipped. Though entry-level SE versions get a smaller infotainment screen, much of the rest of the car remains the same.

Verdict

You could argue that the Kamiq now a veteran of the crossover market, but it’s still got a whole lot to offer. It’s great inside, well-specified and practical to boot, while also bringing those chunky looks and easy driving style that people are after.

This Monte Carlo version does seriously ramp its price up, mind you, and given that the regular Kamiq is so good, we’d be tempted to opt for one of the more entry-level specifications and pocket the difference.

MG is broadening its EV line-up with the new MG4. Ted Welford gets behind the wheel.

What is it?

The modern-day MG is a far cry from the one that produced classic British sports cars, but it’s proving no less successful. Owned by Chinese automotive giant SAIC Motor, MG is the fastest-growing car brand in the UK and sales have grown by 70 per cent in 2022 alone (up to the end of October).

It now sells more cars here than the likes of Land Rover, Mini and Skoda, and much of its success has come from its electric models – the ZS EV crossover and MG5 estate. The brand is now expanding further with the new MG4, its first electric hatchback and one that’s set to grow this brand even further. But is it set to succeed?

What’s new?

The MG4 is the first model from the firm to use a bespoke EV platform that will go on to be used in a number of electric MGs in future years – the key advantage to this being that it’s rear-wheel-drive and uses a thin battery that takes up minimal space.

The MG4 also shows a more adventurous design direction for MG, though more on that later. But crucial to the appeal of the MG4 is its price, which starts from £25,995, and undercuts rivals by a significant chunk of money.

What’s under the bonnet?

MG is offering two powertrain options here – the Standard Range and the Long Range. The Standard car features a 51.1kWh battery and 168bhp electric motor, with MG claiming a more-than-respectable 218 miles from a charge.

But here we’re trying the Long Range version, which packs a larger 64kWh battery and increases the claimed range to an impressive 281 miles, or 270 miles in the case of our top-spec Trophy test car. It packs a slightly more powerful motor producing 200bhp and 250Nm of torque, though performance is almost identical to the Standard Range car because of the additional weight of the battery – 0-60mph arriving in 7.7 seconds, and maxing out at 100mph.

It can also charge at up to 135kW, meaning a 10 to 80 per cent charge at an ultra-rapid charger would take 35 minutes. When plugged in at home into a 7kW wallbox, it will take nine hours to top-up.

What’s it like to drive?

Behind the wheel, the MG4 feels a real step up compared to the brand’s models so far. It’s got a 50:50 weight distribution, and the rear-wheel-drive setup makes it quite entertaining to drive – you can really feel the car pushing you around a corner. The acceleration is brisk and instantaneous (as with any EV), but here it feels quicker than the 7.7-second 0-60mph figure figures suggest.

There are various driving modes and levels of regen to play with, depending on preference, too. It rides well and avoids the choppy ride of many rivals. Our only real complaint is that there is quite a lot of wind and road noise at speed, and it doesn’t feel as refined as plenty of other EVs in this class.

How does it look?

MG’s designs to date have been quite straight-laced and uninspiring, but the MG4 is quite a lot bolder. There are sharp angles all over the place, and it certainly doesn’t give the impression that it’s one of the cheapest EVs on sale.

There are some great touches to it, such as the twin aero roof spoiler, which looks like it’s been taken from a concept car, while the imposing LED rear lights feature a fancy ‘hatched’ pattern on top-spec Trophy models. It’s a touch that wouldn’t look out of place on a high-end premium product. We’re personally not a fan of the front end of the car, as it just looks a bit squashed and busy, though styling will always be subjective.

What’s it like inside?

The MG4’s interior adopts the increasingly trendy minimalist look, with very few buttons in the cabin, and instead just a central touchscreen, which is where you find the climate menus alongside traditional media and navigation functions.

It’s a slick-looking cabin, particularly with the floating centre console – housing the drive selector – that offers loads of storage space beneath. The squared-off steering wheel is another modern touch and features configurable shortcut buttons on it, which you can use to change the climate. It’s a clever feature, and though the interior doesn’t feel quite as well screwed together as some rivals, it certainly doesn’t feel as ‘cheap’ as its price.

The MG4 ticks plenty of boxes in the space department too, with that new platform ensuring there’s room in the rear seats for adults. The 363-litre boot is smaller than a Volkswagen ID.3 and Nissan Leaf’s but is still a practical and usable size.

What’s the spec like?

The talking point with the MG4 is what it costs. Its £25,995 starting price for the SE Standard Range not only undercuts cars in its class – it’s £3,000 cheaper than the entry-level Nissan Leaf and £5,000 less than an entry-level Citroen e-C4 – but cars from the class above. An electric Vauxhall Corsa, for example, starts from £29,000.

Yet the level of standard equipment is superb and includes LED front and rear lights, a 10.25-inch touchscreen, seven-inch digital dial display, 17-inch alloy wheels and adaptive cruise control. It’ll cost you £28,495 for the SE Long Range car, while the top-spec Trophy (costing £31,495) brings a 360-degree camera system, wireless smartphone charging and heated front seats. Even at this price, though, it still undercuts the cheapest Volkswagen ID.3 by £5,000.

Verdict

The MG4’s starting price truly shows how expensive rival EVs are, and answers the needs of those wanting a lower-cost electric car, yet without having to bring any sacrifice on range and equipment. It’s also hardly any more expensive than a like-for-like petrol or diesel car.

While, yes, there are some areas where it doesn’t score top marks – interior quality and refinement – the MG4 has no real weakness, and how it manages that at this price is remarkable. It should certainly give plenty of the established brands something to worry about.

Facts at a glance

• Model: MG4 EV
• Price: £25,995
• Model as tested: MG4 EV Trophy Long Range
• Price as tested: £31,495
• Powetrain: Single motor and 64kWh battery
• Power: 200bhp
• Torque: 250Nm
• 0-60mph: 7.7 seconds
• Top speed: 100mph
• Economy: N/A
• Emissions: N/A
• Range: 270 miles
• Max charging rate: 135kW

BMW is expanding its EV line-up with the i7 – an electric version of its 7 Series. James Baggott heads to California to put it to the test.

What is it?

BMW’s CEO Oliver Zipse doesn’t think the UK is particularly well set up for electric cars yet – but that hasn’t stopped his firm betting big on a zero-emissions future.

The chairman of the BMW board of management has taken a swipe at the UK government for its poor charging infrastructure and for moving too fast with a ban on combustion engined models by 2030, but despite the grumbles his firm is charging ahead with its introduction of electric cars.

This is the latest – the tech laden, gadget toting i7, an electric version of its flagship 7 Series.

What’s new?

It’s a clever new model with lots of tricks up its sleeves. Firstly there’s a new look to contend with – a gaping front kidney grille and refreshed headlights can certainly be described as, well, distinctive. Elsewhere there’s plenty of talking points including a £7,000 optional 31-inch rear cinema screen that folds down from the roof lining and turns the back seats into a movie theatre.

The doors are powered and can be opened or closed with a touch of a button and the interior features a striking new ‘interaction bar’ for some of the controls. But gimmicks aside, it’s what’s driving the wheels that’s really of interest as this is the first fully electric option for the 7 Series.

What’s under the bonnet?

While the new 7 Series is available with two plug-in hybrid options – sadly neither of which we got to drive at the launch – the big talking point is really the electric unit.

With a range of up to 388 miles, the car boasts 544bhp and a whopping 745Nm of torque. It’s an incredible unit that offers a huge range thanks to massive batteries buried in the floor.

Fast charging can be carried out at up to 195kW – which will give the car 106 miles of range in just 10 minutes. At home, where most people have 7kW chargers, a full replenishment of the batteries will take 16 hours.

What’s it like to drive?

On the road it’s incredibly smooth. The power delivery is linear and rapid, and like most electric cars, very rapid. With several different driving modes, piped in sound via the 36 speakers ranges from Hans Zimmer-like cinema scores to growling roars. It’s all rather dramatic.

The 7 Series has active steering and suspension which helps to offer the smoothest ride possible, even reducing roll to keep occupants comfortable. There’s a brilliant head-up display and augmented reality sat nav built into the dash that projects arrows onto a live video feed of the road ahead as well.

The car is full of clever tricks too. In countries that allow it, fully autonomous driving is available on motorways up to 85mph and it can even park itself. It will remember 10 different parking spaces in underground garages or similar and can take over and park for you.

How does it look?

The looks are a little controversial, but BMW likes to make a statement with its design. The new nose is the focal point but there are lots of additions to make it more aerodynamic and thus maximise its range.

BMW describes the new look as its ‘luxury class face’ and it’s also present on the new X7, so you better get used to it.

For the first time, there’s an optional two tone paint – with one colour above the doors and another below them. It’s all rather regal, but probably won’t be chosen by very many buyers.

What’s it like inside?

Inside it’s rather classy too. The new interior has had a lot of thought put into it including spacious, reclining rear seats and that cinema screen to entertain executives.

The screen is 31-inches and, although it’s rather close to your face, the 8K quality is stunning. It works thanks to Amazon Fire TV software and a 5G internet connection from the car, which owners will have to pay for separately.

In the back, speakers are buried in the seats to really give a cinematic bass-filled experience and the 2000W Bowers & Wilkins sound system does sound incredible.

The auto opening doors are a bit of a gimmick, though – they close or open electronically at the touch of a button, just like they do on a Rolls Royce, but it’s really no quicker than just doing it yourself.

What’s the spec like?

The spec is very high – as you’d expect for a car costing more than £100,000. There’s lots of kit included as standard, like a clever security system that records images around the car if it detects a break in.

The BMW curved dash has two displays – one 12.3 inches and the second 14.9 inches – which are angled towards the driver and are a brilliant addition.

The entry level Excellence specification has niceties which include 19-inch alloys, illuminated kidney grille, front and rear heated seats, adaptive LED headlights, head-up display, wireless mobile phone charger and much more. An M Sport specification (starting at £112,000), which adds things like larger wheels, is also available.

Verdict

Just nine per cent of global BMW 7 Series sales will head to Europe and in the UK a little over 1,000 were bought in 2021.

Add in the fact Brits have fallen out of love with saloons and it doesn’t really matter how many tricks the i7 has up its sleeves, as it’s unlikely many retail buyers will shell out for one. Far more of interest to them are the electric SUV models BMW offers, like the fantastic iX.

Most i7 models will actually find their way into the hands of chauffeurs and with much of the focus on back seat comfort – and entertainment – those who do get a lift in the new car are unlikely to want to get out at the end.

That said, the tech making a debut on the i7 is fascinating and (mostly) very well executed – what will be of real interest is just how quickly much of that trickles down to more affordable cars in BMW’s range.

Facts at a glance

• Model: BMW i7 xDrive60
• Base price: £108,305
• Model as tested: BMW i7 xDrive 60 M Sport
• Price: £112,805
• Engine: Electric
• Power: 544bhp
• Torque: 745Nm
• Max speed: 149mph
• 0-60mph: 4.7 seconds
• MPG: N/A
• Emissions: 0g/km
• Range: 367-388 miles

How has removing the roof changed the M4 experience? Jack Evans finds out.

What is it?

BMW’s latest M4 has established a positive reputation for itself, despite having only been on sale in the UK for just under two years. And, fitting in with previous generations of this performance car, BMW has seen fit to broaden the range with the addition of a drop-top version.

Not only does it ditch the folding metal roof of its predecessor, but this new M4 Convertible brings BMW’s clever xDrive all-wheel-drive system too. But do all of these changes dilute the experience? We’ve been finding out.

What’s new?

So, as we’ve touched upon, that folding roof is the biggest change here. No longer do you get a metal folding version, but instead a more lightweight fabric setup. BMW says that it weighs 40 per cent less than before – and weight is usually an issue when you lop the roof off a car – and means that you get 80 litres more luggage space when the roof is stowed away compared with its predecessor.

The roof takes just 18 seconds to open or close, too, and it can be operated at speeds of up to 31mph. If you’re caught off-guard by a rain shower, you’ll easily be able to put the roof up while sitting at the lights.

What’s under the bonnet?

As with both the regular M4 and larger M3, the M4 Convertible uses a turbocharged 3.0-litre straight-six engine which, here, produces 503bhp and 650Nm of torque. Driven to all four wheels through an eight-speed automatic transmission, that output enables a 0-60mph time of 3.5 seconds and a top speed of 155mph.

Thanks to that xDrive system you’ve got more traction, too, though you’re able to adjust how much power is sent to the rear wheels through the car’s driving modes – you can set it solely to rear-wheel-drive for a more ‘traditional’ M4 experience, in fact.

BMW says you should see around 22.8mpg – and we saw much higher than this during longer motorway stints – while CO2 emissions stand at 232g/km. It’s worth pointing out that you can only get the Convertible with xDrive, whereas the hard-top versions can be either xDrive or solely rear-wheel-drive.

What’s it like to drive?

We drove the M4 Convertible through some pretty horrendous weather at times and what shone through was just how stable this car is in poor conditions.

The addition of that xDrive system gives it some proper traction in the wet, so there’s none of that slightly nervous feeling that you may have found in M4 generations of old. The fabric roof manages to keep the cabin remarkably hushed, too, and there doesn’t seem to be much of a drop-off in sound insulation compared with the older metal version.

But all of this doesn’t mean that the M4 Convertible isn’t fun. It remains monstrously fast – just as the hard-top is – with sharp, agile handling that really allows you to key into the route you’re taking with ease. With the roof lowered, all of that experience is elevated, though the cabin does get particularly blowy, even with the wind deflector in place.

How does it look?

Though the removal of that metal roof might take away some of the sleekness that you got on the previous M4 Convertible roof, the new fabric version still manages to create a streamlined and attractive look. Fold it down and the M4 becomes a genuinely eye-catching thing, with its muscly arches only helping to take its presence further.

That front grilles – which caused such a stir when it was first revealed – feels somewhat toned down in the Convertible, though we could just be getting used to the sight of it.

What’s it like inside?

The M4 Convertible’s interior is finished to a really high standard, with plenty of good-quality materials used throughout. Our test car’s blue leather might not be everyone’s go-to choice, but against the black exterior it looked – to our eyes at least – pretty good. The driving seat has plenty of adjustability and allows you to get nice and low in the car. The carbon-backed bucket seats provide ample support, too.

How’s the space in the rear though? It’s pretty good, in truth. Those large carbon front seats do eat into rear-seat legroom, but adults will be able to sit there for shorter journeys easily. It’ll be more than spacious enough for kids, too.

What’s the spec like?

Prices for the M4 Convertible start from £85,870, with all cars receiving electric heated memory seats, automatic air conditioning and lashings of carbon fibre trim as standard. BMW’s latest infotainment system is included, too, and it’s very easy to use and swift to react to inputs.

Our test car came in at £93,270 in the end, with the bulk of that additional cost coming through the fitment of the £11,250 ‘Ultimate Pack’ which brought features like those carbon bucket seats and BMW’s powerful Laserlights, as well as a heated steering wheel and wind deflector. In truth, it feels like both of these latter options should come as standard in this drop-top model – they’d be less required in the hard-top version.

Verdict

Though convertible versions sometimes bring a trade-off in performance and driveability over their fixed-roof stablemates, that doesn’t feel the case with the M4 Convertible. The inclusion of xDrive makes this a genuinely capable all-weather model, while that new fabric roof hasn’t hampered refinement when it’s in place.

Though for outright sharpness you might be tempted to still opt for the ‘regular’ M3 or M4, this Convertible version shows that there’s very little drawback for wanting open-air thrills.

Facts at a glance

• Model: BMW M4 Competition M xDrive Convertible
• Base price: £85,870
• Price as tested: £93,270
• Powertrain: 3.0-litre turbocharged straight-six petrol
• Power: 503bhp
• Torque: 650Nm
• Max speed: 155mph
• 0-60mph: 3.5 seconds
• CO2 emissions: 232g/km
• Economy: 22.8mpg