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Audi has unveiled the sleek and slippery e-tron GT which has the Porsche Taycan and Tesla Model S rivals firmly in its sights.

It is Audi’s flagship electric car and is available in standard e-tron GT and RS performance versions. Full specifications of both variants will be made available closer to the car’s launch this spring.

Prices start at £79,900 for the e-tron GT, with the top-spec Vorsprung trim costing £106,000. That’s just £4,950 off the starting price of the RS e-tron GT, of which Carbon Black (£124,540) and Vorsprung (£133,340) versions will be available.

At the front, the e-tron GT is recognisably Audi with angled LED headlights and a wide ‘single frame’ grille. The majority of the grille is fared-in and body coloured because the two electric motors don’t require as much cooling as a petrol engine. There are oversized wheel arches to hint at the power on offer and the e-tron GT sits low to the ground, with a roofline that’s 17mm lower than the road-hugging Audi A7. Large alloy wheels range from 19 to 21 inches in size and there is a nine-piece external colour palette.

No exhaust pipes allows for a large aerodynamic diffuser, reducing lift to keep the rear of the e-tron GT stuck firmly to the road without generating range-sapping drag. There's also a retractable boot lid spoiler to provide downforce at higher speeds.

The e-tron GT boasts floor mats made from recycled fishing nets and a fully vegan-friendly interior that shuns leather in favour of synthetic upholstery. The interior look is familiar, with a layout inspired by the Audi A7 to provide a cockpit-like feel, while its width is accentuated by a dashboard centre section that flows outwards into the doors.

Although sleek and streamlined, the four-door e-tron GT still promises space for four adults. It will have a 405-litre rear boot and an additional 85-litre cable and oddment storage compartment under the bonnet. Inside, six-footers will fit in the back, and the battery cells have been arranged in such a way as to allow ‘foot garage’ hollows in the car's floor, which provide foot space for passengers.

With both marques being members of the Volkswagen Auto Group, the Audi e-tron GT shares many parts with the Porsche Taycan and is built on the same production line as the Audi R8 supercar.

Both standard and RS models bring impressive performance. The standard e-tron GT produces 469 bhp and reaches 0-62 mph in a little over four seconds, while the Audi RS e-tron GT has 590 bhp and accelerates to 62 mph in a blistering 3.3 seconds. Engage launch control and, for 2.5 seconds, maximum power is increased to 523 and 637 bhp respectively.

A motor on each axle delivers all-wheel drive, while the car’s top-of-the-range status means it gets Audi’s best chassis technology. All-wheel steering, air suspension and a rear differential lock are all part of the package, while you can spec carbon-ceramic brakes at extra cost.

The Audi e-tron GT is designed to be a grand tourer, so a long battery range is important. A 93 kW/h battery and a slippery aerodynamic body permit a projected range of 298 miles, which is some way off the Tesla Model S but is still respectable. The Porsche Taycan’s 800V technology is present here too, and allows superfast DC charging at up to 270 kW. Find a powerful enough charge point and the battery can be topped up to 80% in 23 minutes. Charging for just five minutes adds 62 miles of range – the electric equivalent of a £5 splash-and-dash.

AC charging at up to 11kW is included too and Audi says that 22kW will be available shortly after launch. This will allow easy overnight charging at home or at work during the day. Regenerative braking is on hand to top up battery range, with a single-pedal driving mode that negates brake pedal use.

AUDI: e-tron GT revealed - and an RS too!

The perfect storm has come ashore as order books open for the BMW M5 CS. The recently-revealed M5 CS is a hard core, lightweight version of the ‘regular’ M5 Competition saloon.

Boasting more power, an upgraded chassis and revised styling, pricing for the M5 CS starts from £140,780, with first deliveries expected in spring. 

The new, omnipotent M5 becomes the latest BMW to wear the brand’s iconic CS (Club Sport) badge, last seen on the M2 CS. When it goes on sale, the M5 CS will be a direct rival for the range-topping Porsche Panamera Turbo S and high-performance saloons like the Mercedes-AMG E 63 S and Audi RS6.

Styling revisions to separate the M5 CS from the standard car include a bespoke 20-inch alloy wheel design and a new quad exhaust system. Gold ‘M5 CS’ badges are dotted around the bodywork as well, with matching gold detailing on the front grille surround and side gills located on the front wings. A new yellow-tinted LED headlight design also features and will form part of the CS-signature in future models. 

To help reduce the car’s overall kerb weight, BMW has replaced several body panels with carbon fibre reinforced plastic (CFRP), including the front splitter, bonnet, wing mirror caps, rear spoiler and rear diffuser. A handy 70kg (155 lbs) – or one complete Bryan Adams – was shed as a result. The car’s carbon ceramic brakes are also lighter than the steel brakes used on the regular car, saving an additional 23kg. 

Power comes from the same bi-turbo 4.4-litre V8 petrol engine as deployed in the regular M5 Competition, but a modified ECU raises power by 10bhp to 626bhp. To cope with the stresses of track use, it has stiffened engine mounts and received modifications to both the cooling and oil supply system.

As a result of these engineering tweaks, the M5 CS manages 0-62 mph in a flat three seconds, which equates to a 0.3 second improvement over the M5 Competition. Top speed is electronically limited to 189 mph. 

Like the standard M5, BMW’s xDrive four-wheel drive system distributes power to all four wheels via an eight-speed automatic cogbox. The driver can choose to vary the power delivery to the front and rear axles, or disengage the front wheels entirely to send all of the power to the rear wheels (and that would be a brave fellow, indeed!.

Chassis tweaks include a revised suspension setup that’s borrowed from the M8 Gran Coupé, which rides seven millimetres lower than the standard car. A set of Pirelli P Zero high-performance tyres also feature as standard, along with carbon ceramic brakes to help improve stopping power.

The interior of the BMW M5 CS features a pair of lightweight carbon fibre racing seats, along with Alcantara trim on the steering wheel and carbon fibre paddle shifters. Merino leather and red contrast stitching also features throughout the interior, along with matching red trim on the seats. 

At the rear, the standard bench has been replaced by a pair of sporty looking individual seats, making the car strictly a four-seater. Other changes include unique ‘M’ inspired seat belts with red and blue stitching, and illuminated door sills sporting the ‘M5 CS’ logo. 

Both the infotainment screen and digital instrument cluster are 12.3-inches in size and feature a unique graphic display for ‘Road’ and ‘Sport’ driving modes. Switching the car into Sport mode brings up the ‘M View’ display in both the digital instrument cluster and head-up display which adds speed, engine revs and the current gear. The steering wheel mounted red ‘M1’ and ‘M2’ buttons can be customised to switch between different chassis modes by the driver.

BMW’s perfect storm: The new 626bhp M5 CS

The Audi RS 4 Avant has managed to carve out a specific and profitable niche in the performance car market. Performance estates will always fire our imagination in a manner few other vehicle types can. From 2030, cars like this are expected to be legislated off-sale....

Model tested: Updated (2020) Audi RS4 Avant TFSI 450PS Vorsprung tiptronic (£83,845).

Current Audi RS4 Avant range priced from £65,025 (Jan/2021)

Current Audi A4 Avant range priced from £32,910 (in Technik trim).

Performance estates will always fire our imagination in a manner few other vehicle types can. When we think of them, as can understandably be quite often, it’s nigh impossible to prevent the Audi RS4 and RS6 siblings from gate crashing our frontal lobes.

The German automaker almost single-handedly created the rocket-ship, family-shifter genre and remains inextricably linked to them. There is something hugely attractive about that genuine usability combined with grin-inducing performance. Mind you, as much as we think about them, not many of us actually buy a super-quick estate – which is a pity, because they’re bloomin’ marvellous!

This week, I’ll be taking a closer look at the smaller of those two performance estates, the RS4 Avant. The original (designated ‘B5’) model arrived at the turn of the century. The current iteration is the 2018, fourth-generation ‘B9’ first shown at the Frankfurt Motor Show (remember motor shows?) in 2017. In late 2019, the B9 received a series of subtle updates for its 2020 model year.

Just four days into 2021, ‘KY70CSF’ arrived. It was an RS4 Avant TFSI 450PS tiptronic, presented in top-end Vorsprung spec and finished in metallic Tango Red paint (£675).

During its seventh and final day under my stewardship, I took it out for a final blast across the South Downs National Park before the bad man came to take it away. As I waited for the blood to return to my fingers and my eyeballs to fully rehome, I mentally construed a few notes…

As quick estates go, true rivals to the RS4 Avant are less common than Trump truths. The only likely ones are the Mercedes-AMG C 63 S Estate (£75,458) and (possibly) the Porsche Panamera 4S Sport Turismo, which at £96,130 is somewhat pricier, though.

If it’s all about performance and space and practicality aren’t a priority, there are a few non-estate super quicks to consider such as the Alfa Romeo Giulia Quadrifoglio Verde (a comparative bargain at £67,195) and BMW’s M3 Saloon / M4 Coupe Competition pairing (at £74,755 and £76,055 respectively) which share the same 3.0-litre, in-line six powertrain and eight-cog auto’box.

Further down, I’ll pit the Audi RS4 Avant Vorsprung against these four rivals in a Technical Head-to-Head.

The current RS4 Avant received no new sheet metal, but the bumpers received a fair bit of Botox and swelled in their proportions resulting in front air intakes big enough to swallow oncoming traffic while the exhaust pipe finishers are the diameter of Johannesburg storm drains.

The 2020 model gets a wider and flatter single-frame grille, similar in style to the version found on the current RS6 Avant. It is filled with three-dimensional honeycomb in gloss black, typical of RS models. The RS4 adopted the regular A4’s most recent head and tail lights.

The side profile remains unchanged. The wheel arches are 30 mm wider at the front and rear compared to the regular A4 Avant. At the rear, a new twilight design should make it clear to the rest of the world that you are driving the latest and greatest. New air vents next to the oversized tailpipes are also evident. Otherwise, everything else appears untouched.

Inside little has changed except some updates to the infotainment system, while Audi removed some weight and tweaked the engine and transmission to produce better economy and emissions figures. It did so without changing the 444bhp output, or the 600Nm of torque that the 2.9-litre twin turbo V6 engine develops. It’s the same engine as deployed in the Porsche Panamera 4S Sport Turismo, mentioned above and below in our Technical Head-to-Head.

In recent years, Audi has gained an enviable reputation in design, quality and fit for its interiors and that of the RS4 is no exception.

The 2020 upgrade introduced aluminium highlights, soft Nappa leather and so on. It definitely feels better screwed together than the Alfa Romeo Giulia QV or Merc-AMG C 63 S Estate.

Exterior visibility is good – even via those Picanto-bearing hips at the rear – and what you miss during parking will be picked up by the standard front and rear parking sensors and rear-view camera. You also get Audi's adaptive Matrix LED headlights included, which are always on high beam, except to traffic in either direction and provide superb night time vision. 

Apart from the slightly offset pedals, the driving position is impeccable – almost on a par with the Alfa Romeo Giulia QV. The RS Sport seats are enveloping and there’s plenty of powered adjustment, including four-way lumbar adjustment and variable-action massaging facility. The steering wheel adjusts in all directions by a decent amount, too.

As with the regular A4s, the RS4 comes with Audi’s Virtual Cockpit as standard, replacing traditional analogue dials with a 12.3in screen. Its graphics are bespoke with extra RS-specific displays available such as boost pressure, tyre pressures, power and torque output, and a G-force meter – which is probably the last thing you should be looking at while you’re cornering with any kind of meaningful G.

In fact, there’s so much information positioned just below your sightline that it makes the optional head-up display (standard on Vorsprung trim as tested) pretty much redundant, although I do prefer an HUD for essential info such as speed, speed limit, cruise control and those orange symbols of ‘disabled-because-irritating-in-an-urban-environment’ safety kit such as lane-keep assist, etc.

Slap in the middle of the dashboard is the stand-alone 10.1-inch infotainment screen, which houses car, system and other settings, the DAB/multi-band radio, navigation and smartphone links such as Apple CarPlay and Android Auto, which are standard. Just below that sits the climate controls and a few frequently enjoyed convenience features.

Both units provide haptic feedback to confirm when you’ve touched an icon, but you still have to glance away from the road to hit them in the first place. BMW’s iDrive system is so much easier to use while you’re driving, thanks to its physical rotary control and shortcut buttons.

However, on a more positive note, wireless phone charging is standard across the RS4 Avant range, and the standard 10-speaker stereo can be upgraded to a B&O system with 19 speakers.

The RS4 is as practical as the standard Audi A4 Avant estate, making it a tempting choice for those who regularly need to transport family, cargo or both but don’t want to sacrifice speed or the outright pleasure of owning a performance car to do so.

Both head and leg room is good all round and even at the rear, two six-footers will be content even if the front is occupied by people who are equally as tall, and three people will feel less crushed than in a Mercedes-AMG C 63 S estate or a BMW M3.

At the very rear there’s a wide powered tailgate and a low load lip to take the strain out of loading heavy items, and even at its narrowest point, the boot is still one metre wide which could prove a boon if you’re on an Ikea or I-need-a-new-shed run.

Folding the rear seats is the same process as in the A4 Avant and is simply a case of pulling levers that are positioned by the tailgate opening and the backrests fold in one action. It’s a 40/20/40 split arrangement, giving you more options when you need to carry long loads and people in back.

With row two in place, the 495-litre boot is one of the biggest in its class, slightly beating the 490-litres on offer in the Mercedes-AMG C 63 S estate. Drop row two and a useful 1,495 litres of flat load space appears (Merc 1,500 litres).

The RS4 estate is currently available in three trims; the ‘regular’ Avant (£65,025), the ‘Carbon Black’ edition (£71,425) and the top-spec ‘Vorsprung’ as tested here (£83,170). There was a Bronze Edition released early 2020, but this was limited to just 1,250 units and has since sold out.

As you can imagine, being the top of the A4 estate range, all three RS4 Avant models carry significantly deep toy chests.

The standard RS4 Avant comes with sports exhaust, sports suspension, Audi’s Sport rear differential and 19-inch wheels. On top of this is a host of convenience features such as Matrix LED headlights, Nappa leather sports seats, full navigation and a virtual cockpit. All it really lacks is Audi’s Comfort and Sound Package for about £1,400 which brings advanced functions on the keyless go system, a 360 degree parking camera, LED interior lighting and a Bang & Olufsen 3D sound system. If you want your RS4 to sound as good outside as it does inside with that package then the RS Sport Exhaust is an absolute must, indeed, we’d be amazed if any are ordered without a tick in that box. 

The Carbon Black model adds a lot of, well, carbon and black, for about £7,000. Carbon fibre is liberally applied to sections within the front and rear bumpers, side skirts and interior trim finishes. The window surrounds, badges, mirror caps and roof rails are themselves finished in black for the full stealth look, set off with a set of black-painted 20-inch wheels.

Vorsprung adds 20-inch wheels and gloss black exterior trim, upgraded suspension with Dynamic Ride Control, RS Sports exhaust, Bang & Olufsen stereo, three-zone climate control, heated rear (outer) seats, powered tailgate, adaptive cruise control, traffic sign recognition, blind spot recognition, 360-degree cameras, head-up display, panoramic sunroof and a top speed derestriction from 155mph to 174mph.

If you’d like your RS4 Avant presented in Nardo Grey, it will cost you nothing extra. However, opt for any of the seven metallic or pearlescent paint finishes and you’ll need to find a further £675, which, considering it’s a big car needing a lot of paint, is quite reasonable. A choice from a further nine ‘exclusive’ colours is available for £2,400.

The Vorsprung variant of the Audi RS4 Avant is so loaded with kit – as you would expect for almost £84k – that the options list contains very few items; There’s a ‘Storage Pack’ for £195, which includes handy things like a net on each of the front seat backrests to catch magazines and toys, plus an extra storage compartment on the driver's side and a lockable glovebox in which to store your valuables.

High gloss red brake calipers with an RS logo are available for £460, while a full set of ceramic brakes will set you back a whopping £6,150. To be fair, they’re not really needed as the standard-fit steelies do a great job of stopping the car.

The accessories list is expansive, but a more useful one includes a folding towbar for £995. It folds away mechanically when not in use, so you don't need to worry about it when you're reversing or parking up, or removing layers of skin from your shins when rummaging around in the boot.

Since 1999, there have been a few RS4s to get us to this current one, with each model all offering the same thing – performance, speed and space.

However, Audi hasn’t stuck to an engine type, with Mk1 (B5) having a 2.7-litre twin turbo V6. In the Mk2 and Mk3 (B7 & B8), a thunderous 4.2-litre, naturally-aspirated V8 was shoehorned into the front. Today, thanks to emissions and economy regulations, the Mk4 (B9) offers a super-efficient and omnipotent 2.9-litre twin-turbo V6.

This move gave initial cause for concern among V8 purists, but most were silenced by the fact that it produces the same 444bhp as its predecessor and actually has more pulling power. For its 2020 model year, the engine software was revised and the shapely RS4 load shifter continues to feel incredibly fast.

The Porsche-sourced V6 motor is paired to an eight-speed, ZF-sourced tiptronic automatic transmission dividing its 444 bhp power and 600Nm of torque between both axles – but with a 60/40 bias towards the rear under normal conditions.

When you eventually ‘fire up the quattro’ having appreciated its classy interior, there are few clues that this isn't a regular, petrol-powered A4 estate. Only when you stomp on the accelerator does the RS4's potential come to light. There's a little hesitation as the turbochargers spool up, but it can cover cross-country routes with an incredibly indecent pace.

Stick the Drive Select into Dynamic mode (you can also choose from Comfort, Auto and Individual settings), and the accelerator response sharpens and holds each of the eight gears for optimal performance. It's a dual-clutch automatic box and does a very fast, smooth job of changing gears. If you think you can do a better job, there are steering-wheel paddle-shifters fitted that fall easily to your fingers. I rarely used them except, of course, to show off.

If you stick the Drive Select to Comfort, the suspension softens, the exhaust quietens down and the shifts of the automatic gearbox become more smooth, making the Audi RS4 Avant easy to drive in town and impressively comfortable over bumps.

The steering is sharp and precise, but sadly has very little feel. Fortunately, the lateral forces that the RS4's sheer grip cause make up for the lack of sensation at the wheel and the four-wheel-drive system grabs the tarmac and launches you out of corners. Don't expect to playfully unstick the rear wheels though – the RS4 is more about security than showboating. 

Even with its standard steel brakes fitted, huge discs ensure speed can be wiped off at a startling rate. Carbon-ceramic brakes are also offered as a £6,000 option and reduce the weight of the car by 32kg. The brakes also boost agility, with the torque-vectoring helping to turn the car in corners via gentle application to the inside wheels.

Acceleration from 0-62mph takes just 4.1 seconds – slightly less than the Merc’s V8 – and the lighter engine means less weight in the nose of the car, which has made a difference to how the RS4 Avant responds when chucked into a corner. Where the old car would run wide, the latest model has far more bite when you turn the wheel. Corners can be dismissed with a flick of the wrist instead of a laboured pull at the wheel.

With standard quattro four-wheel drive, the RS4 Avant doesn't have quite the handling of the BMW M3 saloon, and although it can produce a sonorous soundtrack if pushed hard, it can't match the V8 in the Mercedes-AMG C 63 S for sheer aural drama. It's a very easy car to just get in and drive fast, though – it behaves in a benign way that instils confidence even in 'normal' drivers.

During the test week, I spent a total of 11:46 hours piloting KY70CSF over a total of 333 mixed-road miles at an average speed of 29 mph. The average fuel consumption was recorded at 28.6 mpg, which was a fraction better than the official 28.2 mpg (combined WLTP data) given by Audi for the RS4 Avant Vorsprung derivative.

Note: During all my road tests, no attempt is made or conscious effort given to achieving an above-average mpg. However, I encourage the deployment of cruise/active cruise control at any given opportunity.

The regular Audi A4 saloon received a five-star safety rating from Euro NCAP and although it won’t be tested separately, it’s all but definite that the RS4 would achieve the same.

Standard kit includes pre sense city braking, multi-collision brake assist, Audi side assist, and parking system plus, while a Driver Assistance Pack is available as an option. This costs £1,200 and adds adaptive cruise control with traffic jam assist, automatic braking at higher speeds (up to 155mph), traffic sign recognition and lane keeping assistance.

Here’s a table of the things that matter most on the RS4 Avant Vorsprung versus the above-mentioned rivals. It excludes fuel consumption because in this category, that stat is largely redundant as all will be in the mid-twenties to thirties. There is additional info on the RS4 Avant detailed under ‘Key Facts’, below.

The Audi RS 4 Avant has managed to carve out a specific and profitable niche in the performance car market.

If you are so deep of pocket not to have to worry unduly about trifling matters like fuel bills, then it's the consummate all-rounder. It's crushingly fast, effortlessly discreet, beautifully finished and genuinely practical.

It'll do anything that a regular A4 Avant will and much more besides. It's as quick as a Porsche 911 yet it's good for both the school run and a kerb-hopping lap of the Nürburgring, should the mood so take you – and your insurance company let you.

Drive it and you'll experience a slightly guilty thrill as if something this much fun really couldn't be legal. From 2030, cars like this are expected to be legislated off-sale. In the meantime, enjoy this one – and others of its ilk – while you can.

Engine: Front-mounted 2.9-litre twin-turbo V6 TFSI.

Power / torque: 444bhp @ 5,700 rpm / 600Nm @ 1,900 - 5,000 rpm.

Transmission: Eight-speed tiptronic automatic.

Fuel tank capacity: 58 litres (12.8 UK gallons).

Porsche has introduced a 25 Years anniversary limited-edition 718 Boxster to mark the model’s quarter-century.

The special model is on sale now at £72,760, but only 1,250 are going to be available globally, so if you want one you’ll need to get your skates on. First deliveries are expected to take place in the spring.

Admittedly, that’s quite expensive for Porsche’s smaller sports car which starts from £44,790 for the 718 Cayman, but the 25 Years edition features the 4.0-litre flat-six engine from the Porsche 718 Boxster GTS. It produces a healthy 395bhp / 430Nm and bolts the car from 0-62mph in around four seconds, topping out at 179mph. A manual gearbox is standard but you can pick Porsche’s excellent PDK automatic gearbox as a £2,302 option.

The 25 Years model stands out with a red fabric roof, which harks back to the original car, and a few exterior trim pieces painted in the colour originally used on the Boxster concept back in 1993. You’ll spot it on the side air intakes and the exclusive 20-inch alloy wheels, among other places.

Inside, you’ll find a pair of dark red leather seats to match the roof, which again pay homage to the first Boxster. There’s also leather on the steering wheel, coupled with aluminium fascia trim and unique ‘Boxster 25’ logos on the kick plates and roof.

Not only does it get the best engine in the Boxster range, but the 25 Years version also gets Porsche’s Active Suspension Management system as standard, bringing adaptive dampers and a 10mm ride height drop. The popular Sport Chrono pack is standard, too, which boasts performance-enhancing features like launch control.

Ceramic brakes aren’t standard though. If you want to stop your Boxster 25 Years quicker than other owners, a set of ceramics will set you back a further £5,177. Other options include: Adaptive Sports Seats Plus (18-way, electric) with memory package (£716), cruise control (£228), adaptive cruise control (£1,094), dual-zone climate control (£539), BOSE surround sound system (£834), Burmester high-end surround sound system (£2,769).

Configure your Porsche 718 Boxster 25 Years here.

PORSCHE: 718 Boxster gains 25 Years anniversary edition

The Alfa Romeo Stelvio Quadrifoglio was first revealed at the 2016 Los Angeles Auto Show, and subsequently shown at the Geneva Motor Show in March, 2017. To keep it fresh against a myriad of omnipotent rivals, it received a mild refresh for its 2020 model year.

Tested: 2.9-litre, bi-turbo V6, 8-speed automatic, driving both axles.

Stelvio QV starts from £73,195. Stelvio QV as tested: £79,275 (see fitted options below).

Generally, whether it’s Friday the 13th, walking under a ladder, or opening an umbrella indoors, superstitions may seem irrational but there are some people that swear by these enigmatic and unscientific laws of nature. When (nay, if) you begin to understand feng shui and its role in Chinese culture, you can perhaps comprehend the presence of the four-leaf clover in Alfa Romeo’s racing heritage.

Back in the early 20th century, a man named Ugo Sivocci was an Alfa Romeo factory racing driver. After an endless string of bad luck during his races, he decided to ward away his misfortune by painting a four-leaf clover (‘quadrifoglio’ in Italian) onto his racing car. He won the next race…and two more after that.

Fast forward to his next race at the Italian Grand Prix in Monza in September 1923, Ugo was paired with a brand new P1 racing car only just recently built. Complications prevented the four-leaf clover from being painted on the car in time. He went out for a practice run in the new car, crashed, and died, cementing Alfa Romeo’s superstition. His car was carrying number 17, which was never again assigned to Italian racing cars.

Since then, the Quadrifoglio, abbreviated to QV (Quadrifoglio Verde, or green four-leaf clover), has adorned Alfa Romeo’s highest performing vehicles, challenging the likes of BMW’s ‘M’ and Mercedes’ ‘AMG’ models.

I spent just last week with WX20 JYD, a 510bhp 2.9-litre, bi-turbo V6 Alfa Romeo Stelvio QV, presented in attractive Misano Blue (£770), and scribbled quite a few notes in between trying to keep it safely on the black stuff via my lily-white knuckles. G’won, pop the kettle on…

The Alfa Romeo Stelvio is a great car to look at. It takes all the best bits of the Alfa Romeo Giulia saloon and adapts them to suit the tastes of SUV buyers. It’s a sporty, muscular design on a par with the Porsche Macan and, perhaps, the Maserati Levante from the class above. If you want your family SUV to turn heads, you can’t do much better than the Stelvio.

For its 2020 model year, Alfa Romeo has given the exterior a very light update which includes new LED rear light clusters with dark lenses and a new glossy black finish adorning the front trilobe and rear badges.

Mopar has also designed an exclusive Quadrifoglio accessories line for the 2020 Stelvio QV, featuring a carbon fibre front grille with “V” insert, mirror caps and rear spoiler. The Stelvio QV also features new 21-inch alloys wheels, seen for the first time on an Alfa Quad.

Alfa Romeo has delved inside the cabin to improve the Stelvio QV’s fortunes. The centre console has been adapted to offer greater tactile and visual impact, while also providing more storage space. There’s a new flat-bottomed, leather trimmed steering wheel and gear stick and customers can now choose to option red or green seat belts over the regular black set.

The way the Italians do interiors is rather special. Once ensconced in the all-encompassing driving seat and with the sports steering wheel in your grasp, you know that the Stelvio QV comes from a country of obsessively keen drivers. The oversized silver flappies mounted behind the wheel allow up or down shifting regardless of where the steering wheel is positioned, but they did tend to intrude on the stalk-mounted switchgear behind them.

Space itself is decent with even those most finicky of drivers certain to find a driving position that suits. On-board kit like satnav, Bluetooth and other bits and bobs are easy to fathom, the switchgear itself feels chunky and everything is laid out well, though certain interior trim pieces are, frankly, so-so. However, you quickly forget that once you press that bright red starter button.

Alfa Romeo improved the Stelvio’s infotainment system for 2020. The same 8.8-inch screen from last year’s model carries over, only now it’s a touchscreen – though you can still control it with the rotary dial as well. The screen itself gets better graphics, more configurable widgets and faster processing to go along with standard Apple CarPlay and Android Auto. Generally speaking, it all looks neat and is very easy to use.

The Italian firm has also refined the way the Stelvio feels to drive by improving its NVH – noise, harshness and vibration – levels, which affords the car a more calming, soft-edged approach for times when you simply want to settle in, relax and enjoy the drive.

Boot space stands at 525 litres whichever Stelvio model you choose, and the optional (proper) spare wheel only reduces this by 26 litres. Folding the rear seats frees up 1,600 litres of space. It’s actually a little more than the Porsche Macan, which promises 500 litres and 1,500 litres respectively. The tailgate opens to bumper height, too, so there’s no bulky sill over which to load cumbersome or heavy items.

Every Stelvio sold in the UK has a pretty comprehensive specification. The Stelvio QV heads a range of five trim models; ‘Super’, Sprint’, Lusso Ti’ and ‘Veloce’. Range-entry cars gets 18-inch wheels, dual-zone climate control, a reversing camera, a powered tailgate and the Alfa Connect infotainment system mentioned above.

On the Stelvio QV, there’s lots of other equipment, including leather seats, keyless entry and start, front and rear parking sensors, automatic headlights and wipers. Automatic emergency braking, blind-spot detection and the aforementioned lane departure warning are also standard.

The new 7-inch TFT screen in the heart of the instrument cluster is also now standard across the whole Stelvio range. The screen layout has been redesigned to offer more information in a more rational way, and to accommodate the semi-autonomous driving technology parameters.

Exclusively available in the QV’s new instrument cluster are performance pages which show the temperatures of the main mechanical components, torque delivery, turbo pressure and power used, as well as digital chronometers to measure acceleration and maximum speed, allowing the driver to view performance levels and vehicle status in real time.

As is the norm, automotive brands are prone to taking the opportunity to show off their press cars to their very best ability by specifying a number of (mostly suitable, but sometimes not) optional extras to their press fleet models.

This week’s press car is no exception as the Alfa Romeo Stelvio QV was fitted with a ‘Driver Assistance Plus Pack’ costing £1,500, which includes lane keep assist, active cruise control, highway assist system, traffic sign recognition, traffic jam assist, active blind spot assist, driver attention assist, and intelligent speed control). On a car costing over £73,000, one would reasonably expect all of that to be included in the price. 

Also fitted to the test car were a chunky QV sports steering wheel (£425), hands-free tailgate (seriously, an additional £250?), Harman Kardon audio system (£595) and electric panoramic roof (£1,250).

Behind that signature Scudetto front grill and under the bright blue Misano Blue bonnet, you’ll find the crown jewel of the modern Alfa Romeo line-up, a sonorous, all-aluminum 2.9-litre twin-turbocharged V6 derived from the F154 engine in the Ferrari California T.

Essentially, it’s Ferrari’s old V8 engine produced since 2013 – with two cylinders lobbed off, and it makes quite a ruckus – especially in ‘Race’ mode. Unlike the rear-wheel drive Giulia Quadrifoglio, this powertrain had to be revised to fit the all-wheel drive Q4 system underpinning the Stelvio.

The numbers remain unchanged though, offering a stonking (not a technical term) 510bhp and 600Nm of torque, delivered to all four wheel via a ZF-sourced 8-speed automatic transmission. The result is one of the most spectacularly athletic and livid performance SUVs to date.

There is no other SUV that drives quite like the Alfa Romeo Stelvio Quadrifoglio. The 510-horsepower, Ferrari-sourced, twin-turbocharged V6 is one of the best engines available anywhere. It revs with ferocity and delivers a linear burst of power, launching the Stelvio to 62 miles per hour in a ludicrous 3.8 seconds. The changes from the ZF-sourced eight-speed automatic transmission arrive with blisteringly speed when driven hard and the throaty braaaap that comes from the quad exhaust tips is grin-inducing.

The way the Stelvio handles is simply epic. The steering is hyper-reactive and perfectly weighted – in fact, it’s technically identical to what you get in the Giulia QV – which means you can fling the Quad into a corner aggressively and it responds with perfect form.

With the drive select poised on ‘normal’, the suspension is on the stiff side, but that yields spirited handling in the corners, and there’s very little body roll to note. The Stelvio Quad feels a lot like a raised Giulia Quad because essentially it is – and that’s a great thing!

I managed about two miles of light green-laning. At this time of year, overgrown tracks tend to have an excessive number of naked, untrimmed branches sticking out, which makes them very unfriendly to a car costing over £73,000. Needless to say, I didn’t traverse too far down my usual off-road test track. Still, what little I did – including a deepish muddy section – was handled with aplomb.

The test car was fitted with hill-control decent so I imagine it would have little trouble over more challenging terrain.

During the week’s test, I spent a total of 10:25 hours driving the car over a total of 307 mixed-road miles at an average speed of 29 mph. The average fuel consumption was recorded at 24.1 mpg, which is slightly less than the official 24.6 mpg (combined WLTP data) for the Stelvio QV.

During my road tests, no attempt is made or conscious effort given to achieving an above-average mpg. I do, however, deploy the active/cruise control given the opportunity.

The regular Alfa Romeo Stelvio SUV was awarded a five-star Euro NCAP rating when tested in 2017 due to its range of safety features.

Every Stelvio comes standard with automatic emergency braking for 2020, and new (optional) safety features include traffic-sign recognition, adaptive cruise control, lane-keep assist, and blind-spot monitoring. All of that – plus things like automatic high-beam assist and driver attention alert – are available as part of the aforementioned £1,500 Driver Assistance Plus pack.

The Stelvio’s adaptive cruise control system is advanced – it maintains a steady pace to the car in front, keeps the Stelvio centred in the lane and brakes seamlessly all the way down to zero. 

The Stelvio Quadrifoglio may not be the most visually pleasing or tech-friendly SUV on the market but it’s definitely one of the most emotionally stimulating.

The Stelvio QV is everything you would expect from an Alfa Romeo and the antithesis to the boring SUV stereotype, of which there are all too many. The Stelvio QV has got the charm and performance numbers to match, too and there’s something about the way the Alfa drives that transforms it from being just a commuter appliance to a sentient soul with sonorous vocals and a rampant stallion of an engine.

While the regular four-cylinder Stelvio didn’t exactly live up to its famous Stelvio Pass namesake, the Quadrifoglio fulfils that daunting claim and is an SUV worthy of carving up all 48 of its switchbacks – and with a soundtrack to match.

Ugo was right. That four-leaf clover works wonders.

Key Facts as tested: Alfa Romeo Stelvio Quadrifoglio Verde

Engine: Front-mounted, 2.9-litre bi-turbo petrol in V6 configuration.

Power /torque: 510 bhp (517PS) @ 6,500 rpm / 600 Nm @ 2,500 rpm.

Transmission: Eight-speed ZF-sourced automatic gearbox to both axles.

Fuel tank capacity: 64 litres (14 Imperial gallons).

Service intervals: Every 12 months or 10,000 miles.

Warranty & roadside assistance: 3 years / unlimited miles.

Review: 2020 Alfa Romeo Stelvio Quadrifoglio Verde

The first all-new High-Performance Hybrid (HPH) supercar – dubbed MV614 – has entered the final stages of its development and test programmes.

McLaren Automotive’s hugely successful ‘Sports Series’ model designation introduced in 2015, ends this year. To replace it, the first all-new High-Performance Hybrid (HPH) supercar – dubbed MV614 – has entered the final stages of its development and test programmes, which includes running on public roads.

Due to launch in the first half of 2021, the all-new HPH supercar will open a new era of electrification for McLaren.

The all-new, supercar will be the first McLaren built on a new carbon fibre structure, christened McLaren Carbon Lightweight Architecture (MCLA). Optimised for HPH powertrains and latest-generation driver technologies, the architecture elevates McLaren’s pioneering lightweight chassis technologies to new heights, exploiting the company’s advantage in super-lightweight engineering – a benefit that has its roots in the brand’s motorsport origins.

Designed, developed and produced in the UK at the £50m state-of-the-art McLaren Composites Technology Centre in Catcliffe east of Sheffield, the all-new flexible structure will underpin the next generation of McLaren high-performance hybrid supercars coming to market over the coming years.

The HPH powertrain, which features an all-new V6 internal combustion engine, delivers astonishing levels of performance and a uniquely intense driver experience, as well as providing medium-range EV-only drive capability.

“This all-new McLaren supercar is the distillation of everything we have done to date; all that we have learned and achieved.” - Mike Flewitt, CEO, McLaren Automotive.

McLaren’s all-new, next-generation MV614 supercar draws on all of the technological expertise in designing, developing and building the world’s most innovative and desirable, super-lightweight hypercars and supercars.

The all-new hybrid supercar will sit between the GT and the 720S in the McLaren range and its introduction will further strengthen the company’s presence in the supercar sector. The Sports Series designation – introduced in 2015 with the launch of the 570S – ceases from the end of this year with the limited-run, GT4-inspired 620R the last model produced.

McLAREN: All-new MV614 hybrid supercar in final testing

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

Tag: supercar