Coupe Reviews

In the current economic climate, a small car that can only comfortably fit two adults and gets 11.4L/100km on a test drive seems utterly unsensible.But the 2026 BMW M2 CS was never meant to be sensible, was it? Even in the stable of bonkers BMW M cars, the M2 CS is arguably the one that most fits into the category of ‘fun over function’.The M3 has four doors, the M4 has more space and the M5 is half-EV these days. And while the M2 is silly fun, the M2 CS is serious fun.The 353kW of the regular M2 becomes an intimidating 390kW when adorned with the extra two letters, standing for Competition Sport by the way, and paired with 650Nm the two-door rear-driver is capable of a 0-100km/h sprint in a claimed 3.8 seconds. That thrust goes on to 302km/h, if you’re brave enough to find out, rather than just 250km/h.This is all, of course, thanks to a twin-turbo 3.0-litre six-cylinder engine, code S58 in the M2’s case. BMW hasn’t given up the in-line six game just yet.It runs power to the rears via an eight-speed automatic transmission, which is unfortunately the only transmission available in the CS. The standard M2 has the option of a six-speed manual, but the ol’ DIY shifter apparently isn’t up to the extra 100Nm of torque the CS’s engine is putting out. Even the auto ‘standard’ M2 gets 600Nm, splitting the difference.More changes to the M2, then, come in the form of a set of staggered gold wheels - 19-inch by 9.5-inch fronts and 20-inch by 10.5-inch rears. The ducktail boot lid is a much-appreciated touch for some more flair. And at the other end the vents and an effectively open kidney ‘grille’ mean a wayward rock could probably do some nasty work on the cooling system.A carbon-fibre roof and bonnet go some way to helping lower not only the weight, but also the centre of gravity, with the CS coming in at a 1775kg kerb weight compared to 1805kg in for standard M2. The CS is also slightly longer (by 7.0mm) and its suspension slightly lower (by 8.0mm) according to BMW’s specs.Inside, the CS affords you less than you might want in the way of comfort if this is to be your main mode of transport. No proper central armrest along with extremely bolstered, rigid carbon sports seats (with leg mouldings) and no real storage save for a phone charging pad or the bottle holders in the doors mean the M2 CS doesn’t quite work as a daily drive.All this means an extra $44,800 at the dealership, for a price tag of $172,900, before on-road costs. Carbon fibre and extra power ain’t cheap, unless there’s also something special about those CS badges…Oh, and our test car is fitted with carbon ceramic brakes, so there goes an additional $19,000.It’s a price that demands as much attention as the CS does to look at, especially in this 'BMW Individual Velvet Blue Metallic' paint over those 'Gold Bronze' wheels. But is it as special from behind the other important wheel?Peak power comes in at 6250rpm, while the optimum torque band is between 2750 and 5730rpm. It means for most of the time you’re not short of nudge, and even if you’re already making expeditious progress along your road of choice, there’s almost always more pace at hand through most of the rev range.While it might feel a shame there’s no manual option, you’ll quickly find yourself engaged enough without involving a third pedal. Of the many settings available to toy with, something that’s easy to adjust is the aggression of the transmission thanks to the 'Steptronic' button on the shifter. Using the paddles, or using the shifter itself if you want to feel a little more manual, is almost always my preferred method to letting the automatic decide for itself, but in the right settings the CS’s eight-speed does fine on its own.Even in too-high a gear, the sheer torque available means the 1775kg coupe bursts out of corners with plenty of aggression, though the CS’s manners don’t leave you feeling intimidated.While small BMWs of the past have been lairy, wicked little things - the 1M had a reputation for being quite persistent about trying to leave the road - the M2 CS’s bite isn’t directed at the hand that steers it.On capable Michelin Pilot Sport 4S tyres, which suit road driving better than stickier Cup tyres that hate a damp surface, the M2 CS provides plenty of accurate feedback and reacts receptively to inputs in a manner that belie the way the thing looks and sounds.In its most aggressive settings before you start getting into track modes and safety-off areas, the M2 doesn’t even wag its tail through corners where you might have expected the previous generation car to. And even though its suspension is stiff there’s enough give to let the driver sense the limits of mechanical grip.While the CS exudes ‘playful puppy’ energy, the true attitude of the car is well-trained. If you wanted the M2 CS to really let loose, you could make it happen, but it’s not likely to happen by accident if you’re half-capable behind the wheel.The carbon ceramic brakes fitted to this test car also mean pulling up quickly in an emergency without needing to worry if the brakes have faded from previous hard driving, though in most cases on the road they’re probably overkill.The steering feedback is succinct, and while there’s more road surface information communicated through the seat that you might want from a daily driver, the combination in concert with the front wheels means you’re rarely guessing how to attack a corner.On that, the M2 CS is arguably more comfortable than you’d expect, but for the vast majority of people it would be optimistic to think of this car as suitable day-to-day transport. I’m 31, don’t have bad joints, and have spent most of my career in sports cars, and I reckon I would get a bit tired of the feeling of these seats after a couple of months. If someone says otherwise, they didn’t spend enough time living with it.

The all-new Jaguar GT EV delivers on the British car-brand's original founder's vision that a 'Jaguar should be a copy of nothing' – and then some.In fact, so radical is the four-door limo alternative to other electric limos like the Mercedes EQS, Polestar 5 and Lotus Emeya, many 'experts' thought it would be impossible to build.Little more than a year since the concept was first unwrapped, Jaguar has proven them wrong and CarsGuide is about to get its first drive in a dog-eared prototype.Work actually began on the Jaguar GT, codename X900, back in 2021 when a small black ops-style band of designers and engineers met to drive some of the classic Jaguars that have shaped the carmaker.Curiously, instead of becoming infatuated by cars like the XK120, E-type or much later XJ-S, it was a 1978 XJ-C coupe that won the team over, with the pillarless two-door delivering a masterclass in ride, refinement and effortless performance.To achieve the show car's dramatic proportions, Jaguar had to start from scratch developing both an all-new architecture and a triple-motor all-electric powertrain.In the flesh, a classic GT's long bonnet, short rear deck and ultra short overhangs are all present and correct but turned up to 11.Much bigger in the flesh than you would imagine, even with camouflage, the 5200mm length, stretched 3200mm wheelbase and standing just 1400mm tall, plus monolithic design is imposing and like nothing else.Beneath the skin, it might have been tempting to load up the Jaguar GT with all the tech it could, but engineers did the opposite. If it wasn't needed, it wasn't included.There is height-adjustable dual-chamber air suspension and adaptive dampers and even rear-wheel steering, but it's all tech used previously in either Jaguars or Range Rovers.Trick roll-cancelling tech was ignored due to weight, power usage and the fact the GT has a low centre of gravity.Non-negotiables were optimum double wishbones up front and an expensive multi-link integral rear suspension, plus arran ging the battery pack for an optimum 50:50 weight distribution.Engineers also split the battery to create an area of free space within the pack itself, enabling them to mount the driver and passenger seat almost as low as the F-Type, the same arrangement also provides valuable foot room for the second row.We were permitted to climb into the rear seats, or explore the old mule that is just one of 150 prototypes that have been hot and cold-weather tested all over the world but a large boot has been promised, as well as a small frunk for cables.Leg and headroom should also be generous.Behind the wheel, the Jaguar doesn't lack pace thanks to a mighty triple-motor arrangement that pumps out a towering 768kW and 1300Nm of torque.Expect a 0-100km/h comfortably below 4.0 seconds, although in the driving mode we were limited to, instead of neck-snapping thrust, engineers focused on a more linear build-up of acceleration.Using a pair of e-motors to drive the rear axle, that alone produces 706kW, Jaguar says combined with a smaller 260kW motor driving the front wheels, it delivers a traditional rear-biased feel.The rear axle can also use the motors for torque vectoring, boosting agility further.Over a poorly surfaced road that gives a decent impression of what we're subjected to in Australia, the GT soaks up the punishment and provides easily what feels like class-best comfort.Push a little further and you'll discover there is some body roll but it's not excessive and combined with accurate and precise steering, drive-by-wire brakes that imperceptibly blend real mechanical braking with regenerative braking and you have an engaging and surprisingly authentic driving experience.Fitted with a 120kWh battery – the biggest power pack engineers could squeeze between its axles – and the new GT should be able to cover up to 700km on a single charge.Plug it in and its 800-volt architecture should ensure a 10-80 per cent recharge in around 20 minutes.In markets like the UK, the Jaguar GT is tipped to be priced around £130,000 ($260,000 plus on-roads) with the British brand preferring to sell fewer cars at high prices and profit margins than before.

When it comes to the Mercedes GT coupe, this is the peak.It’s the 2026 Mercedes-AMG GT63 Pro, and it’s landing in Australia to bring a sharper edge to the brand’s two-door performance flagship.Seriously powerful, stylish and ‘spenny, the GT63 Pro takes notes from Merc’s motorsport division and incorporates them into the V8-powered sports car slash tourer.For the privilege, you’ll need to stump up $418,900, before on-road costs. That’s compared to the already hefty $370,400 the AMG GT63 costs without those extra three letters added.Mercedes-AMG also created a special version of the GT63 Pro called the 'Motorsport Collectors Edition', limited to 200 units worldwide and costing an extra $150K on top of the Pro’s asking price.Mercedes-Benz Australia wouldn’t tell us if any are coming Down Under, but it wouldn’t be hard to spot one given the 'Obsidian Black Metallic' paint is contrasted with hand-painted Mercedes star patterns and 'Petronas Green' highlights inspired by the brand’s F1 car.In reality, the AMG GT63 Pro is special enough without the exclusivity or visual flair of the Motorsport Collectors Edition.It’s more powerful than the non-Pro, for a start. Its 450kW and 850Nm is up 20kW/50Nm on the standard, and that was already a set of figures that leaves competitors behind for the price.That comes thanks to the venerable 'M177' engine under the long bonnet, a 4.0-litre twin-turbo V8 petrol unit built by one of AMG’s engineers in Affalterbach.With all four wheels copping the shove from the engine via a nine-speed multi-clutch transmission, the two-tonne two-door can hit 100km/h in just 3.2 seconds according to Merc.That means it’ll be really difficult to spot the visual cues that differentiate the Pro from the rest of the GTs, like the 21-inch wheels, altered front venting in the bumper, the exhaust, carbon-fibre body elements, or the little chequered flag beside the GT63 badge.Inside, it’s not as hardcore as the ‘Pro’ might suggest. No race seats and harnesses, there’s still a pair of relatively comfortable AMG sports seats, nice leather upholstery, even a sunroof!The way it looks and how usable it remains is a testament to the fact this sharpened-up AMG is still meant to be a car you could live with when you’re not putting its dynamics to the test.Speaking of which. Inclement weather during Summer at the Phillip Island Grand Prix Circuit provided the (perhaps sub-optimal) conditions for our time behind the wheel of the GT63 Pro.A few laps to get reacquainted with the circuit were followed by a healthy number of runs to work out how capable this beast is.Phillip Island boasts a mix of fast, sweeping bends and tighter technical turns and the AMG has the tools to tackle both.The thumping V8 under the hood and the width of its Michelin Pilot Sport 5S tyres (295/30 fr - 305/30 rr) mean power is plentiful and traction isn’t lacking, so powering out of long corners into open straights is immensely satisfying. There is also a standard set of carbon ceramic brakes with six-piston calipers at the front, so pulling up at the other end of those straights is no hassle.Even by modern standards, two tonnes is heavy for a sports car, but the AMG GT manages its weight well, the Pro removing 23kg from the standard car via weight-reduction including liberal use of carbon-fibre to land at 1937kg. But lose focus, and mistakes will of course be exaggerated by how heavy the car is, especially in the wet.With its rear-wheel steering in play, the 4.73m long car feels more nimble than you’d expect, though, and if you’re familiar enough with the track you can carry an impressive amount of speed through some sections of PI that would have some stumped. A racing driver advising from the passenger seat also helps.Given its weight and power, you’d think the GT63 Pro would be a handful, but it’s genuinely balanced and manageable. And when you get it right the car makes you feel heroic rather than scared.As with a lot of cars that wear the AMG badge, it feels like something you could take directly from a track to a meeting and then pick your partner up from work without feeling out of place in any case.The day-to-day life part of the Pro has its… pros and cons. Sorry.A useful 321L boot can become 625L with the rear seats folded down. Also, there are rear seats!But its claimed 15.0L/100km fuel consumption figure means you’ll be filling up that 70L tank regularly, with 98 RON premium fuel of course.There’s also servicing, every year or 20,000km, but Mercedes charges quite a bit to get a GT63 looked after. You’re able to buy plans for three years ($5165), four years ($7700) or five ($9420). That's a fair bit more than you'll pay for servicing a Porsche 911 GT3, for example.The latter would bring your prepaid servicing up to the same timeline as Merc’s five-year/unlimited km warranty and five years' of roadside assist, all of which is starting to lag behind the mainstream in terms but is still standard for premium brands.On the plus side, even though there’s no ANCAP rating (the cost to crash-acquire one would be immense), Mercedes’ focus on safety being high-tech and non-intrusive should surely mean the Pro doesn’t feel like it’s trying to take over the task of driving on the road, while also being able to protect you should the worst happen. We didn’t have lane-keep active at the track, of course.

Subaru's high-performance STI division has a deep and rich history, but the name has never officially been applied to the low-slung BRZ two-door coupe. The top-spec tS is the closest we've got to date and this one is filled to the gills with STI-tuned accessories and goodies.

The 86 was, when launched, extremely affordable but has since become more expensive, and getting into a top-spec version of the GR86 is a task that’ll sap $20,000 more from your wallet than the original 86 base model. To find out if it’s worthwhile, we’ve snagged a 2026 Toyota GR86 GTS with optional Dynamic Performance Pack.

Toyota announced it was discontinuing the 2026 Toyota Supra coupe two days before I picked up the keys for a week-long loan. It might not be the end of the famed nameplate - another generation is expected - but it’s the end of the line for the current-gen version. Is this performance-honed Track Edition a fitting farewell?

For the lucky few that will own it, the Aston Martin Vanquish is the ultimate expression of luxury. But is it a good car? It may be big, bold and powerful, but the flagship of the range offers a lot more than just a thundering V12 engine. We review the British machine that drives like an iron fist wrapped in a velvet glove.

The hardest, fastest M4 that has ever been has arrived in the shape of the M4 CS, which sheds weight, increases power and activates just about every performance add-on you can think of. In less happy news, it also ups the price significantly. So is the BMW M4 CS the best pound-for-pound performance car around? We put it to the test to find out.

Yes, this new 911 is technically a midlife update, but the changes here go beyond skin deep. Leading the charge, so to speak, is the introduction of a hybrid option for first time, with the 911 Carrera GTS debuting a new t-hybrid powertrain that dials up the performance. But it also fundamentally alters everything we’ve come to know, and love, about the 911. But is it a change for the better?

The Mercedes-AMG CLE 53 4Matic+, for now, serves as the CLE flagship. That means no V8, but a 'double charge' turbo and electric compressor enhanced 3.0-litre in-line six-cylinder mild-hybrid petrol engine that nearly matches the Audi RS5 and BMW M4's outputs. All-wheel drive, four-wheel steering and adaptive dampers provide further grand-touring credentials – but does it drive like an AMG should?