Coupe Reviews

The new Mercedes-AMG GT 4-Door Coupe might be the most entertaining EV yet, but it's one the German brand is only too happy to charge a large premium for. When it lands in March 2027 it is expected to be priced above $350,000, before on-road costs, making it a close match for the $374,200 (plus ORCs) charged for the Porsche Taycan Turbo S. A much cheaper option is the Polestar 5 Performance ($193,100), but it can't quite match the AMG's thrust. Another option would be the BMW M5 plug-in hybrid that is also significantly more affordable ($263,400), but slower. In other markets the Mercedes-AMG GT 4-Door Coupe is available with either dual or triple motors and Mercedes-Benz Australia hasn't made up its mind which variants will be making the journey Down Under. It's a safe bet, says the local outfit, that performance car fans will be offered the mightiest GT 63 variant, but question marks hang over both the mid-spec GT 55 and entry dual-motor GT 53. Earning it the accolade of the 'most advanced EV on sale', the GT 63 and GT 55 come with three axial-flux e-motors that have been developed by a Mercedes subsidiary. Previously, you'd only find the pancake-shaped motors in exotic hybrids from Ferrari, Lamborghini or McLaren, and in the large four-door sedan they bring substantial weight savings, plus plenty of power and torque, while delivering substantial packaging benefits thanks to their compact size. Helping to achieve the massive outputs, the state-of-the-art motors are combined with an equally advanced lightweight high-performance battery. Developed with help from engineers from the Mercedes F1 team, the all-new 106kWh (usable) nickel cobalt manganese aluminium (NCMA) battery uses an anode and cathode with high silicon content, while the slim cylindrical cells are submerged in an oil bath that includes next-generation cooling tech for the benefit of high output. The result is that the most powerful GT 63 produces a dizzying 860kW of peak power, with as much as 2000Nm of torque. Those figures translate into a 0-100km/h drag race that's over in 2.4 seconds, and a 0-200km/h dash of 6.8 seconds – 0.1 seconds quicker than the AMG ONE hypercar. Top speed is 300km/h with the AMG Driver's pack. The lesser GT 55 is almost as quick (0-100km/h in 2.5 seconds), even with significantly less peak power (600kW), although torque remains herculean at 1800Nm. Finally, the entry GT 53 uses a pair of conventional motors but musters 400kW and 800Nm of torque for a brisk 0-100km/h sprint of 3.9 seconds, although its top speed drops off to 250km/h. The new battery and a whole host of active aerodynamics ensure all variants of the Mercedes-AMG GT 4-Door Coupe come with impressive efficiency and range, considering the performance on tap. Choose the entry model and, thanks to active vanes in the front grille, plus two further underbody spoilers and a pop-up rear wing, the base GT 53 comes with a slippery 0.21Cd drag coefficient, which sees versions with the smallest wheels average 15.6kWh/100km and drive up to 809km on a charge. If anything, considering how quick they are, the two triple-motor variants are even more impressive, with the front-motor disconnecting when not needed, reducing energy consumption to 17.8kWh/100km for a WLTP-verified range of 700km. Those figures are almost repeated by the flagship GT 63 which returns 17.9kWh/100km and a 696km range. Compared with models like the Porsche Taycan, the AMG sedan can travel further than the maximum 678km the fellow German can drive. The Mercedes-AMG GT 4-Door Coupe is one of the fastest-charging EVs we've ever driven, but good luck trying to find a charging post Down Under that can deliver its headline 11-minute 10 to 80 per cent top-up, as the 106kWh battery pack can handle peak charging above 600kW. That rate is well beyond the 320kW top-up that close rivals like the Porsche Taycan offer, which takes 18 minutes for the same battery refill. AC charging for the Mercedes-AMG GT is limited to just 11kW, with no time yet confirmed for a 0 to 100 per cent top-up. Many might prefer what's happened within to the Mercedes-AMG GT 4-Door Coupe's brash exterior styling. Making a break from other Benz models that have adopted a full-width hyperscreen layout, the hot AMG sedan comes with a 10.2-inch digital cluster, a 14-inch multimedia screen angled towards the driver, and a third 14-inch display for the passenger. Oversized brushed aluminium turbine air vents make an appearance, as do a pair of air-cooled wireless charging pads for phones, plus two cupholders. What might be unexpected is the dominant centre tunnel that, instead of a transmission or propshaft, neatly packages all the trick cooling for the battery. Living next door to the cupholders are three new dials that help tailor the AMG's driving dynamics on track, adding to the racy feel. Despite the rotary controllers, there's a lack of physical buttons, with the driver having to rely on the slick centre screen and multi-function wheel that also contains two extra configurable dials for the driving modes and damper settings, ESP or driving sounds, among others. Measuring in at 5094mm long, 1959mm wide and standing just 1411mm tall, with a generous 3040mm wheelbase, designers have blessed their latest four-door with imposing proportions that also helpfully unlock a useful amount of head- and rear legroom. The all-new platform also leaves a welcome gap in the battery pack to house rear passengers' feet. Make no mistake, the new AMG is no S-Class alternative. Access to the rear is via a narrow aperture, but there's decent comfort to be found for adults in the second row, although boot space is limited to just 415 litres, with the frunk only adding 41 litres to that tally. That being said, there's still far more space than in a Porsche Taycan, which also has a smaller rear boot (408 litres). The Mercedes-AMG GT 4-Door Coupe is the most entertaining EV yet. Climb behind the wheel and you sit low in its driver-centric cockpit. Twirl the Ferrari-style rotary dial to Sport+ and an angry V8 erupts under the bonnet. Grab the brake with your left foot, slam the throttle to its stopper and the deep, meaningful booming roar builds to a crescendo as it butts heads with the rev limiter. Drop the brake and the launch takes your breath away with second gear needed within the blink of an eye before third and then fourth are required to keep pace with the relentless acceleration available. The experience is everything you might hope and wish for from a proper petrol-fed AMG – and what's most remarkable, it's all fake. The noise of the V8 is a faithful digital reproduction of the old Mercedes-AMG GT R (2017-2021), although its speed is pure 2026 hypercar. Evolving the trend that began with the Hyundai Ioniq 5 N, the wickedly quick AMG uses shakers within the seats to reproduce the 'good' vibrations dished up by a large, powerful V8 while eliminating all the nasty, unwanted fizzes. Replicating a nine-speed transmission, meanwhile, involved reproducing a traditional auto's imperfections. You'll savour the clunky shifts and love the added character injected into the experience while safe in the knowledge that you can turn it all off and enjoy the drive. The first to be built on Mercedes-AMG's bespoke AMG.EA architecture, it's also worth mentioning that beneath the skin the all-new super sedan shares practically nothing with any other production Mercedes. A combination of triple-chamber air springs, hydraulically interlinked dampers that dial out body roll, and standard rear-wheel steering all help to offset the substantial 2460kg mass. Unusually for a heavy four-door, the German performance division believes owners will venture out on to a track, hence the added three rotary dials that operate something called the AMG Race Engineer. The Response Control adjusts the sharpness of the electric motors, while the Agility Control and Traction Control only work when the ESP is switched off, with the former adjusting the front-to-rear torque distribution between 10 to 90 per cent. The final Traction Control mode mimics AMG race cars, providing the driver with nine levels of traction control intervention. If you're a fan of drifting, the AMG GT sedan will happily oblige, but even with 2000Nm at its disposal and all the safety systems turned off, it's not the wayward beast you might expect, thanks to its long wheelbase and high levels of grip served up. Back on road and the AMG four-door with all its power is as effortless as you would imagine. To deploy the full 860kW peak power, you need to pull both paddles at the same time for a 110kW overboost that lasts 63 seconds, although it's hard to imagine any scenario in which you'll ever need such a manic burst of acceleration.  After a long, hard day the AMG GT is also a quiet and comfortable cruiser, but we think most will still keep it in Sport+ and enjoy the noise. While it looks better in the flesh than in pictures the Mercedes-AMG GT 4-Door Coupe can still look gawky from some angles, which is a shame, because we'd imagine styling would normally be a chief reason for buying the sedan over an SUV. Speaking of which, also arriving next year will be the Mercedes-AMG GT SUV that shoehorns the 4-Door's advanced powertrain into a higher riding, more practical body style that's more palatable for Australians, although the odd rear styling remains. Full specifications of the Mercedes-AMG GT 4-Door Coupes heading Down Under will be released later, but early indications suggest it will be available in five standard paint options and 14 Manufaktur premium hues. If that's not enough, it's also possible to pay more for a paint-to-sample colour of your choice. Standard on the Mercedes-AMG GT 4-Door Coupe are: 20-inch alloy wheels AMG Ride Control semi-active suspension Rear-wheel steering Synthetic leather/synthetic suede seats AMG Performance sport steering wheel Carbon-ceramic brakes 360-degree camera view Electric fold mirrors Burmester 3D premium sound system Ambient lighting Remote electric tailgate Two-seat rear bench 10.2-inch digital instrument cluster 14.0-inch MBUX multimeadia with sat nav Dual wireless smartphone chargers Digital light headlamps and tail-lights Panoramic roof Options include larger 21-inch alloy wheels and higher-grade Nappa leather seats. Standard safety kit includes: AEB with pedestrian and cyclist detection Adaptive cruise Lane-keep and lane-change assist Blind-spot monitoring Traffic sign assist Evasive steering assist Emergency stop Exit warning Speed limiter and warning Dashcam Park assist  The Mercedes-AMG GT 4-Door Coupe comes with a five-year, unlimited-kilometre warranty, which is only average nowadays, with an additional eight-year/160,000km protection for the high-voltage battery, plus a further 24 months of roadside assistance. The expected service interval for the AMG GT should be every 12 months/25,000km, whichever comes first. Pre-paid servicing for three-year, four-year, or five-year blocks should be available.

Everybody remembers the Mazda RX-7. With its sexy looks and turbine-smooth rotary engine, it (and the rotary Mazdas that went before it) has a cult following. But what about the RX-8? With its somewhat odd looks and layout (including small, reverse-opening rear doors) even a newer version of the rotary engine couldn’t really save it from obscurity. Relative to the RX-7, anyway. It’s hard to know, therefore, whether to categorise the RX-8 as a two or four-door and that’s a pretty good metaphor for the whole thing; people didn’t understand it then and have largely forgotten about it now. As a used-car, what the RX-8 mostly has to offer is a point of difference. That little rotary engine will spin happily from one end of the tachometer to the other and it’s an engaging car to drive provided you can live with a manual gearbox. In automatic form, the car lost power and was overall a bit dull. Beyond that, it’s another Japanese coupe that is now definitely middle-aged and potentially well past its best. Which means the purchase of a used one requires much skill and judgment. The RX-8 is known internally as the FE model. The RX-8’s biggest selling point (then and now) is its rotary engine. Unlike conventional engines with pistons moving up and down, the rotary uses rotating segments that make for supremely smooth operation and brilliant power relative to its capacity. If that floats your boat, the Mazda will appeal. But if you’re looking for the sort of style for which Japanese coupes are famous, then the odd looks of the RX-8 might be a disappointment. And even though the turbocharged rotary engine has earned a reputation as a giant-killer in performance terms, in the heavier RX-8 with its non-turbocharged engine, it’s not a remarkable performer at all. Entertaining, sure, but fast? No. Like all rotary-powered Mazdas, there’s a huge question mark over the long-term reliability, particularly under the bonnet. The rest of the package is less problematic, but a trashed engine in an RX-8 could easily cost more than the car is actually worth. While technically interesting and great fun to thrash along, the Mazda’s rotary engine can be a bit fragile. It requires very specific oil (some of which will be consumed in normal operation) and can wear very quickly, especially if it’s been driven hard or suffered maintenance neglect. Wear will show up as a loss of engine compression, so a compression test should be part of any pre-purchase inspection. Internal seals can wear and fail at which point the engine can be very difficult to start. Owners have also found out the hard way that the rotary engine (even in good condition) doesn’t like to be switched off until it has warmed up. If it has been switched off before attaining operating temperature, raw fuel can flood the engine, breaking the seal between the metal parts and causing a loss of compression and hard starting. It’s important to determine what’s causing any loss of compression, but in reality, every RX-8 engine needs to be approached with caution. The RX-8 also attracted a type of buyer who was keen to extract every ounce of performance out of the car. As such, crash damage is a real possibility. Check for any mis-match between panel colours and make sure all the panel gaps are straight and uniform. Take a close look underneath for evidence of damage and be very wary of any modified example. Many owners extracted huge power by modifying these engines, but the end result was often a hand grenade missing its pin. The RX-8 can also be hard on clutches, so make sure there’s no shuddering or slipping from the clutch when taking off. A full and up to date service record is an absolute must with a Mazda RX-8 and any modifications to the driveline must be checked closely. Beyond that, be sure to check that all the electrical gear works properly, including the air-conditioning as these units were a bit problematic back in the day and won’t be any better two decades on. Early build (2003 to 2005) RX-8s were recalled to check for a flawed front control arm that could crack, leading to a loss of steering and control. Apparently, a manufacturing flaw was to blame, but it definitely needs to have been examined back in the day. A Mazda dealer should be able to identify affected cars and whether they’ve been checked. Other recalls included potential fuel leaks, electrical problems, and, of course, the dreaded Takata airbag fiasco which saw the RX-8 recalled no less than three times. For more details on these recalls, you can check out: https://www.vehiclerecalls.gov.au/. The RX-8 to avoid is not determined by a production date, but rather by the transmission fitted. To make the revvy rotary engine work with an automatic transmission, Mazda detuned the engine for that version to make slightly more torque but a lot less horsepower. So, instead of 177kW, the automatic RX-8 delivered just 141kW, and the transmission itself is an old-fashioned four-speed unit. Aside from anything else, the idea of an automatic transmission behind such a rorty, zingy little engine is missing the point entirely. This is a real crap-shoot because, depending on how a particular car has been serviced and driven, the rotary engine can last 200,000km, or it could be dead inside 80,000km. The problem there is that you can’t always be sure of a car’s history when it’s a 20-year-old used car. Many RX-8s still getting around are on their second or even third engine, so a car’s history is absolutely vital in this case. You can safely ignore trim levels, because with this car, it all comes down to performance levels. If you’re buying a manual RX-8, then the first generation cars between 2003 and 2008 are the ones to look for. That’s because the facelift in 2008 brought with it a reduction in performance to 170kW in the six-speed manual variant. But, if it’s an automatic you need, then the post-facelift car is the way to go. That replaced the original RX-8’s 141kW with 158kW and the tired old four-speed auto with a much more suitable six-speed unit. We’d still always buy the manual RX-8, however. Prices for relatively high-mileage RX-8s start in the very low teens or even a bit less. The best standard cars can cost closer to $30,000 or even $40,000 depending on mileage and condition. It’s worth noting that, unlike most cars, a modified RX-8 is not always a cheaper alternative to a stock standard example. But be aware that engine mods are fraught with danger and will only be as good as the mechanic who did them. Although the rotary engine in the RX-8 was not identical to rotaries that went before it, it still falls within the scope of the enormous aftermarket this engine has spawned. There’s a universe of replacement and go-fast bits and pieces for the Mazda rotary. On the other hand, the RX-8’s body panels were unique to what was effectively a pretty niche model. So, some trim items and body panels might be getting a bit harder to find. A local race series for the RX-8 probably consumed its share of spare body panels, too. Mazda Australia sold about 6500 RX-8s across the model’s lifespan here. That means there aren’t exactly hundreds of them for sale at any given time and you may have to be patient to find the right one. Again, that local race series for RX-8 will have thinned the ranks of survivors.

For more than 70 years the Chevrolet Corvette has been a sports car icon and the current eighth-generation version comes to Australia in factory right-hand drive form. The petrol-electric hybrid Corvette E-Ray is arguably the most interesting version and we spent a week behind the wheel to see how 'America's sports car' fares in local conditions.

Ferrari has a proud history of front engine, rear-wheel-drive GTs, many with a V12 engine, but while the twin-turbo V8 Amalfi is down four cylinders it produces 'ample' power in a beautiful, refined 2+2 coupe.

The most electrified Porsche 911 yet has arrived. Yep, the 2026 Porsche 911 Turbo S breaks from tradition with the electric motor wedged into its eight-speed PDK dual-clutch automatic transmission. And then there's the twin electric turbochargers fitted to its 3.6-litre six-cylinder boxer engine. That is one more e-turbo than its 911 Carrera GTS sibling, which debuted Porsche’s new power-boosting T-Hybrid system two years ago, complete with a 1.9kWh battery. In the all-wheel-drive Turbo S it helps it produce an astounding 523kW of power (+45kW) from 6500-7000rpm, and 800Nm of torque from a far broader 2300-6000rpm. Sprinting from zero to 100km/h in the coupe on test here now takes just 2.5 seconds (-0.2s), while 200km/h can be reached in 8.5 seconds (-0.5s) on its way to a top speed of 322km/h (a nice even 200mph). Needless to say, in reality this level of acceleration is neck-snappingly immense in any of the three available drive modes (Normal, Sport and Sport Plus). The PDK whips through its eight gears in a seemingly uninterrupted blur, during which the engine feels like it is always on boost thanks to its newfound electrification. That said, the Turbo S increasingly offers too much straight-line performance for Australian public roads, which have speed limits of up to 130km/h in limited locations. But I suppose it is nice to know you can accelerate faster than almost any other car you come across on your drive. You also can probably decelerate sooner than most other cars thanks to the mammoth carbon-ceramic brakes fitted to the Turbo S. The 420mm front and 410mm (+20mm) rear discs are the largest to be fitted to a street-legal Porsche yet and offer equally immense stopping power. The T-Hybrid system contributes plenty to the Turbo S coupe’s 74kg weight gain, to 1725kg, but the reality is you won’t really notice the difference in a straight line, let alone around corners. Handling wise, the Turbo S does not match the prowess of its track-focused GT3 and GT2 siblings, but it is still a 911, which means it's still among the best when it comes to despatching corners with its high level of AWD grip. The T-Hybrid system also helps to power the new active anti-roll bars, which reduce body roll when cornering hard. They are simply phenomenal when it comes to delivering lateral balance. And if you want even more body control and road feel, the adaptive dampers can be firmed up via a dedicated physical switch at any time, or via the Sport Plus drive mode. At this point the ride comfort is firm enough that you seemingly feel every little road imperfection. I prefer the adaptive dampers in their Normal setting, which is still stiff but can easily be lived with day to day. The 911’s electric power steering is the one of the best available today, with the level of feedback provided almost as good as a traditional hydraulic system. In any of the drive modes it is as direct as you would expect a high-end sports car to be, partly thanks to its brilliant wheelbase-shortening rear-axle steering. The beauty of the Turbo S is its split personality: it can be relatively docile when you are navigating city traffic, or it can be an otherworldly performance machine when you are lucky enough to find an open road. It is this duality that its GT siblings simply cannot match. Now, do not make the mistake of thinking the Turbo S coupe’s T-Hybrid system significantly reduces its fuel consumption because it is performance-focused after all. In fact, claimed fuel consumption on the combined-cycle test is 11.8L/100km, up 0.3L/100km. But in the real world I averaged a reasonable 14.3L/100km over 366km of driving, all of which was very much worth the high fuel bill. Design wise, the Turbo S has had an obligatory nip and tuck as part of this midlife facelift, one that Porsche says makes it 10 per cent slipprier, partly thanks to active aerodynamics front and rear. Either way, the 911’s iconic design elements remain, making it arguably the most recognisable multi-generation sports car of all time. I mean, look at those deliciously wide rear haunches! The 911 is also still one of the most practical sports cars you can buy, with two rear seats, which, while very tight for adults, is still a lot better than not having them at all. You even get two cupholders in the front row, which is two more than you get in most supercars. There are also plenty of physical buttons and switches for nearly all of the key functions, including the all-important climate controls. And let us not forget the frunk and its 128 litres of storage capacity, which is again a lot more accommodating than what you get with the 911’s mid-engine rivals. The price? The new Turbo S coupe costs $577,300 plus on-road costs, which is ‘just’ $39,700 more than its predecessor but more than reasonable against its competitive set, including the Ferrari 296 GTB ($604,000) and Lamborghini Temerario ($534,169). Despite its high price, in typical Porsche fashion several features that should be standard in the Turbo S coupe are not, including its sunroof ($4720), cooled front seats ($2220), Porsche InnoDrive highway assist ($2190) and all-important front-axle lift ($4950). All the regular advanced driver-assist safety features are otherwise present and work well, meaning they will not annoy you day to day, which is increasingly rare in 2026. But you do get shortchanged with Porsche Australia’s three-year/unlimited-kilometre warranty, which while comparable with the likes of Ferrari, Lamborghini, McLaren and Aston Martin, is off the five-year pace of BMW, Mercedes-Benz, Audi and other premium brands.

Depending on how old you are, the name Testarossa either means something, or everything. In the mid-1980s, we're talking proper dog-eared-posters-stuck-to-bedroom-wall status here. There was also the small volume V12 Ferrari 250 Testa Rossa (250 TR) sports racer built from 1957 to 1961. But in the '80s it was a 4.9-litre, flat 12-cylinder engine producing the power, making an inconceivable 287kW and 490Nm, and earning the wedge-shaped icon a place among the most powerful supercars in existence at the time. I'm giving you this little history lesson because the Testarossa name is back, only this time it's attached to the plug-in hybrid Ferrari 849 Testarossa. And if you're one of those people who think electrification has no place in the supercar world, just relax for a second. Because the new Testarossa's outputs make the 1984 version seem every bit as exhilarating as a Segway. We're now talking 772kW and 842Nm, generated via the combination of a 4.0-litre twin-turbocharged V8 paired with three electric motors, all of which combine to produce an electrified powerhouse of genuinely epic proportions.  The other thing that's gone skywards is the price. It's hard to believe, but that 1984 Testarossa listed for as low as US$85,000, or $121,000. This one starts at $932,648. The numbers only tell part of the 849 story, but we'll cover them off quickly anyway. The 100km/h benchmark arrives in 2.3 seconds, with 200km/h taking just 6.35 seconds from a standing start. Top speed is a claimed 330km/h. The turbo is the biggest ever fitted to a Ferrari production car, while the electric motors (responsible for around 160kW on their own) are arranged with one at the rear and two at the front. The 7.45kWh battery delivers an EV driving range of 25km. And yes, some of those are big and impressive numbers. But the bigger story here is the feel, the emotion, that the 849 Testarossa generates in great big bucketloads. The thrum (this time less orchestral and more mechanical) of the exhaust. The spectacularly direct steering. The sense of car and driver as one. But weirdly the thing that really got myself and my fellow testers the most excited wasn't the brutal acceleration (which was surprising, as this genuinely one of the fastest-feeling cars I've ever driven), but was instead the bull-whip crack of what might be the sweetest, sharpest gearshifts in existence. In this new Testarossa, it's an eight-speed dual-clutch transmission the brand says is derived from its F1 division, and the feel of a flat-footed shift upwards, or a hard-braking downshift into a corner, is genuinely visceral in its action. If you still long for manual gearboxes, the 849 will cure you of that ailment. You end up searching for extra reasons to reach for one of the paddle gearshifters, just to feel and hear the shifts. Driven at noise, this two-seat rocket is a vehicle that demands attention. And not just from the driver (seriously, this is a car that collects speed in such an other-worldly fashion that constant focus is required – blink too long and it feels like you're in a teleportation device as, when your eyes open, you're a long way away from where you were when you closed them), but from anyone in its vicinity, too, with the Ferrari seemingly sucking in bystanders like a vortex, especially in Italy, where even clapping eyes on the latest from Maranello is a near-religious experience. It's also, somehow, not terrifying. The fact that it's AWD and not a snap-happy rear-drive set-up probably helps to settle the nerves. But also the fact that it's something approaching comfortable as a commuter, helped by its adaptive damping, and even has a silent and front-wheel-drive EV mode for city motoring, helps to smooth some of the 849's more murderous edges. That and the fact that Ferrari has a whole heap of high-tech help on board – headlined by something called the Ferrari Integrated Vehicle Estimator, which adjusts its level of control to the quality of your driving – designed to keep you on the tarmac without ever feeling like it's babying you.  Driven at noise, the Testarossa is a car that demands attention. And not just from the driver (seriously, this is a car that collects speed in such an other-worldly fashion that constant focus is required), but from anyone in its vicinity, too. The styling was controversial at its unveiling, mostly because of its two-level nose design and blocky rear end with its centralised and mid-mounted exhaust exits, but it grows on you fast. I can also attest that the nose feels every bit as low to the ground as it looks, and you will become quickly accustomed to the nose-lift function, which gives you an extra three centimeters of clearance. Downsides? As is pretty predictable with Ferrari, none turn up in the drive experience. But the interior tech takes some getting used to. With no traditional centre screen, almost all functions are controlled through the steering wheel – including some of the drive modes, like 'EV' – and you have to 'wake up' the digital panel before selecting one. Which I didn't know, and so instead just blindly stabbed at areas until the Ferrari did what I wanted. It also feels very, very big, at 4718mm in length and 2304mm in width. When you're driving at speed you don't notice it, as I'm sure you wouldn't on a racetrack, but I can assure you threading your way through tight Italian streets in a million-dollar supercar can feel like you're playing a very high stakes version of Operation. So, is the 849 Testarossa a worthy wearer of one of Ferrari's most iconic nameplates? You betcha.

Sports coupes are rare nowadays, but Honda returns to old pastures with the Prelude. Yet the reborn 2+2 seater is anything but retro, with crisp styling, Civic Type R components and a performance-tuned hybrid system promising excitement with economy. An odd combo perhaps, but even a brief drive reveals engineering refinement and dynamic athleticism that transcend the sum of its parts.

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.