Vauxhall has tweaked its popular Corsa for 2024. Ted Welford tries it out in Frankfurt

What is it?

If you were to read into Ford killing off its once best-selling Fiesta, you might believe that the small car is dead. But, though this segment isn’t quite what it once was, Vauxhall is convinced it remains ‘stable’. Models in this class account for around a fifth of all UK cars sold, too.

In fact, Vauxhall thinks there’s even a growth opportunity for its Corsa, not least targeting Fiesta owners who stubbornly don’t want Ford’s Puma when the time comes for a replacement. Vauxhall believes its Corsa can become the best-selling car overall in 2024, with this new model helping it to achieve that, but is it on the right path?

What’s new?

The Corsa has now been on sale for more than 40 years and with more than 2.8 million sold in the UK (including the Nova), it’s a big deal. This latest model arrived on sale in 2019 and was the first Corsa to be made using a PSA (now known as Stellantis) platform, the same as found on the Peugeot 208.

The main advantage of this was that there could be a Corsa Electric for the first time, which is one of the main changes as part of this update. There’s now a ‘Long Range’ model which brings more miles from a charge and a bit more power. Vauxhall’s ‘Vizor’ face has also been introduced, while there’s more in the way of technology too.

What’s under the bonnet?

Though it’s the electric Corsa that grabs the headlines, more affordable petrol models are still available, ranging in power from a first-car-friendly 74bhp to 128bhp. There will also be a mild-hybrid joining the range shortly.

Since its introduction, the electric Corsa has come with a 50kWh battery and 134bhp motor, which on paper allows for 224 miles from a charge. This will remain on sale for the foreseeable too.

But the main change is the addition of a Long Range model, which is a slightly odd name given its 51kWh battery is only a tiny bit bigger, and it only increases the range to 246 miles. It does, however, use a more powerful electric motor – putting out 154bhp and allowing for a 0-60mph time of eight seconds, 0.7 seconds quicker than the standard car. Both cars can rapid charge at up to 100kW, meaning an 80 per cent charge can take place in around half an hour.

What’s it like to drive?

One of the setbacks of the Corsa Electric since its launch has been its weak range, which was a long way off what Vauxhall claims. And though on paper, this ‘Long Range’ model might only travel 20 miles further, the difference in the real world will be significant. We were stunned by the Corsa’s efficiency on our route, getting close to the claimed figures, which is rare by EV standards.

Despite the power bump, the Corsa can feel a bit lacking in terms of performance, though putting it in the ‘Sport’ setting helps to sharpen things up. The Corsa’s high-speed refinement is particularly impressive for a car of this type, with a quiet cabin and compliant ride that could make this Vauxhall a compact car capable of plenty of motorway miles, though it’s still well-suited to the urban environments where it’s more likely targeted.

How does it look?

Despite the Corsa’s importance, it’s the last Vauxhall to get its new ‘Vizor’ design language which first appeared on the new Mokka in 2020. What this means is that there’s a new gloss black section at the front that houses the LED headlights and Vauxhall badge. It works well on other Vauxhalls and the same is true here. One strange thing is that because of the black emblem, you can’t really tell it’s a ‘Vauxhall’, though there is new Range Rover-style ‘CORSA’ badging at the rear.

Though design is always subjective, we reckon the Corsa is a great-looking car. Our test car, painted in the new Graphic Grey colour with a fresh set of black 17-inch alloy wheels looked especially good. All models except the entry-level Design also come with a contrasting black roof as standard which adds to the appeal. There’s very little to tell the electric Corsa apart from the petrol version, either.

What’s it like inside?

Among the main interior changes on the Corsa is the addition of a new 10-inch touchscreen, which is fitted to all cars with the exception of the entry-level electric model. Though still not the best system, it’s much quicker and easier to operate than the old car.

Though the general look of the Corsa is modern, the quality isn’t great and we do have questions about the long-term durability, given some of the materials on our practically new car felt like they were degrading already. There are quite a lot of hard plastics used, and in places, it can feel a touch flimsy.

But up front, there’s lots of scope to get comfortable, with plenty of adjustment to the steering wheel and seat, and great visibility. Rear legroom is tight for adults, however, and though this is a small car, rivals like the Volkswagen Polo are much roomier inside.

What’s the spec like?

There are three versions of the Corsa available, with the range starting with the Design. Equipment is generous, though, and includes LED headlights, a touchscreen with Apple CarPlay and Android Auto, 16-inch alloy wheels and rear parking sensors. The GS model, our pick of the range, brings a reversing camera, keyless entry, smarter 17-inch alloy wheels and a black styling pack. If you want to splash out, the flagship Ultimate grade gets adaptive cruise control, Alcantara seats and fancy Matrix LED headlights.

In terms of pricing, there’s a huge difference between petrol and electric Corsas. The range starts from an attractive £19,625 for the petrol, or less than £200 a month over a five-year finance deal. Electric models kick off from £32,445, or £375 a month, but it’s the Long Range car we’d recommend, which costs at least £35,000. For a top-spec electric Corsa in a nice colour and with an optional glass roof, it is almost £40,000. For a Corsa!

Verdict

It’s easy to see why the Corsa has been such a big success over the years, and why the latest version has proven so popular. This is a small car that has the driving manners and technology of far larger vehicles, wrapped up in a stylish package and at a decent price – if you choose the petrol car.

Though this longer-range electric model is a compelling choice, not least with its outstanding efficiency, the price is a real sore point. But practise your best haggling skills and negotiate a few thousand pounds off (which we suspect Vauxhall dealers will be happy to do) and it all of a sudden becomes a far more desirable choice.

Facts at a glance

• Model: Vauxhall Corsa Electric
• Price: £32,445
• Model as tested: Vauxhall Corsa Ultimate Long Range
• Price as tested: £38,585
• Powertrain: Single electric motor with 51kWh battery
• Power: 154bhp
• Torque: 260Nm
• 0-60mph: 8.0 seconds
• Top speed: 93mph
• Emissions: 0g/km
• Range: 246 miles
• Max charging rate: 100kW

James Baggott packs the crew from the local lifeboat station into his RS6 estate for a series of call-outs

Emergency services vehicles come in all shapes and sizes – but you certainly don’t see many Audi RS6s called into rapid response action.

However, after the failure of our lifeboat station’s usually-trusty Land Rover Defender, that’s exactly what I’ve been asking of my long term super estate.

As well as writing about cars for a living, I volunteer as a coxswain for my local independent lifeboat station, Gosport & Fareham Inshore Rescue Service, or GAFIRS as it’s known locally.

Operating in The Solent and Portsmouth Harbour, the service delivers the same frontline search and rescue service to UK Coastguard as the RNLI, but unfortunately without the enviable funding the national charity enjoys.

During our recent spell of early September sunshine, the lifeboat was called into action frequently and with our lifeboat moored in the local marina away from station for a while, we’d usually use our station Defender to get us there – but, just when it was needed, the S-reg model suffered a breakdown.

Enter stage left a stand-in from Germany. While it might not have the off-road capability of the Land Rover, the RS6 more than swallowed our crew, dressed in their bulky and rather hot dry suits, along with all their kit in the cavernous boot for a series of incidents.

We don’t have dispensation to speed to incidents in cars (on the water it’s a different matter), so we couldn’t really utilise the RS6’s 591bhp, or test out the 3.6 second to 0-60mph sprint time.

However, I can report the freezing air con is great at helping cool four crew sweating in their boil-in-a-bag drysuits. My colleagues all remarked how nice the interior was. I can’t disagree with them as after a few months behind the wheel of the Audi I really have no complaints.

While other long term test cars over the years have had little niggles that increase in annoyance as my time with the car increases, the RS6 has nothing to moan about. It’s wonderfully comfortable to drive and equally thrilling when you do get the opportunity to stretch its legs. For me, at least, it’s pretty much the perfect car.

It hasn’t just been lifeboat call-outs the RS6 has been helping out with either. Over the last few months a continuing house renovation saga has called it into DIY action too.

At the wood merchants it easily helped cart some 2.4m lengths for a new ceiling I was building. I was impressed it managed it with the rear seats down and the lengths poked between the front seats.

We’ve also been on holiday recently and I was delighted that the boot took four large suitcases and a push chair without the need to put any seats down when we travelled to the airport. I’ve struggled to get as much in some SUVs.

Without wanting to open up old internet arguments, I noted the huge debate that raged recently following Volvo’s decision to axe estates, like the V90 and V60, from its line-up in favour of SUVs. Some people bemoaned the decision, while others said they preferred off-roaders.

You can probably guess which camp I sit in – firmly on the estate’s side. While I can appreciate the driving position of an SUV, I much prefer the driveability of an estate and I’ve never struggled with their practicality.

Add in a monstrous engine like the RS6’s and, in my book at least, you’ve got an absolute winning formula.

It’s pretty safe to say I’m thoroughly enjoying my time with the Audi so far. Whether I can convince my colleagues at the lifeboat station that it would make a ‘sensible’ replacement for our Defender is another matter altogether.

Facts at a Glance

• Model: Audi RS6
• Price as tested: £106,020
• Engine: 4.0-litre V8
• Power: 591bhp
• Torque: 800Nm
• 0-60mph: 3.6 seconds
• Top speed: 155mph
• MPG: 22.4mpg (combined)
• Emissions: 286g/km CO2
• Mileage: 14,561

The new Lotus Eletre is the Norfolk-based firm’s latest electric SUV. Jack Evans has headed out to Norway to see what it’s got to offer.

What is it?

It’s a Lotus, but not as you might know it. The Hethel-based firm might be best known for its lightweight sports cars – think the Elise or hardcore Exige – but it’s now switching to focus directly on electric vehicles. It has already kickstarted this transition with the Evija hypercar but it’s this, the new Eletre, which is how Lotus plans to enter into the flourishing premium EV market.

With some serious backing from parent company Geely, the Eletre is a car jam-packed with technology and cutting-edge features – but is it still a thoroughbred Lotus or just another battery-powered SUV? We headed to Norway to find out.

What’s new?

There’s a lot going on here. The Eletre uses a Geely-sourced platform which you’re set to find underneath a number of other models within the group. But, with Lotus at the tuning helm, we’ve got a more driver-focused setup with clever damping control to ensure that this 2.5-tonne beast stays as level as possible through the bends.

But inside, there’s a whole lot to take in as well. The Eletre is one of the first cars to use an infotainment setup that uses technology sourced from computer gaming, meaning that it’s sharp and quick to respond. There’s also the option to have this Lotus as either a four- or five-seater, with the former bringing two comfort-focused chairs for the rear passengers to relax in.

What’s under the bonnet?

From launch, there are three flavours of Eletre – the standard car, Eletre S and range-topping Eletre R. Separating those two initial specifications is a boost in standard equipment but performance and power remain the same; in the R, things are taken up a level. For this test, however, we’re in the middle-rung Eletre S.

A single motor brings 603bhp and 710Nm of torque, equating to a 0-60mph time of 4.3 seconds and a top speed of 160mph. But, as with any EV, range is king – and the Eletre does quite well in this respect. Lotus claims up to 373 miles from a charge – but bear in mind that this can only be achieved on 20-inch wheels. They’re available as a no-cost option, but are the smallest available on this car.

What’s it like to drive?

Okay, so to address the elephant in the room – this is in no way a lightweight, modern interpretation of an ‘original’ Lotus model. It’s a large, heavy SUV built to deliver some pretty impressive performance while still remaining as comfortable as you’d want a high-riding car like this to be. Put previous assumptions about Lotus aside and this is one fine-handling model; the steering is sharp and accurate and the regenerative braking is handy with its three modes – though we don’t like the split-design paddle behind the wheel.

It rides pretty well, too. At slower speeds you can feel the car’s suspension struggling to mask the car’s weight, but it’s very accomplished at keeping the Eletre level and honest through the bends. There’s also no piped-in ‘electric’ noise, which is quite refreshing after several EV models which sound like a Hollywood film every time you press the throttle.

How does it look?

It’s going to divide opinion, this one. The Eletre hits the road with a very distinctive look, that’s for sure, with all manner of angles here, there and everywhere. There’s some active aerodynamics going on, too, with open and close flaps at the front helping to reduce drag when required thus improving range.

There’s very little to tie it to Lotus models of old, apart from a smattering of original Colin Chapman – the founder of Lotus – logos dotted throughout the cabin and on the outside pillar.

What’s it like inside?

It’s quite dramatic inside the cabin of the Eletre, but everything is beautifully finished. The seating position is high, but the sports seats are comfortable and nicely supportive. Prices for the Eletre start from £89,500 – or £104,500 for our ‘S’ version – and it definitely feels worthy of this tag. The material quality is great, as it is the general fit and finish.

As we’ve touched upon, the Eletre can be optioned in either five- or four-seater configurations, and we’d be tempted to lean towards the former just because it lends a little more practicality to this EV and allows you to fully lower the seats to expand the boot. You also get more boot space as standard – 688 litres over the four seater’s 611 – which expands up to 1,523 litres with the seats down. A useful ‘frunk’ adds an extra 46 litres, too.

What’s the spec like?

The Eletre certainly commands quite a high price tag, but it’s got absolutely loads of technology on board to help justify this. The main focal point is the 15.1-inch OLED screen in the centre of the dashboard. At just 10mm it’s impressively thin, but it’s responsive and accurate with plenty of functionality. You can’t get Apple CarPlay at present – it’s said to be coming via an over-the-air update – but it’s more than user-friendly enough to begin with anyway. There are quite a number of menus, mind you, but it’s good that there are chunky physical controls for the heating.

The Eletre is also kitted out with some of the latest assistance systems available. At the front and rear you’ll find deployable LIDAR setups; they can’t be operated to deliver self-driving functionality at present due to local regulations, but it certainly puts the Eletre in good stead for the future.

Verdict

The Eletre isn’t just a good electric vehicle, it’s a good car in its own right. Though Lotus might’ve been behind the pack for EVs, the Eletre has put it firmly out in front and well ahead of rivals who have yet to introduce their own performance EV.

Sure, it might not tie in to the original Lotus lightweight philosophy, but the Eletre’s execution, delivery and driving stye are everything you’d expect from the team in Hethel.

Facts at a glance

• Model: Lotus Eletre
• Base price: £89,500
• Model as tested: Eletre S
• Price: £104,500
• Engine: Electric motor
• Power: 603bhp
• Torque: 710Nm
• Max speed: 160mph
• 0-60mph: 4.3 seconds
• MPG:
• Emissions: 0g/km
• Range (if applicable): 373 miles

The new Spectre marks a brand new electric age for Rolls-Royce. James Baggott has been finding out what this luxury EV is like.

What is it?

Back in 1900, Rolls-Royce co-founder Charles Rolls predicted in a magazine article that electric cars would be ‘very useful’ when ‘charging stations can be arranged’. Fast forward 123 years and the brand is finally launching Spectre, its first fully electric car, despite the fact no one could quite yet describe the UK’s charging infrastructure as being ‘arranged’.

Rolls-Royce says the century-long wait for its first EV wasn’t through want of trying. The car maker dabbled in electric propulsion with the 102EX Phantom back in 2011, but surmised after that project that charging would take too long and batteries weren’t good enough. But in the last decade technology has advanced quickly – and now the 329-mile range Spectre is ready for the road.

What’s new?

Pretty much everything on the Spectre is new – even the Spirit of Ecstasy bonnet emblem has been redesigned with a more aerodynamic profile to reduce drag.

The famous Rolls-Royce star-light headlining, which uses tiny LEDs to twinkle at night, has now been extended to the doors and it’s the first Roller to go fully electric. The Goodwood-based business has said it will never produce another car with a combustion engine again.

What’s under the bonnet?

Ditching the firm’s famous silky smooth V12 was never going to be easy, but Rolls-Royce believes it has found the ideal solution with this electric set-up. The 102kWh battery can be charged from zero to 100 per cent in 5 hours and 30 minutes on a 22kW charger. While most home chargers are 7kW, Rolls-Royce says it expects owners to have access to faster chargers at home and work.

Owners have told the car maker they actually prefer the benefits of charging as it means they won’t have to visit petrol stations any more and, presumably, be forced to mix with the hoi polloi. Buyers have, on average, access to another seven cars in their garage so when a trip could potentially cause range anxiety issues they’re expected to use something else.

Performance-wise the Spectre hits 60mph in 4.4 seconds, is limited to 155mph and produces 576bhp and 900Nm of torque.

What’s it like to drive?

This is a car that’s as good to drive as it is to be driven in – and before you ask, yes, most buyers drive themselves around. There were three important character traits that Rolls-Royce wanted its new Spectre to demonstrate: Silence, ‘waftability’ and a magic carpet ride. The designers are convinced this is what owners want – that and the ability to accelerate and brake ‘without spilling a drop of champagne in the back’. Yes, really.

While the champagne test wasn’t performed, we did get a good opportunity to drive it on the road and it’s nearly impossible to tell the difference between this and a V12. Both are silent and power delivery is remarkably similar. Engineers were told to design a ‘Rolls-Royce first, an electric car second’ and on the road, it’s clear they’ve nailed it. Power is delivered smoothly with no sudden explosive bursts as you’d expect in an EV. It’s linear and relaxing.

As for the wafting, magic carpet ride – these terms describe Spectre perfectly. It’s sumptuous and cosseting on all road surfaces. Our only slight complaint would be the steering – at times it lacked a tiny little bit of feel, but it hardly blots the copybook.

How does it look?

Spectre is the spiritual successor to the Phantom Coupe and was drawn to resemble luxury sailing yachts. It certainly has similar elegant lines and looks incredibly imposing on the road. The designers told us they were looking to recreate the slab-sided, single hull of a boat.

Up front, there’s the huge trademark grille and it’s available in a whole multitude of colours, including stunning two-tone paint jobs.

What’s it like inside?

Spectre is packed with clever, luxury touches. These include powered doors that open and close at the touch of a button, or when the driver puts their foot on the brake.

Rolls-Royce has redesigned the digital dashboard to match the colours of the car and even the sounds have been curated – the indicator noise is said to be a combination of ‘whisky tumblers and the ping of metal from the car’s air vents’.

What’s the spec like?

Rolls-Royce buyers are ultra-wealthy and used to having whatever they want – and the firm will give it to them. The car maker is cagey about the price, explaining that it’s quite uncouth to even speak about it, but when pushed the firm says Spectre starts at around £330,000.

Few will leave the factory costing less than £450,000, though. That’s down to the huge range of colours, finishes and options users can pick. You name it, and you can get it on a Spectre.

Verdict

The Rolls-Royce Spectre is simply joyful to drive. The marque set out to make the world’s most luxurious electric car and has excelled. The ride is wonderful, the power delivery sublime and its looks are a work of art. There are few cars on the road that are quite as perfect as the Spectre – but you’ll certainly have to pay for that privilege.

That said, if you need to ask the price, even Rolls-Royce admits you’re probably not the sort of person it’s looking to sell to. For the rest of us, it’s simply a desirable electric car we can only dream of owning.

VW’s largest people-carrier arrives, but can it impress as much as our outgoing Caddy? James Batchelor reports

What could possibly be the perfect replacement for the Volkswagen Caddy I’d been running since January 2023? That’s right – its larger and considerably more van-shaped brother, the Multivan.

Aware I’m quickly becoming a serial multi-purpose-vehicle-loving journalist, I’ve been living with some very practical cars over the past 10 months. So I’m probably ideally placed to tell you whether the Volkswagen Multivan is a good choice if you need a vehicle of its size and practicalities.

That verdict is some time off though because the Multivan has only recently arrived and I’m only just getting used to it. Let me describe why I’m running one for a couple of months.

Volkswagen, seemingly unlike any other carmaker at the moment, hasn’t abandoned the good old multi-purpose vehicle, or ‘MPV’, or people-carrier, if you will. Most car manufacturers have ditched these oh-so-practical vehicles and replaced them with more svelte and of-the-moment SUVs. For people who need to transport many people and things, this is proving to be a problem, and I’m keen to spend some time in a vehicle whose very purpose is to be practical.

Along with its Caddy range of small people-movers, Volkswagen has a plethora of different options for those requiring more space, more seats, more flexibility, more… well, more of everything. The Multivan is part of a three-prong replacement for the old ‘T6’ Transporter van; there’s a new Transporter van on the way (that’s based heavily on the new Ford Transit, actually), the retro electric ID. Buzz and this – the Multivan – which, incidentally, is the only one with ‘T7’ in its official name. It’s the more down-to-earth people carrier of the three and replaces the old Sharan (remember that?) and the Transporter-derived Caravelle.

I say down to earth, but no Multivan on sale in the UK is some basic bus with no personality, and certainly, not this one that’s arrived to stay with me. KY22 WXM comes straight off Volkswagen UK’s press fleet with a healthy 11,000 miles on the clock. In fact, I even drove this particular van last summer when judging the annual Caravan and Motorhome Club Towcar of the Year competition when it scooped the ‘Large Family Car’ gong.

Being a car straight off VW’s fleet it naturally comes in a fancy specification to begin with and has a whole smattering of optional gizmos. This one is in range-topping Style specification so it gets electric sliding doors, digital dials, heated front seats and an electric tailgate with hands-free operation.

The options fitted are an upgraded infotainment system (£294), wireless phone charging (for a pricey £432), a fabulous panoramic glass roof (£1,050) and the electrically deployable towbar (£900). The colour is extra too – Starlight Blue Metallic at £930 – and while it’s very smart, I can’t help but feel it gives the Multivan the air of being straight off an episode of The Apprentice. This vehicle also gets six four individual seats in the back to boost its mobile boardroom credentials.

Despite its name and it being sold under VW’s Commercial Vehicles division, the Multivan technically isn’t a car as under its boxy body lies the same platform used on the Golf, Audi A3 and a whole number of VW Group cars. That means it comes with a choice of engines that are all available in VW’s car range, so there’s a plug-in hybrid, some diesels and a couple of petrols.

Diesel would be the natural choice for a vehicle this large for me, but KY22 WXM gets the most powerful petrol – a 2.0-litre with just over 200bhp. I’ll have to report back on whether this is a good engine for such a hefty vehicle.

Initial impressions are good. I like the lofty driving position, the supple ride and the fantastic sliding console. There are a pair of runners that run from front to back allowing the console to be positioned anywhere in the vehicle. It contains some cubbies and a couple of cupholders, but also, rather neatly, it rises up allowing two tables to fold out from it. Again, perfect for candidates on The Apprentice or perhaps for picnics for children.

The Multivan won’t have it easy for long, though, as it’s off on a family holiday to Devon soon…

• Price: £58,253
• Engine: 2.0-litre petrol
• Power: 201bhp
• Torque: 320Nm
• 0-60mph: 8.8 seconds
• Top speed: 124mph
• Fuel economy: 31.4mpg (WLTP combined)
• Emissions: 207g/km
• Mileage: 11,260

After living with the RS4 sports estate for six months, James Baggott upgrades to the fastest of Audi’s load luggers.

If running an Audi RS4 for six months felt like a lottery win – I can only imagine this is what a Euromillions jackpot feels like.

Ok, so perhaps that’s a little overdramatic, but I must say I was rather excited when a nice man from Oxfordshire arrived with an RS6 replacement for my previous long-term loan Audi RS4.

What’s different about the bigger brother apart from the additional two in its name, I hear you ask? Well, actually rather a lot.

For the uninitiated, the RS6 is the undisputed king of the sports tourer world. It’s got more power – 591bhp no less, and a stomach-punching 800Nm of torque.

Those figures wouldn’t look out of place on a supercar’s specification and, in fact, they serve up performance that would humble most exotic motors, especially considering it can do it while carrying several sacks full of rubbish for the tip at the same time.

The 0-60mph dash is dispatched in as little as 3.6 seconds and it’ll go on to a limited top speed of 155mph.

Compared to my previous RS4’s stats of 444bhp, 600Nm and 0-60mph in 4.1 seconds – itself no slouch – you can see the 6 gets some healthy improvements.

While the increase in performance figures might appear small on paper, after a few weeks with the RS6 it’s become clear that this feels more like a performance car. The throttle is sharper, the exhaust note a little deeper and it’s shockingly rapid off the line.

The eight-speed gearbox can be switched between a normal ‘drive’ and ‘sport’ mode, and in the latter, it sounds louder, changes are swifter and everything feels more assertive. I’m looking forward to some fun drives over the summer, that’s for sure.

The biggest change, though, is the additional space. As much as I loved the RS4, it was just a little too small at times, especially with a kid’s car seat in the rear.

The problem with the 4 was you couldn’t put the front passenger seat back far enough to make it comfortable when the Isofix seat and base were in position. In the RS6, there’s lots more space and that additional legroom has certainly been felt by the family.

The other big noticeable difference – apart from the performance, of course – is with the tech. The RS6 benefits from a far more modern twin touch screen multimedia interface and digital dashboard and it’s really rather smart.

The haptic feedback on the buttons is a classy touch and it all seems very logically laid out. I’m still getting used to it, but it makes the car feel a lot more premium than its smaller sibling (not that I had any complaints there).

The RS6 also looks more menacing than the RS4. While I loved the smaller car’s proportions and subtle, aggressive lines, the RS6 has a much wider stance with a lower nose and angular diffuser at the rear.

I’ve already had plenty of compliments on the Ultra Blue colour, too. In certain light, it shimmers beautifully and several people have said how much they love it – usually while I’m pumping it full of fuel, which is often.

If I thought my trips to the pumps were frequent in the RS4, then I’m going to soon have a bulging points card at my local filling station thanks to the RS6’s thirst. On a couple of trips around town recently I’ve seen 11mpg. Yes, 11.

However, that said, on longer motorway trips, thanks to 48v technology that shuts down the engine and allows it to coast to save fuel, it manages to achieve high twenties. It’ll be interesting to see how fuel consumption settles down during my time with the car.

Facts at a glance

• Model: Audi RS6
• Price as tested: £106,020
• Engine: 4.0-litre V8
• Power: 591bhp
• Torque: 800Nm
• 0-60mph: 3.6 seconds
• Top speed: 155mph
• MPG: 22.4mpg (combined)
• Emissions: 286g/km CO2
• Mileage: 11,256

The M60i brings extra performance to the super-sized X7. James Baggott has been behind the wheel to see what it’s like.

What is it?

Meet BMW’s largest off-roader – now with added punch: The BMW X7 M60i. This is the German firm’s ultra-luxury SUV and is designed with well-heeled families in mind. It has acres of space for family transportation with two pop-up rear seats hidden in the boot floor and a sumptuous second row with so much leg space the toddlers will struggle to kick the back of your chair.

The huge SUV joined the BMW line-up in 2019 and was given a mid-life facelift at the end of last year with an updated front end and mild hybrid engines. It’s best to think of the X7 as the off-road version of the firm’s 7 Series bringing luxurious touches to off-road chic.

What’s new?

The X7’s refresh was relatively mild with most of the attention focused on the whopping kidney grille at the front. New daytime running lights and adaptive LED headlights were added, and at the back, the lights got a new look too.

Inside the curved display is focused towards the driver and showcases a huge amount of information. It also benefits from hand gesture controls, letting you turn the volume of the music up with a twizzle of your finger. However, this is more a passenger pleaser than actually of any use but is fun to use nonetheless.

What’s under the bonnet?

This review focuses on the top-of-the-range model: The M60i xDrive. This has an impressive 530bhp and 750Nm of torque available from its 4.4-litre V8 petrol. That’s enough to propel it to 60mph in just 4.7 seconds.

For our test drive, we travelled across France to the Alps in a 1,500-mile round trip. The engine was remarkably smooth and relaxing for the duration with spades of power in reserve when it was needed. While big V8s might be fast becoming a thing of the past, there’s a lot to be said for the silky smooth power delivery they can serve up.

Fuel economy for the trip was impressive too. Officially it will do 21.2mpg on the combined cycle, but we got closer to 30mpg thanks to long stretches of motorway miles. It helps that all engines now come with 48V mild hybrid technology which assists the engine to improve efficiency at higher speeds and can even drive the car electrically at very low speeds. The energy is created by braking regeneration and stored in a battery in the engine compartment.

What’s it like to drive?

Over the huge distances we covered during our test, the X7 was incredibly relaxing to drive. Despite its huge size, the road and wind noise was noticeable by its absence and the way the big SUV rides means we jumped out at the end of our 13-hour drive reasonably fresh. The adaptive air suspension certainly helped.

It’s surprising how quickly you get used to the sheer size of the car and the clever parking cameras and sensors make it pretty easy to slot into parking spaces. We had a few issues with the radar cruise control on our trip, though, as it stopped working a number of times.

How does it look?

With the two extra seats in the rear boot floor – which rise and lower electronically at the touch of a button – the X7 is noticeably longer than its X5 little brother. But, despite this extra length, the proportions are still pleasing to the eye. The huge front grille won’t be to everyone’s tastes, though, but in the M Sport spec of our test car, it certainly looked menacing.

What’s it like inside?

There’s no doubt this is a luxurious SUV that could easily rival cars costing considerably more. We’d suggest it would give the likes of the new Range Rover and even a Bentley Bentayga a run for their money.

The new curved screen is wonderful to use and offers a huge expanse of space to display information. The 12.3-inch screen behind the steering wheel offers clever touches like augmented navigation directions that overlay arrows over a live video feed of the road ahead while the 14.9-inch control display is easy to manipulate.

The display and the software take a little bit of getting used to, though – but this is no complicated iDrive of old, which used to frustrate owners. The new version simply has so many screens and functions that it can take time to work out where things are.

We did find the button for the massaging seats, though, which offered heating, cooling and a variety of different back kneading modes.

What’s the spec like?

Our test model had the Comfort and Ultimate packs added. The first offers heated and cooled cup holders (very useful) as well as heated front and rear seats for £3,750. The Ultimate Pack (£11,000) adds extras including those aforementioned massaging seats, rear window blinds, an incredible Bowers & Wilkins sound system and a panoramic glass roof.

The standard specification is high to start with and includes 21-inch alloys, illuminated kidney grille, ambient lighting and metallic paint. Inside you get a sports steering wheel, four-zone air con and acoustic glass. Apple CarPlay and a wireless charging tray for your mobile are also included. M Sport specification models, like our test car, get extra badging and some additional design tweaks.

Verdict

There are very few BMW X7s sold every year – less than a thousand, in fact – and that’s a real shame because we think this is a genuine alternative to the likes of a Range Rover. It offers fantastic driver and passenger comfort, is packed with luxurious extras and, with this stonking M60i powerplant, is great fun to drive.

Wafting across France was a pleasure in the handsome SUV and with two children in tow, it coped with all the additional space requirements they demanded with ease. The boot is absolutely humongous, we loved the powered third row of seats that rise out of the floor at a touch of a button and it was very relaxing to drive. If you’re in the market for one of the largest SUVs around, the X7 certainly comes highly recommended.

Facts at a glance

• Model: BMW X7 xDrive60i
• Base price: £82,450Price as tested: £115,615
• Engine: 4.4-litre petrol
• Power: 530bhp
• Torque: 750Nm
• Max speed: 155mph
• 0-60mph: 4.7 seconds
• MPG: 21.2mpg
• Emissions: 277g/km

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