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It wasn’t too long ago that Polestar was solely the performance engineering arm of Volvo, releasing a few significant Volvo performance models as a top-end Polestar trim grade.

Price includes deduction of £3,000 Government Plug-in Car Grant.

Nowadays, the phrase ‘Polestar Engineered’ is a trim–line of the currently available Volvo XC60, S60 and V60 ‘Recharge’ hybrid Volvo models, with Polestar’s expertise given to the development of the chassis and exhaust of those three models.

Now, as a stand-alone brand, Polestar is an electric performance carmaker jointly owned by Volvo Car Group and Chinese parent company Geely and enjoys specific technological and engineering synergies with Volvo. It’s an arrangement that facilitates the successful design, development and production of separately-branded, electric performance cars.

In 2019, Polestar revealed the 2 – the subject of this First-Drive Impression – as the company’s first fully electric, higher volume premium car. Arriving in the UK from July 2020, the Polestar 2 electric performance fastback comes with 402bhp / 660Nm, all-wheel drive, a 78kWh battery pack and a WLTP range of 292 miles

Polestar cars are built in China for all global markets. Recently, I popped up to Farnborough to try one out and filed this report…

The Polestar 2 rides on Volvo’s Compact Modular Architecture (CMA) platform, which is also deployed under Volvo’s excellent XC40 compact SUV.

The car has a saloon-look body style, but is actually a five-door hatchback with a slightly elevated ride height. This gives it a unique shape while still offering decent family practicality.

The Polestar 2 oozes Scandi chic with simple but bold lines. The front includes Volvo’s signature Thor-hammer LED daytime running lights and a rear light bar.

With a price of around £50,000, you would rightly expect a svelte and plush interior and the Polestar 2 delivers in most areas. The front layout is simple but attractive, with well-chosen materials that give the 2 an inviting feel. Wood trim and fabric help make the interior vegan-friendly – unless you choose leather upholstery as an optional extra (£4,000).

Lost keys should be consigned to history, as 'Phone-as-Key' tech senses the driver as they walk towards the car. This smart locking system can also allow collection drivers to pick up the car and delivery services to place items in the boot without the owner being present.

Mounted in the middle of the minimalist dashboard, the 11-inch portrait infotainment screen is the world's first to get Android's in-car infotainment software ‘Android Automotive OS’. It offers Google Assistant, Google Maps and apps, so should offer a great experience if you're an Android smartphone user, while Polestar claims Apple CarPlay will be coming at a later date.

Interior space is good with plenty of room for front passengers, but the same can’t be said for the rear seating with its small rear door opening. For an EV, it seems odd that there's a transmission tunnel robbing rear space for the middle passenger – until you realise that the Polestar 2's CMA underpinnings are shared with Volvo’s combustion-engined cars. The panoramic sunroof bathes the interior in light but also eats into headroom slightly.

There are two USB-C chargers for back-seat passengers to charge their digital devices, with another pair upfront, plus an inductive phone charger for wireless smartphone top-ups. The door bins could do with being bigger as their use will be limited.

Boot space is a reasonable 405 litres but fortunately the hands-free powered tailgate aids practicality. Folding down the 60-40 split rear seats will offer up 1,095 litres of skip-run space. Under the hood there’s a small 35-litre ‘frunk’ handy for charge cables, windscreen wash and other car-related detritus.

There is just the one exceptionally-well equipped ‘trim’ level for the Polestar 2 at launch. Those who like a little more performance from their EV may opt for the Performance Pack (£5,000) which adds larger brake discs, Öhlins dampers, Brembo front brakes, 20-inch forged alloy wheels and somewhat tacky gold highlights which include brake callipers, valve caps and seat belts.

Power comes from a 78kWh battery bank which drives two electric motors each mounted over an axle, providing all-wheel drive. Each produces 201bhp and 330Nm of torque, for a total system output of 402bhp and 660Nm. The result is an impressively quick family hatch that can zip from 0 to 62mph in 4.7 seconds.

Like all EVs, drive is direct and seamless, with the Polestar 2 topping out at 127mph.

The Polestar 2’s claimed range of 292 miles is more or less on a par with its nearest rivals and is an exact match for the Jaguar I-Pace, which also has a claimed 292-mile range.

As with all electric vehicles, getting as close as possible to the car's claimed range will require careful throttle application and smooth driving along with a dollop of decent weather (EVs don’t like the cold). Making regular full use of the Polestar's impressive power and torque will drain the range significantly.

As with all electric cars, most owners are expected to home- or work-charge most of the time. If you use a 7kWh system, recharging to 100 per cent will take around 11 hours. However, Polestar’s approved wallbox it will supply power at 11kW which will recharge to 100 per cent in about five and a half hours. 

On a longer journey, the 2 can latch on to one of the new 150kW DC rapid chargers which are beginning to appear in service stations, supermarkets and restaurants. This will top up to 80 per cent capacity in about 40 minutes, but if you just need a quick zap to get you home, it will deliver 60 miles of range in about 10 minutes. The more common 50kW rapid units will take around an hour to get to 80 per cent.

The Polestar 2 is keyless and the doors unlock as you approach the car; furthermore, you don't even have to 'start' the engine - all you need to do is sit in the driver's seat, press the brake pedal and select D on the stubby transmission controller to drive off. It's a simple routine that is sure to raise a smile every single time.

The example I drove was equipped with the Performance package that includes 20-inch alloys (19-inch are standard), stiffer suspension, adjustable Öhlins dampers and upgraded Brembo front brakes. Unless you’re driving on glass, the ride is overly – and notably – firm for the much of our crusty British road network. The £5,000 for the Performance Pack is a box best left unticked. I blame Tesla for triggering the trend of producing silly-quick electric cars – it’s so far removed from the ethos of an EV and totally unnecessary.

The Polestar 2 certainly grips well as it carves through longer corners, giving the driver plenty of confidence. You can tell the battery pack gives the car a low centre of gravity, but the steering is numb and lifeless.

Like most EVs, there are three levels of regenerative braking, with the strongest setting capable of bringing the car to a complete stop without touching the brake. Find a level that best suits your driving style and it is very possible to complete any journey without touching the brake pedal. Challenge accepted!

The Polestar 2 is yet to be crash-tested by the safety boffins at Euro NCAP – indeed, ‘Polestar’ isn’t even on the dropdown brand list yet. However, be reassured that as an all-electric sub-brand of Volvo and parent company Geely, you can expect the Polestar 2's safety, build quality and reliability to be strong from the off.

The car’s safety credentials benefit from the latest Volvo and Geely technology, including central airbags between the front passengers to further protect them in a collision.

It also gets a new generation of Volvo’s driving assistance features that can help accelerate, brake and steer the car at speeds of up to 81mph. A myriad of sensors monitor the area around the car, helping avoid or brake if a pedestrian, cyclist or vehicle is detected. The battery is also enclosed in an aluminium case to protect it from damage.

I loved the Polestar 2. It’s a genuinely desirable electric car with a useful range, slick infotainment, good performance and great build quality, along with a certain cool factor that will aid its departure from showrooms. 

Okay, the ride is on the firm side, taller passengers may feel cramped in the rear seats and the Tesla Model 3 has a bigger boot, but these are small blots on an otherwise clean copybook.

Once ensconced in the driver’s seat, I asked Google Assistant to tell me a joke and it responded…”I don’t really like coffee, it’s not my cup of tea”. The innovative Polestar 2 is my cup of tea.

2019: January		Model announced via online reveal.

2019: March 		Shown at Geneva Motor Show.

2020: August		First deliveries to UK customers.

Powertrain: Front- and rear-mounted electric motors driving all four wheels.

Power output: 402bhp / 660Nm, provided by a 78kWh (400V lithium-ion) battery pack.

Warranty: 3 years/60,000 miles (incl. roadside assistance and servicing)

Battery pack: Eight years / 100,000 miles.

Insurance group: 42 standard, 48 with Performance Pack.

Bentayga Speed with its mighty bi-turbo W12 engine remains the ultimate Bentayga for markets like the U.S., Middle East, and Asia Pacific region.

BENTLEY: 2021 Bentayga Speed – the fastest SUV in the world

Building on a tradition of ‘Speed’ models commencing with the Continental GT in 2007, the Bentley Bentayga Speed gets a cosmetic makeover inside and out, but the W12 engine's thunderous performance remains unchanged.

As before, the Bentayga Speed with its mighty bi-turbo W12 engine remains the ultimate Bentayga for markets like the U.S., Middle East, and Asia Pacific region. However, the only Bentley to offer the W12 engine is now the Speed, which is unlikely to join the UK range in the near future (but, never say never).

Prices in those regions are expected to start from around US$245,000 when it goes on sale in the first quarter of 2021.

What is significant about the latest ultra-quick Bentley to carry the Speed nameplate is the 1,000-odd changes and cleaned-up styling that have been applied to all models, including the V8-powered Bentayga we get here in the UK.

As before, the W12 lump under the Speed bonnet delivers 617 bhp and 900 Nm of torque from just 1,500 rpm. Performance is also unchanged, with a top end of 190 mph and 0-62 mph in 3.9 seconds. 

As Bentley’s CEO Adrian Hallmark says, “It’s important that we still recognize the customer desire for absolute performance. The new Bentayga Speed remains the fastest SUV in the world, but more than that, it’s also the most luxurious version of the new Bentayga.”

As with the recently updated Flying Spur and Continental GT, the 2021 Bentayga adopts a revised interior. There's a 10.9-inch touchscreen mounted under a showy central air vent and clock arrangement with a winged design reminiscent of the company's winged B logo. A new configurable digital dash is joined by a revised steering wheel and redesigned seats.

What sets the Speed apart is in the details. If you want Alcantara, the Speed offers it, placing the synthetic suede material on the seat cushions, in the centre of the seat backrest, on the steering wheel, and in other discreet places throughout the cabin. Optionally, all this Alcantara can be replaced with leather. The ‘Speed’ script is embroidered as standard in the backrest, but can be replaced with the winged Bentley logo at no cost.

The Mulliner Driving Specification appearance package is standard, including a special contrasting stitching through the diamond quilting—Bentley says one thread matches the leather, and the other contrasts, for a special look. ‘Speed’ badges adorn several exterior places, too.

Buyers can also select a ‘Black’ Speed specification. This exchanges the chrome exterior pieces with either black or carbon fibre trim; the wheels are also painted black and the large rear wing is replaced with a carbon fibre unit.

The refreshed design of the regular V8 Bentayga suits the Speed version well. Dark-tint headlights, body-coloured side skirts, unique front and rear bumpers and a striking, elongated tailgate spoiler are ways to spot the Speed model, along with the W12’s signature of ovoid exhaust finishers.

It promises to be a little more efficient than before, with new cylinder deactivation system that can allow the engine to run on just one bank of six. The Speed can also freewheel when you lift off at cruising speeds, for so-called ‘sailing’.

The 48-volt active anti-roll system – part of the Bentley Dynamic Ride setup – keeps the Speed level and comfortable, while the components of the ‘Sport’ drive mode have been beefed up for a more engaging drive.

For a flagship Bentayga model, there’s unlikely to be much on the options list, apart of course from the multitude of delights from the Mulliner bespoke department. As with the UK’s regular V8 model, there’s plenty of hand-crafted luxury in the finishes and materials inside the cabin.

However, what you won’t get with the UK’s V8 are those ‘Speed’ logos embroidered into the seat backrests – handy in case anyone thinks you’ve bought the slow one.

Audi has revealed the new 2020 Audi S3 range, based on the all-new A3 launched just last month. At 306bhp, it’s more powerful than before, and is available as a four-door saloon or a five-door ‘Sportback’ hatchback.

The S3 will take pride of place on top of the 2020 Audi A3 model range…at least until the new RS3 arrives next year. Prices start at £37,900 for the hatchback and £38,465 for the saloon, with the first customer deliveries beginning during the coming autumn.

The all-new Audi A3 already wears impressively sporty looks as standard, but the S3 adds to that with a large diffuser and four exhaust tips. Darkened headlights, a hexagonal grille mesh, bigger wheels, aluminium mirror caps and S3 badges also mark the car out as the current range-topper.

The starting price of around £400 more than the outgoing model will explain the generous list of standard equipment. Every Audi S3 gets LED headlights, Nappa leather upholstery, smartphone mirroring and Audi’s Virtual Cockpit digital instrument cluster. New driver assistance technology also features, including swerve assist and lane-departure warning.

Only one trim level will be available at launch on both the saloon and Sportback, but a fully kitted-out ‘Vorsprung’ specification is expected to arrive towards the end of the year. That is likely to feature matrix LED headlights, larger alloy wheels, an upgraded digital instrument cluster and additional safety tech such as adaptive cruise control and automated parking assistance. Prices are yet to be revealed for this model, but Audi usually puts a substantial price gap between Vorsprung trim and standard models.

The interior will be carried over from the new regular A3 range, so you can expect an eye-catching and hi-tech cabin. A central touchscreen and Audi’s Virtual Cockpit digital dials – both measuring around 10 inches – will be fitted as standard, and the gear selector will be a small toggle switch similar to those found in the new Skoda Octavia vRS and Cupra Leon. Unlike the new Volkswagen Golf and its derivatives, the climate control functions will still be operated by physical buttons.

Over the standard A3, S3 versions will feature a sportier steering wheel design, while other touches like aluminium pedals and suede-like seat inserts also feature.

Like the outgoing S3, the new model will feature a turbocharged 2.0-litre petrol engine, which has been used across various VW Group performance models. It produces a healthy 306bhp which is a slight increase over the previous S3, and the top speed will be electronically limited to 155mph. Reassuring quattro all-wheel drive and a seven-speed automatic gearbox will again feature, giving the new model a 0-62mph sprint time of just 4.8 seconds, regardless of body style.

Audi says the S3 offers great performance and cruising ability, enabled by adjusting the settings for the suspension, engine, gearbox and exhaust note. It means the car can be made quieter and more comfortable on long motorway journeys, with firmer and louder settings available for twisty and more entertaining back roads.

With regards to fuel economy, the official 39.2mpg is none too shabby given the performance on offer - although the 178g/km CO2 figure does mean that company-car drivers will face a top-tier Benefit-in-Kind liability of 37 per cent.

Following the launch last year of the Levante Trofeo with its 580 hp Ferrari-sourced V8 powerplant, the new Quattroporte and Ghibli are now available in top-end Trofeo specification, both fitted with the same 3.8-litre bi-turbo engine.

The Trofeo-badged pair are the fastest standard Maserati production cars yet, capable of a 203 mph top speed. The Ghibli Trofeo (the first Ghibli to feature a V8) can reach 62 mph from a standing start in just 4.3 seconds. The Quattroporte Trofeo takes just 0.2 seconds more.

While Maserati recently launched a mild-hybrid petrol Ghibli as it gears up for a big electrification push, the Italian marque hasn’t forgotten its customers wanting high-performance petrol variants.

Whereas the Levante Trofeo has four-wheel drive, the saloons are rear-wheel-drive, with power sent through a ZF-sourced eight-speed automatic gearbox. Peak power of 580 hp arrives at 6,750 rpm, while peak torque of 730Nm is created at 2,250 - 5,250 rpm.

Maserati has added a new Corsa driving mode to both Trofeo super-saloons, which improves throttle and engine responses, quickens gearshifts, fully opens the exhaust valves, stiffens and lowers the suspension and limits the intervention of the electronic chassis control systems. It also includes a Launch Control function.

Both the Ghibli and Quattroporte saloons get muscular styling upgrades to distinguish them from their lesser siblings and improve aerodynamic efficiency and cooling. Larger 21-inch alloys are also fitted. There are sporty new trims and leather sports seats inside to match, along with Maserati’s latest MIA infotainment, which is controlled via an enlarged touchscreen.

Maserati hopes this new sixth-generation four-door will boost its sales, but does it offer the necessary blend of performance and comfort?

The Ghibli and Quattroporte Trofeo are available to buy now, with the former at £103,890 and the latter at £126,890.

To highlight Maserati’s all-Italian identity, the colours chosen for the Trofeo collection launch are those of the country’s flag: green for Quattroporte, white for Levante and red for Ghibli, which combine with the burnished chrome-work and glossy red trims for a particularly aggressive and elegant look.

Ghibli and Quattroporte Trofeo will be built at Maserati’s Avvocato Giovanni Agnelli Plant in Turin, while the Levante Trofeo is built at the Mirafiori plant, also in Turin.

MASERATI: Hardcore Trofeo Ghibli and Quattroporte saloons

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.

Tag: performance

First Drive: Polestar 2 (UK review)

BENTLEY: 2021 Bentayga Speed – the fastest SUV in the world

New 2020 Audi S3 Sportback & Saloon

MASERATI: Hardcore Trofeo Ghibli and Quattroporte saloons

Review: Subaru Impreza

CUPRA: 3D printing deployed for car development

Review: Ford Fiesta ST 5dr

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

Review: Audi RS5 Sportback

Rear-wheel drive vs Front-wheel drive vs All-wheel drive - Which is best?

Tag: performance

First Drive: Polestar 2 (UK review)

BENTLEY: 2021 Bentayga Speed – the fastest SUV in the world

New 2020 Audi S3 Sportback & Saloon

MASERATI: Hardcore Trofeo Ghibli and Quattroporte saloons

Review: Subaru Impreza

CUPRA: 3D printing deployed for car development

Review: Ford Fiesta ST 5dr

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

Review: Audi RS5 Sportback

Rear-wheel drive vs Front-wheel drive vs All-wheel drive - Which is best?

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