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The first thing that might spring to mind when you think of the Subaru Impreza is its rally heritage – which is fair enough when it wore the famous WRX moniker (World Rally eXperimental). Fortunately, this one doesn’t. What it is, is a good, contemporary, safety-focused family hatchback which does everything expected of it, while simultaneously failing to excel in any particular area.

Tested: Subaru Impreza 1.6 SE Lineartronic AWD.

The fifth-generation Impreza no longer carries the iconic WRX logo – at least in the UK. Instead, this inoffensive and honest hatchback is the only place where you’ll find the Impreza badge. It also retains a few characteristics of the old model, such as Subaru’s Symmetrical All-Wheel-Drive set up that is now standard in every new Subaru bar the sporty BRZ two-door coupe (itself a sister model to the Toyota GT86).

On the outside, the Impreza looks sharp, modern and well-designed, let down perhaps by an underwhelming rear end. The tail light clusters and boot design seem a little off and the test car had a tow bar which I found rather superfluous given that the uninspiring 1.6-litre naturally aspirated petrol engine only produces 112hp and around 150Nm of torque – giving it just about enough power to tow an empty wheeIie bin.

That aside, the current Impreza is a handsome looking car with a nicely aggressive look to its front end, some nice sharp lines and decent size doors.

A major criticism of the previous Subaru Impreza was the disappointing quality of its interior, but the current model is a noteworthy improvement. Mind you, European rivals set the bar quite high and the Japanese car doesn't topple the Volkswagen Golf as the undisputed leader when it comes to family hatchback interior quality.

Comfort too, has made forward strides with more space in the front and rear and a smooth ride that eclipses the Mk4 Impreza, despite the car's keenness for corners. The trouble is that the ride still isn't as comfortable as that of the VW Golf.

For the driver, the dials are clear and flank a central digital information display, while the eight-inch touchscreen infotainment system is mounted high for good access and visibility. There's an additional high-mounted central colour display that shows additional driving information, clock and climate control settings.

Most drivers will have plenty of room to adopt a comfortable position behind the wheel, while front-seat passengers aren't left wanting for legroom.

The same is true in the rear, where most occupants will find enough headroom thanks to a recess carved into the roof lining, while the Impreza's generous wheelbase means all but the most long-legged adults will be comfortable.

Decent everyday practicality means the Impreza sits well among the rugged estate cars and SUVs that make up the rest of the Subaru range. It also complements its stablemates when it comes to dealing with foul weather conditions and poorly surfaced roads – a customary Subaru forte.

Maximum luggage capacity is up just 5 litres over the previous model, but the Impreza can only muster 385 litres of boot space. For comparison, the new Golf has a 380-litre boot, while the Honda Civic offers 487 litres. However, few cars rival the Skoda Octavia hatchback, in which you’ll find a cavernous 590-litre boot.

The Impreza’s 60/40 split-folding rear seats lie flat when folded down and are operated via levers next to the headrests. Doing so reveals a practical 1,310 litres of luggage area. 

With only one SE trim level, every Impreza has the same high level of standard equipment. Despite the large central touchscreen, the infotainment screen has no native satnav capability, but standard Android Auto and Apple CarPlay mean you can use the navigation system on your phone.

17-inch alloy wheels are standard, as are cruise control, a reversing camera, LED headlamps and wipers, dual-zone climate control and heated front seats.

Autonomous emergency braking – controlled by Subaru's ‘EyeSight’ technology – is among a long list of standard safety features which also includes lane-changing assistance, rear cross-traffic alert and auto-dipping headlights.

Other than a choice of paint colours, no optional extras are available for the Impreza.

…and here is the Impreza’s Achilles heel. The offered combination of the 1.6-litre engine and transmission is not optimal, with just 112hp and 150Nm of torque from the normally-aspirated flat four. Opt for some brisk acceleration and your reward is an uncouth drone from the stepless CVT transmission and it’s a racket that hangs around longer than you'd like it to, noting the thoroughly lethargic 12.4-second 0-62mph time.

This isn't a light car at 1,376kg, so the upshot of regular calls for power is less than brilliant fuel economy. The quoted WLTP average is 35.9mpg, but in reality I achieved a little more than 32mpg average over the 381 test miles during the week.

Better news here…this time round, Subaru has reinforced the bodywork to make much stiffer than before, while the suspension has been redesigned for a ride height that's 5mm lower.

These efforts have paid off: the car leans only a little during enthusiastic cornering, encouraged by nicely weighted steering and huge reserves of grip from its four-wheel-drive system – a package the brand has been perfecting since 1972.

This is a 'proper' four-wheel drive layout - by which I mean a set-up that constantly shunts power to each wheel, rather than, as with cheaper systems, simply reacting when the front wheels slip.

The Impreza returned the highest-ever score in Japanese crash-testing and Euro NCAP, our equivalent body in Europe, have also been impressed. It scored five stars overall when last tested in 2017.

The Impreza's stiff body bodes well for crash tests, but an impressive roster of standard safety features mitigates the likelihood of an impact occurring in the first place. Subaru is proud of its EyeSight technology, which scans the road ahead to identify lane markings, pedestrians and bikes as well as other vehicles, activating autonomous emergency braking or lane-keeping assistance where appropriate.

Blind-spot monitoring is standard, as is rear cross-traffic alert and auto-dipping headlights Meanwhile, a reversing camera helps to reduce the risk of low-speed car-park impacts, while hill-start assist makes life easier when pulling away on steep gradients.

The current Subaru Impreza is far from a bad car – the handling and chassis are probably the best you’re going to get from a hatchback, but the CVT transmission and power deficit from the 1.6 engine make it a bit of an odd-ball.

In removing the 2.0-litre engine option, no manual transmission and no affordable, base-specification version, the current Impreza is probably not going to bring Subaru the mainstream appeal it so desperately needs in the UK.

Likelihood is that the car will continue to be bought by folk who trust the brand, trust the cars and genuinely need the all-weather capability afforded by the impressive all-wheel drive system. And if you’re one of those, you’ll like Impreza as much as ever.

2018: January – First customer deliveries to Subaru retail network.

Engine: 1.6-litre, 4-cylinder, naturally aspirated.

Transmission: Stepped CVT (constantly variable transmission).

Luggage capacity (row 2 seatbacks up/down): 380 / 1,310 litres.

At CUPRA – the performance arm of Spanish automaker SEAT – a team of innovative engineers is transforming the way vehicles are developed by printing car parts.

CUPRA is using state-of-the-art, multi-jet fusion technology to fashion parts in a fast and efficient way. For its new Leon Competición racing car, engineers at CUPRA have 3D printed the model’s door mirrors, air intakes and cooling intakes.

The technique enables the manufacturer to reduce the vehicle’s fuel consumption while also increasing stability, speed and safety – vital in both motorsport and road car applications. 

The process of printing a mirror can take around 20 hours, but CUPRA can print six at a time, giving the team the ability to create different designs simultaneously. This means CUPRA can quickly test the varying prototypes in a wind tunnel to find out which is best for aerodynamics.

When taken to this controlled environment, the printed parts are fitted to the car and face winds of more than 180mph while sensors study the impact on individual surfaces. The car's resistance data is displayed on screen where engineers and designers compare the results for the different printed parts.  

As the smallest margins can make the difference in motorsport, it is crucial the 3D printed parts play their part in reducing fuel consumption while also increasing stability, speed and safety. 

Xavi Serra, head of technical development at CUPRA Racing, said: “For the new CUPRA Leon Competición, we modelled the steering wheel's centre control module, the bonnet air vents, door mirrors and the brake and water-cooling inlets.

“The main goal is to have a lot of parts in a short time. We can quickly test a wide variety of designs and furthermore, this technology enables us to react swiftly to any changes in the design process.

“The bigger the variety of parts we can test in this facility, the better. It enables us to make much faster progress. The results were excellent and some were even surprising, because we were looking to push the material to its limits.

“This technology is and will continue to be key in countless fields to make the most complex ideas a reality.”

The final development of the 3D printed parts was on a racing circuit, with CUPRA testing the Leon Competición on the Portimao track in Portugal.

So far, CUPRA has been printing parts for its Leon Competición – its 180mph 335hp, 2.0-litre touring car inspired by the new SEAT Leon family hatchback – and the e-Racer, an electric touring car which does 0-60mph in 3.2 seconds.

CUPRA: 3D printing deployed for car development

The Fiesta ST is powered by a 200hp turbocharged 1.5-litre three-cylinder EcoBoost engine that drives the front wheels through the aforementioned six-speed transmission. At £24,395 OTR, the Fiesta ST3 delivers affordable thrills that reward drivers of all skill levels.

Ford Fiesta ST 5dr Review

Tested: Ford Fiesta ST3, turbocharged 1.5-litre EcoBoost S/S, 6-speed manual.

RR Prices: £24,395 (BIK 31%). As tested: £26,445, see options fitted below.

Fiesta range from £16,115 (3dr ‘Trend’, 1.1-litre Ti-VCT 75hp, 5-sp manual).

You’re in the market for a compact hot hatch and, to be fair, you’re feeling a tad underwhelmed with the current offerings. Admittedly, the Fiesta ST is receiving a helping hand these days thanks to the present dearth of direct rivals.

The inevitable GTi variant of Peugeot’s new 208 has yet to be announced, and there’s no word of an RS-badged Renault Clio either. The stonking 257hp Toyota Gazoo Racing Yaris will only become available in early 2021…for at least £30k. The MINI Cooper S is far less fiery than the Fiesta ST and frankly, also too expensive. The ST’s only tangible threat comes from the Volkswagen Polo GTI and, perhaps – just perhaps – the Suzuki Swift Sport.

So you didn’t have to, I’ve spent the last week self-isolating with ‘XBW’ – a Ford Fiesta ST, 1.5-litre EcoBoost S/S, 6-speed manual, presented in ‘3’ trim with a ‘Silver Fox’ paint finish.

All Fiesta ST’s (there are two) come with 17- or 18-inch alloy wheels, tweaked exterior styling featuring a unique ST upper grille, front bumper, rear bumper, diffuser and unique paint colours.

Those familiar with the regular Ford Fiesta will recognise most of the ST’s interior; it’s more or less business as usual, save for a few sporty touches.

Chief among these are a set of very supportive Recaro sports seats (with an even more adjustable version as an option), which perform very well at holding you in place during fast cornering and directional flicks. The driving position is excellent, which is more than can be said of some of the Fiesta ST’s closest rivals, which often sit the driver too high up.

Fiesta ST’s also benefit from an ST-Line flat-bottomed steering wheel, sports pedals and three drive modes – Normal, Sport and Track – which also comes as standard.

The ST’s dashboard is carried over from the standard Ford Fiesta, albeit with a few small changes. Carbon fibre-style trim, that delightful flat-bottomed ST-badged steering wheel and a metallic-finished gear lever all feature, while optional shift lights sit in the dial cluster.

Understandably, the Fiesta ST is no less practical than the regular Fiesta models. There’s ample space inside both three and five-door models, meaning it’s as family friendly as a car of this type can be. However, the five-door Fiesta - by rote - offers greater practicality and the rear doors open particularly wide too.

Front occupants get the best deal in either-bodied Fiesta ST, as the excellent Recaro sports seats are supportive, adjustable and comfortable. Legroom in the rear is much the same as standard versions, meaning there’s about as much space as you’d find in the back of a Polo GTI. Headroom is still an issue as in other Fiestas and taller passengers are best carried up front. This is particularly evident by the choosing of the optional opening panoramic roof.

The same array of centre and door cubbies feature on the ST as on the standard Fiesta; there’s a glovebox that’s 20% bigger than in the old model, while a one-litre storage bin can be found in the centre console. Each door pocket can carry a 500ml water bottle with ease.

The Fiesta ST is exactly the same as other models in the Fiesta range when it comes to the boot and that’s no bad thing. There’s a wide tailgate that opens to reveal a 292-litre boot; fold the rear seats and this expands to a usable 1,093 litres.

As with other Fiestas, an optional variable boot floor will help you make the most of this extended space or to store smaller items separately.

There are two trim levels from which to choose - ST2 and the ST3 as tested. There's a comprehensive list of standard equipment, including ST-specific styling inside and out, sports suspension, Ford’s SYNC 3 infotainment system with DAB radio, Apple CarPlay and Android Auto functionality, cruise control and Ford’s ‘NCAP Pack’, which includes lane-keep assist and a speed limiter.

The ST2 trim also includes climate control, heated seats, blue seatbelts, a B&O Play stereo and a larger eight-inch infotainment screen are all added.

Top-spec ST3 versions get the largest 18-inch alloys, red brake calipers, satnav, automatic wipers, an auto-dimming rear view mirror and a suite of driver assistance systems that includes traffic sign recognition, automatic high-beam headlights and driver alert.

With the ST3 grade being the very top-end Fiesta available in the UK, there were just three options fitted to the very-well equipped test car: Exclusive ‘Silver Fox’ paint (£750), Sliding panoramic roof (£700), and full LED headlamp clusters (£600). Total value of options: £2,050.

Both the Ford Fiesta ST2 and ST3 are powered by a potent 1.5-litre three-cylinder, turbocharged EcoBoost petrol engine delivering 200hp on full whack, plus extra low-down power when the standard over-boost feature kicks in.

The 0-62mph sprint takes a brisk 6.5 seconds and the car’s top speed is 144mph. The engine feels strong, producing a suitably throaty exhaust rasp, aided by Ford’s Electronic Sound Enhancement, which uses the car’s stereo to further improve the sound. Select Sport or Track modes and the car’s exhaust will pop and crackle when you lift off the accelerator.

The previous Fiesta ST’s 1.6-litre four-pot was more willing to rev to its red line, whereas the new model’s three-cylinder doesn’t feel like it needs to be revved past 5,750rpm. However, keen drivers will enjoy the ST’s delightful short-throw six-speed manual gearbox.

Some hot hatch rivals offer a more traditional four-cylinder engine, but those looking for great performance and oodles of fun will not be left wanting by the Ford’s three-pot star.

Driving the Fiesta ST isn’t so much about the car’s engine but more about its excellent handling. The ST is sharp and responsive, with quick steering that feels well matched to the available grip. Those wanting to make fast, unfussy progress will be able to drive cross-country at a blistering pace, but the ST can also be thoroughly entertaining if you’re a keen driver trying to enjoy the road for its own sake.

Add the optional Performance Pack (costing around £900, but standard on the ST3) and you’ll benefit from a limited-slip differential made by specialist company Quaife; this helps the ST put its power down more convincingly, especially when exiting corners, limiting excessive wheel spin.

Launch control also comes as part of the pack, making fast getaways a breeze, along with shift lights to let you know when best to change gear.

During the test week, a total of 296 miles were driven over mixed roads at an average speed of 31mph, with 9:11hrs of driving time. While no attempt was made at frugality, the average fuel consumption was recorded at 42.2mpg, which sits in the upper echelons of the ‘Low-High’ WLTP band of 32.1 – 46.3 mpg.

The Ford Fiesta ST benefits from the standard Fiesta’s five-star Euro NCAP rating. This was broken down into adult and child occupant protection ratings of 87% and 84% respectively, while a rating of 64% was given for pedestrian protection.

The Fiesta’s 60% driver assistance rating is only average, but there are a number of systems that come as standard on certain ST models that don’t feature further down the Fiesta range, including lane-keep assist, traffic sign recognition and driver alert. Optional LED headlights and a blind-spot monitoring system are options worth adding to make your Fiesta ST as safe as possible.

Ford has revisited its Fiesta ST recipe and enhanced it even further. Replacing the previous 1.6-litre four-pot with a 1.5-litre turbocharged three was an inspired move.

If you’re still in the market for a hot hatch with a circa-£25k budget, then the hugely enjoyable Ford Fiesta ST should be at the very top of your shortlist. Super quick, fun, yet five-door practical and economical, the latest Ford Fiesta ST is one of Ford’s finest hot hatches…ever.

2017: March – Premiered at the Geneva Motor Show.

2018: May – UK prices and model line-up announced.

2018: July – First customer deliveries via retail network.

Engine: 1.5-litre, 3-cylinder turbocharged.

Max output: 200hp @6,000 rpm / 290Nm of torque from 1,600 – 4,000 rpm.

Transmission: Six-speed manual gearbox, to front wheels.

Luggage capacity (row 2 seatbacks up/down): 292 / 1,093 litres.

The high-performance compact SUV has been revealed online and is expected to go on sale in the UK in April with a price tag in the region of £53,000.

The 2020 Mercedes-AMG GLA 45 S 4Matic+ that was due to be revealed at the cancelled Geneva Motor Show this week, has been revealed online instead. It goes on sale in the UK in April and first deliveries for the high-performance compact SUV are expected in summer with a price tag in the region of £53,000.

Delivering 415hp on full whack from its 2.0-litre turbocharged petrol engine, the GLA 45 S will be one of the fastest SUVs ever built. Aided by its sophisticated 4Matic+ all-wheel-drive system, it can reach 62mph from a dead start in just 4.3 seconds, topping out to an electronically limited 168mph – which should be scary enough for most drivers.

A lesser-powered 387hp Mercedes-AMG GLA 45 will be available in other countries, but not in the UK.

The engine in the GLA 45 S is currently the world's most powerful 2.0-litre and is also wedged into the Mercedes-AMG A45 S hatchback. An eight-speed automatic gearbox is fitted as standard. Interestingly, the engine has been turned around by 180-degrees, so the twin-scroll turbocharger is now at the back and the air intake towards the nose, improving efficiency and allowing for a lower-profiled bonnet. 'Two-stage' fuel injectors have been fitted to keep up with the engine's inevitable thirst for fuel in the higher rev range.

In addition to the omnipotent powerplant, the suspension, brakes and steering have also gone under AMG's knife. An adaptive suspension system dubbed ‘AMG Ride Control’ will be fitted with three settings aimed at comfort and fast driving. Six-piston front brakes should provide more stopping power and can be easily spotted thanks to red painted callipers and black AMG lettering, while the steering has settings for relaxed and ‘enthusiastic’ driving.

Using the infotainment screen, drivers will also be able to switch between different settings for the ESP system for the first time. Labelled 'Basic', 'Advanced', 'Pro' and 'Master', the extra layer of customisation will range from preventing skids in the Basic mode, to allowing some oversteer in Master, which is best left for track use.

Exterior changes include bloated wheel arches, 19-inch AMG alloy wheels, LED headlights and a motorsport-style rear bumper diffuser, while a large rear wing will be optional. Inside there's a Nappa leather sports steering wheel and sports seats with contrasting yellow stitching.

2020 Mercedes-AMG GLA 45 S 4Matic+ The world’s most powerful T2.0-litre!

The Audi RS5 Sportback is a fast five-door hatchback that's an alternative to more traditional super-saloons
like the BMW M3, Mercedes C63 and Alfa Romeo Giulia Quadrifoglio Verde.

Review: Audi RS5 Sportback

Tested: Audi RS5 Sportback, Audi Sport Edition

 From the top, it’s important that you know how much I like this car. Enormously, as it turns out. So, you may, at any time prior to the verdict some 1,300-odd words further down, want to revisit this opening paragraph…for the purposes of balance, you understand.

#NotFakeNews: There is such a thing as a car that's too good. Most of the premium quality cars currently available at any price point still carry a few notable flaws – either outright deal breakers or niggly-nagglies – that remind you that humans are still in charge of their respective designs and build.

Rarely does a car come along that makes you wonder if the entire development team was replaced by overly scrutinous androids. The 2019 Audi RS5 Sportback is one such car, and its class-leading antics are almost frustrating in their pitch-perfect execution.

The Audi RS5 Sportback is a fast five-door hatchback that's an alternative to more traditional super-saloons like the BMW M3, Mercedes C63 and Alfa Romeo Giulia Quadrifoglio Verde. You'll pay more for the Audi than the M3 or Giulia but the Mercedes is slightly more expensive than all three.

In many respects, the RS5 Sportback is identical to its coupe sibling, but has two extra doors and an additional 60mm between the axles for improved rear comfort.

Unlike similar feral products from the likes of BMW M or Mercedes-AMG stables, Audi Sport’s fastest models tend not to look like they could kneecap you for no immediately apparent reason. Their performance-oriented styling is usually more subtle and conducive to flying in under the radar.

But while this RS5 Sportback would likely still come across as the more sophisticated member of a trio comprising a C63 and an M3, the 20in alloy wheels, high-gloss black trim pieces and louder sports exhaust introduced as part of the Audi Sport Edition mean it can still turn heads.

Turning more heads and being the trigger for indiscriminate curb side/traffic light chatter was the Sonoma Green paint colour. While undoubtedly a bold left-field choice, I really loved it and thought it well-suited to the character of the car.

Inside, it’s back to RS5 business as usual for this Sportback model. You get a lovely interior with plenty of plush materials, a slick infotainment system with smartphone mirroring, and Audi’s signature Virtual Cockpit digital driver’s display.

Audi’s top-spec Navigation Plus infotainment system comes as standard, along with the brand’s Virtual Cockpit. This replaces the conventional analogue instrument panel with a 12.3in high-resolution digital display that can show information on speed and revs in the form of conventional gauges; satnav instructions or performance data, or several combinations of each.

The driving position is tough to fault, too, with plenty of seat and steering wheel adjustment and a comfortable backrest that provides plenty of upper back support. You can adjust both the bolster and lumbar support to find a supportive position, and they even have a massage function to accompany the heated elements. 

Even if you’re extremely tall, you’re unlikely to have any complaints about how far your seat slides back or how much room there is above your head, despite how its standard panoramic roof reduces ceiling height compared to the regular A5 Coupe or Sportback.

The Sportback also gains a large rear hatch, making it a truly practical vehicle, despite its 465-litre boot being 15 litres down on the Giulia, M3 and C63. With a bigger boot opening than its saloon rivals, it's easier to load bulky items, and with the rear seats folded down there's space for flat pack furniture and even a bike.

It might have an Audi badge glued onto it, but the RS5’s 2.9-litre V6 petrol engine is shared with the Porsche Panamera 4S. Thanks to its twin turbochargers, this engine delivers 444hp and 442lb/ft (600Nm) of torque and feels much more urgent low down in the rev range than the previous V8-powered RS5.

Even so, it’s worth revving the V6 hard to make the most of its performance. Do this and the quattro four-wheel drive system provides traction to slingshot you off the line, making the 3.9sec 0-62mph time seem entirely plausible – and it’ll top out at a governed 155mph.

Once on the move, though, it never feels quite as quick as an Alfa Romeo Giulia Quadrifoglio, BMW M4 Competition Pack or the Mercedes-AMG C63. Mind you, you’ll be in licence-losing territory quicker than you can say Quadrifoglio.

The automatic gearbox has eight well-chosen ratios. It operates smoothly when you’re driving sensibly, although there is a noticeable delay to change down when you ask for a sudden burst of acceleration. It’s smooth and obedient when you take control manually, too, but isn’t quite as snappy to shift as the dual-clutch gearboxes in rivals. 

Set the car into Dynamic mode on the Audi Drive Select system and the automatic gearbox response sharpens up; it’s quicker to change down, allowing much easier overtakes. It also holds onto gears for longer so you can build up through the rev range for even more power.

The Dynamic mode also ramps up the noise from the optional sports exhaust; in this setting, you’ll find the engine howls and parps when you’re revving it, but the downside is a pronounced drone at speed. In Comfort mode, the engine note is more refined, but is sometimes intruded upon by rumbling road noise. 

Dynamic mode also adds weight to the steering, but it’s still quite heavy even in Comfort mode, making it difficult to turn out of T-junctions or parking spaces sharply. Enter a series of corners and you’ll find that it’s easy to place the front of the car, but while the optional Dynamic Steering system (which varies how far you have to turn the wheel, depending on speed) certainly helps you get around tight turns easier, it also reduces the sense of connection with the front wheels and makes it less instinctive to know what they’re doing.

However, no matter how hard you push, the RS5 never feels like it’s going to get too out of shape. Some may miss the sense of adjustability and ‘honed-to-hoon’ dynamism offered by the rear-wheel-drive Guilia, M4 and C63, but in the dry, the traction you get out of corners from Audi’s quattro system is virtually unbeatable.

Fast, frantic but perfectly practical, the Audi RS 5 Sportback aims to be the market's definitive mid-sized high performance five-door hatch. It gets a sophisticated quattro 4WD system and can hit 174mph on the Nürburgring but is just as happy popping to the skip on a weekend, or collecting your dry cleaning. The spec of this revised version looks impressive, including an RS sport exhaust system and a sport differential. You only truly get a sense of just how fast it is by following behind in something else.

Sure. Some alternatives are cheaper and sound more exciting and, while there’s a much-welcomed 60mm more legroom than the coupe, the rear can still feel cramped for those gifted with more height than I (which, to be fair, is pretty much everyone else).

I take nothing away from Audi’s ethos of quality and refinement but, compared with its rivals the RS5 Sportback feels like something of a blunt clinical instrument from behind the wheel, and one that perhaps lacks character. Some may say the RS5’s envelope hasn’t even been opened, let alone pushed.

An Alfa Romeo Giulia Quadrifoglio is more exciting, while the V8-powered Mercedes-AMG C 63 has a greater sense of occasion. But, hey, see paragraph one.

But what other high-performance four-wheel drive mid-sized hatch of this sort is there to challenge this one? The closest thing the market has to offer, a rear-driven Mercedes-AMG C 63 wagon, wouldn't give you the all-round grip and really needs a dry racetrack and a licence to burn rubber if it's to appeal over an RS5 Sportback.

As for a high performance SUV, forget it: you'd be all over the place just trying to keep this Audi in sight. Drive it and you'll experience a slightly guilty thrill as if something this much fun really couldn't be legal. Indeed, one day cars like this might well be legislated out of existence.

In the meantime, enjoy this one while you can. The robot in me loved it.

Fast Facts: Audi RS5 Sportback Sport Edition

Engine: 2.9-litre TFSI twin turbocharged V6.

Transmission: Audi quattro AWD, via 8-speed tiptronic automatic

Most of us drive front-wheel drive vehicles. That’s because for the majority of vehicles manufactured it’s the simplest and cheapest solution. But what exactly is the difference between front-wheel drive, rear-wheel drive and all-wheel-drive?

This is by far the cheapest of the three options. The engine and transmission are combined into a single unit making manufacturing as cost-effective as possible.

There is no driveshaft in FWD vehicles as no power gets transferred to the rear axles. This helps to save a huge amount of weight - improving efficiency and performance.

Since there is no driveshaft directly under the passenger seats there is also more room in the back, especially in the footwell.

Naturally, FWD vehicles will have more weight over the front wheels. This results in increased traction over the axle that is powering the vehicle. When driving in rain, sleet and snow, this added traction will help to prevent slides, keeping you safe.

One of the huge downsides to FWD is that the job of steering and powering the vehicle is assigned to the same axle. This means that when travelling at high speeds through corners there is often a great deal of understeer. Understeer is when the front wheels cannot get enough traction to steer and the vehicle ends up going straight on. Unlike oversteer, there is little you can do to try to correct understeer once it begins.

This phenomenon is when there is so much power passing through the wheels at the front that they actually steer slightly in one direction.

This only really affects vehicles with higher powered engines; usually 300bhp+ and usually only when trying to accelerate very quickly, especially from a standing start or at low speeds. If you’re in the market for a Ford Fiesta though, you can ignore this one. 

Because the vehicle is driven from the front axle it is rare you will be able to “kick the back out” and many drivers prefer the personality of a rear-wheel drive car.

Although FWD vehicles tend to have better traction than their RWD counterparts, they still lag behind AWD vehicles, which hold the crown when it comes to grip. If you live in a climate that sees lots of rain or snow, or you plan on doing a lot of off-road driving, an all-wheel drive vehicle may be your better option.

Rear-wheel drive cars have great weight distribution. The engine is usually still at the front (with a few exceptions - the famous rear-engined Porsche 911 being one) and the differential is at the rear. This helps to spread the weight evenly across the whole vehicle. Better weight distribution means better balance, and better handling.

Because RWD cars have more weight over the rear axle, and the rear-wheels drive the car, then if you overcook it into a corner you will usually end up with oversteer rather than understeer. Oversteer is easier to control than understeer if you know what you’re doing. That said, your better option is still just to slow down before entering a corner…

Separate axles doing steering and propulsion

Separating the propulsion from the steering allows for better handling and makes the vehicle more durable. Also, high performance vehicles struggle to put the power down and steer at the same time.

Because of the additional hardware (such as a driveshaft to transfer power to the rear axle) and the extra engineering involved, the cost of manufacturing RWD cars tends to be higher than FWD ones. Naturally, this cost is passed on to the consumer.

Less traction in snow and poor conditions.

One major grievance with many rear-wheel drive owners is the lack of traction on rainy days. With even the slightest hint of rain, and especially in sleet or snow, your fun and frolicky rear-wheel drive sports car will suddenly turn into your worst enemy. The lack of grip will send you oversteering and spinning off with even the slightest of presses on the accelerator. Of course, if you’re an experienced and assertive driver and you know what you’re doing then this is something you can factor into owning a RWD car without it being too much of a burden.

The first and probably the biggest benefit of all-wheel-drive is the fact that is has so much traction. The better grip improves handling and performance dramatically. At the end of the day the amount of power your vehicle has is irrelevant if it can’t get it down onto the road. As a result AWD vehicles are usually much quicker off the line than both fwd and rwd.

This is an obvious one really. All that grip means one thing - they’re safer. No matter whether it’s a glorious day or its pouring down with rain, if you own an AWD vehicle you know you’ll have the maximum amount of grip available. You’ll notice you have less understeer and oversteer than FWD and RWD vehicles.

The biggest downside to AWD? Put simply, it’s weight. They have even more additional hardware than RWD vehicles to be able to apply the power to both the front and rear axles. This means that even though they have more grip, you’ll be carrying a lot of extra weight which will affect your handling and performance.

Because of the added complexity with making a vehicle AWD you’ll also be paying the added cost, which can be several thousand pounds more than an equivalent FWD or RWD vehicle.

As a side note, new electric cars sometimes offer “through-the-road” AWD - where there is no driveshaft transferring some of the power to the rear. Instead they have a separate motor over each axle. This helps to remove a huge amount of weight. Genius?

In summary, there's no right or wrong when it comes to choosing a drivetrain. For many, the tried and tested, cheapness and easability of front-wheel drive make it a sound investment. It won’t empty your wallet, will keep you safe in the snow and with modern suspension will provide ample performance and handling for the majority of drivers.

For those who are after a more sporty drive, or simply prefer the racing pedigree of rear-wheel-drive then this might be worth splashing a bit of money on. You’ll certainly enjoy it more in the corners and enjoy the larger engines on offer. Just don’t get too upset when you’re having to order an Uber to work when there’s some slight drizzle outside.

And finally, if you want the best of everything - and are happy to pay for it - AWD seems to have pretty much every base covered. It can handle copious amounts of power, keep you safe and provide plenty of fun. It seems it has to be the one to opt for. Just don’t tell your neighbour with the BMW M4 or Mercedes-AMG C63s, as they’ll probably give you a huge spiel about why any true performance driver would only ever choose rear-wheel-drive. That said, a lot of the more modern AWD sports cars - such as the new BMW M5 - have a setting for RWD only mode. That’s problem solved!

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