Coupe

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.

Audi has revealed a surprise new model, called the Nuvolari, a limited edition supercar it claims will be the brand’s most powerful and fastest production vehicle in its history. Only 499 cars will be built, making the 2027 Audi Nuvolari one of the rarest in the brand’s recent history, running short of the 660 units built for the Audi RS6 Avant GT wagon. The Nuvolari isn't a new version of the Audi R8 per se, but it's hard to deny the close links and lineage of a mid-engine, two-seater model using a drivetrain borrowed from sibling brand Lamborghini, in this case a hybrid V8. Full details haven't been revealed, but the numbers already confirmed are impressive. With a hybrid system consisting of a mid-mounted 4.0-litre twin-turbo V8 and three axial flux electric motors (as opposed to more common radial flux), the all-wheel drive Nuvolari boasts 736kW.  The engine alone produces 588kW of that (as well as 730Nm), while each electric motor has a 110kW maximum output. Two of those motors are mounted at the front axle and can collectively deliver 2150Nm of torque. The other is mounted between the engine and transmission.  The result of all this is a 0-100km/h sprint in a claimed 2.6 seconds, on to 200km/h in just 6.8 seconds and an eventual top speed north of 350km/h. Oh, and the engine revs out to 10,000rpm, so it’ll sound rather intense while doing it. If it all sounds a bit familiar, the drivetrain is almost certainly a reapplication of the Lamborghini Temerario's, which is also a 4.0-litre hybrid V8 system featuring a 10,000rpm redline - though outputs there peak at just 676kW. The brand’s Chief Technical Officer, Rouven Mohr, said the Nuvolari is a display of “technical expertise, innovative strength, and dedication” that draws from Audi’s recent entry into F1. “This is reflected not only in the vehicle’s performance and its Formula 1-inspired technologies, but also in the ability to transfer innovations quickly and precisely into a production vehicle.” The Nuvolari features other high-end advancements from Audi like its ‘Quattro predictive ride’ which uses sensors to adjust suspension and damping before the car reaches a section of road.  The car is also the first use of Audi’s space frame and carbon fibre exterior combination, drawn from the brand’s newfound F1 experience along with active aerodynamics. Similarly, energy recuperation to charge the 7.3kWh lithium-ion battery in coordination with the braking system is another area benefiting from F1 tech. Huge F1-derived 420mm discs at the front are clamped by 10-piston calipers under braking, while the rear features 410mm discs and four-piston calipers. “A motorsport-inspired brake-by-wire system enables variable distribution between recuperation and hydraulic braking,” Audi says. “The brake pedal is functionally decoupled from actual braking force at the wheels to ensure a consistent and precise pedal feel.” The Nuvolari name comes from Tazio Nuvolari, an Italian racing driver who made a comeback to Grand Prix motorsport with Auto Union, Audi’s predecessor, after having retired. He won the 1938 Italian GP, his home race, with the brand. Audi will start deliveries to Nuvolari customers in the first half of 2027.

Audi’s global boss has hinted that the iconic R8 mid-engined supercar might be making a return, and this next-generation model could be powered by the Lamborghini Temerario's astonishing hybrid V8 The brand’s CEO Gernot Dollner revealed that despite tightening emissions laws, he still had the V8s on his mind. "I'm a big fan of the V8," he said, according to Motor1.  Audi is in the process of replacing the revered 4.0-litre twin-turbo V8 in its high-performance saloons and SUVs with more efficient V6 hybrids. We’ve seen the Audi RS5 move from using a V8 10 years ago to a V6 plug-in hybrid in the just-launched new generation, Future versions of RS6, and others, are expected to also follow suit. But it appears there will still be a place for the V8, which Dollner admires. The new Lamborghini Temerario plug-in hybrid uses the same V8 paired with three electric motors.  "There's no restriction to an engine like that," Dollner said. He’s not joking. The V8 in the Temerario can rev to 10,000 rpm, which is higher than any V8 production supercar has been able to hit. The output of the PHEV system is outrageous. The combined output of the V8 and motors in the Temerario is 676kW and the 0-100km/h sprint is over in 2.7 seconds. The same platform could easily be used for a new-gen R8 - Lamborghinis and Audi R8s have shared the same platform in the past. Production of the Audi R8 ended in 2024 after an 18-year run and during that time was powered by the V8 and a V10, also used by Lamborghini in its supercars. Whether a new Audi R8 actually happens will be down to demand, and of course Dollner. Emissions laws may not be the barrier some might think. Last year Audi Australian boss Jeff Mannering told CarsGuide the existence of more and more hybrids and EVs such as the Q4 and Q6 electric SUVs in the range means a couple of V8 models can be included without exceeding the overall fleet emissions limits. “A BEV, a PHEV, an ICE car - if you look at the market this is why the Q4 and Q6 are so important because it adds volume to BEVs, but we need plug-in hybrids as well because of those C02 targets,” he said. 

The Toyota-owned Lexus brand has given the motoring world some truly desirable sports cars, and even a legendary supercar. Yamaha-tuned naturally aspirated 5.0-litre V8 engines have graced the engine bays of sedans, coupes and tourers, and a similarly developed 4.8-litre V10 found under the long bonnet of the Lexus LFA supercar is often cited as one of the world's best-sounding. More accessible, the still-available (for now) Lexus LC500 sounds like a NASCAR on the limiter, and the back-to-basics dynamics of cars like the relatively recent RC F were a far cry from the ‘retirement-spec’ Lexus SUVs that make up the bulk of the brand’s sales (and, at times, image). At the Australian launch of the updated 2026 Lexus RZ electric SUV, CarsGuide asked the brand’s local top brass where the next desirable halo model is coming from. Lexus Australia Chief Executive Jack Hobbs said, for now, the F Sport models available in the line-up and cars like the LBX Morizo have enough pep to fill customer demand for performance. “Certainly you know we'd love to have those sorts of products in our suite,” he told CarsGuide. “At the same time I think we've got enough offerings through the F Sport grades across the model range, and offerings like the LBX Morizo to, I guess, extend the range enough at this point in time.” While Lexus doesn’t quite have a high-performance aspirational model like the LFA - not even the limited-run RZ 600e F Sport Performance seems to fit the bill - the Lexus LFA Concept unveiled in stages as the Lexus Sport Concept in 2025 is starting to become more concrete. It’s just that it’s a battery electric vehicle. Strategic Communications Manager Nam Luong added some context around what the brand sees as its future direction, focussing on mobility and luxury rather than outright performance. “Yes, I think what you saw at the Japan Mobility Show in the Discover concepts, what we're looking at is broadening the expansion of the model range to encompass multiple forms of mobility, in terms of land, sea and air.” Other concepts that joined the LFA under the ‘Discover’ banner included a high-end people mover, the LS Concept, and a high-riding LS Coupe Concept sedan.  Autonomous personal pods and even water-faring luxury yachts are part of the vision. “From a land perspective, the LFA concept has a role to play from that performance point of view, but what we're trying to identify is, well, how do we create a Lexus experience ecosystem beyond just the land element, seeing where and what Lexus Australia can continue to deliver on is also ‘what is that lifestyle experience’ that we can provide to our customers as well.”

Believe it or don’t we’re almost halfway through the year and that calls for a round up of the cars that have stood out to us in 2026. So, we’ve asked our fellow test pilots around the CarsGuide office which new car has impressed them the most so far.  Here’s our half-year top 5, in no particular order. Honda Prelude Honda’s reborn Prelude sports car is a reminder of the magic this iconic Japanese company can perform at a time when new Chinese brands are drawing our eyes away. A rival to the Toyota GR 86, Nissan Z and Mazda MX-5 the Prelude arrived in May with a hybrid powertrain and a drive-away price of $65,000. Based on the Honda Civic, the Prelude has a 2.0-litre four cylinder engine and an electric motor. Combined output is 149kW. CarsGuide contributor Byron Mathioudakis attended the Australian launch. “Firstly, the performance on offer goes far beyond the sum of its published numbers," he said. "Secondly, the fluency of the chassis to communicate with the road and driver makes this a true enthusiast’s car. And thirdly, this leaves us wanting more. "Long after the sensual lines are out of sight, your mind’s eye keeps looking back, yearning to return to the driver’s seat. All for $65K drive-away, folks." BMW M2 CS BMW’s new M2 CS arrived in May this year loudly announcing that angry performance petrol cars were still well and truly a thing - and a beautiful thing, too. The Competition Sport version of the mighty little M2 takes that little beast's straight-six turbo and squeezes out more grunt - 390kW and 650Nm. The M2 CS has been one of Senior Journalist Chris Thompson’s favourite finds of 2026 so far. “Small enough to still feel like a nimble sports car but it won't bite your hand too hard," Thompson said. "Plenty of power and a healthy torque band, but enough compliance in the chassis/suspension that it doesn't feel entirely like driving a race car. Looks fully siq in Velvet Blue Metallic with Gold Bronze wheels." Denza B5 BYD’s luxury brand Denza brought its Toyota Prado rival to Australia this year starting at a list price of just less than $75K. Production Editor Jack Quick drove this large super hybrid SUV at its Aussie launch and had this to say: “It rights the BYD Shark 6’s wrongs in terms of off-road capability and has undeniable value with the amount of high-end touches it has. Plus it’s ridiculously fast. However, it’s not perfect as it’s very heavy and has a busy ride.”  Kia EV4 GT-Line Kia’s fully electric EV4 sedan arrived in Australia in January looking slipperier than an eel. There’s a single motor making 150kW and 283Nm driving the front wheels and you can have it in three grades with the starting list price being $49,990. Deputy Editor James Cleary drove the EV4 and nominated it as one of the cars that impressed him this year. "Polarising contemporary Kia exterior design... but I like it,” he said.    “Snappy, user-friendly interior. Strong performance and useful range. A $65K price tag for this flagship is in line with BYD Seal but $10K steeper than comparable Mazda 6e.”  BYD Shark 6 The BYD Shark 6 was awarded CarsGuide's Best Ute of 2026 and now it has returned with a more powerful engine (a 2.0-litre turbo petrol four cylinder) in the Performance grade. The new and improved plug-in hybrid ute addressed what was lacking in an otherwise outstanding vehicle - towing ability. Braked towing capacity has increased from 2500kg to 3500kg in the Performance. Dual motors (one at the front and one at the rear) combined with the petrol e engine make an impressive 350kW and 700Nm.  Carsguide contributor Stephen Ottley was at the launch and said: “For grey nomads and others who have previously ruled it out, the BYD Shark 6 might suddenly be back on more shortlists.”

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.

The Blue Oval's hero Pony car is back... again. Ford announced the return of the Mustang Dark Horse to Australia this year with a limited run of 500 units. This year’s version of the range-topping V8-powered beast can also be had with a 'T8-Spec Pack', which is a collaboration with V8 Supercars’ Triple Eight Race Engineering. This is limited to just 250 units. Ford’s marketing boss Ambrose Henderson said the T8-Spec brings a new level of track-focused ability to the Mustang. At the Dark Horse’s core is the 5.0-litre V8 engine making 350kW and 550Nm. The Dark Horse T8-Spec is manual-only and is priced at $138,888, before on-road costs, which is a big chunk more than the $104,990 regular Dark Horse. The standard version can be had with a manual or automatic transmission. For the extra spend T8-Spec Pack buyers get a range of performance and cosmetic upgrades. This includes 19-inch alloys wheels, which are fatter at the rear and shod with Pirelli P Zero Trofeo RS tyres. There is a large rear spoiler with blue accents and an “enhanced” front splitter that Ford said is supplied separately and not fitted to the vehicle as it can only be used on track and not on public roads. A beefed up suspension features stiffer springs and roll bars and adjustable top mounts, which Ford claims provides sharper steering response and increased stability, It comes with numerous exterior highlights including Triple Eight branding, black roof, blue Brembo brakes and bonnet decals. Inside, there are Recaro sports seats with indigo-coloured bolsters, Triple Eight branded scuff plates, a new gear shift knob and a build plate. The T8-Spec Pack is installed in Melbourne. Buyers of the T8-Spec Pack will also be invited to an exclusive track experience at Queensland Raceway in 2027. Triple Eight Race Engineering Managing Director Jamie Whincup said the T8-Spec allows the team to apply its race winning expertise and apply it to the road. “We are looking forward to meeting these 250 passionate customers at Queensland Raceway and showing them exactly what this vehicle is capable of in a track environment," he said.

The Japanese sports car revival is almost complete. Honda has confirmed the price of its new Prelude ahead of its arrival in Australia in the coming months where it will take on the Toyota GR86, Subaru BRZ, Nissan Z and Mazda MX-5 in a suddenly jam-packed affordable sports car category. Available in a single grade, the Prelude is priced at $65,000, drive-away, which is cheaper than Nissan’s twin-turbo V6 Z but more expensive than the other trio. The Prelude is based on the current Honda Civic and gets the same hybrid set-up as its more family-friendly sibling. Honda Australia boss Robert Thorp said the Prelude stays true to the original. “The 2026 Prelude is a bold reinterpretation of an iconic driver’s car for the hybrid era, developed from the same dreams with the same spirit and ambition as the first Prelude back in 1978,” said Thorp. The Prelude is powered by a 2.0-litre, four-cylinder petrol engine that makes 104kW/182Nm, paired with an electric motor that is good for 135kW and 315N and helps drive the front wheels. Combined power is a claimed 149kW, which is more grunt than the Civic’s identical set-up pumps out. One of the new Prelude's headline features is the 'S+ Shift', which simulates the sound and feel of an eight speed transmission via a Continuously Variable Transmission (CVT). Honda claims the tech delivers the power kick during real gear changes and can mimic engine braking. There are also features borrowed from the red hot Civic Type R such as dual-axis strut front suspension, and it has Brembo brakes and a wider track for increased stability. Honda backs its vehicles with a five year/unlimited km warranty and five years' roadside assistance. A capped price servicing plan costs just $199 per visit for the first five intervals. Full Australian details will be revealed soon.

Nissan’s R36 GT-R supercar is coming and will be an all-new beast, well mostly, according to the company’s senior executive. We think you’ll like what hasn’t changed in this next generation. Hint, it will have pistons - six of them! The good news for fans of the iconic ‘Godzilla’ is that not only will the Nissan GT-R be returning soon as the R36, but it will seemingly retain the revered petrol V6 from the R35 - although most likely as part of a hybrid powertrain. That’s according to Nissan North America Vice President and Chief Planning Officer Ponz Pandikuthira in an interview with motoring publication The Drive recently.    “I’d say by 2028 you’ll see some concrete announcements, and hopefully before the decade turns you’ll see an R36 GT-R,” Pandikuthira told The Drive. Pandikuthira said the R36 needed to be on a different chassis to the R35 and that while it was going to be "an all new car” the “powertrain’s going to be mostly new”. And this is where the news gets really good. Pandikuthira suggests that the heart of the R35 — the much loved high output twin-turbo V6 petrol engine — would be transplanted into the R36 but given the hybrid treatment. “If there was a hybrid powertrain, the block of that VR38 engine (which was the engine in the R35 GT-R) would be so great. Why would you throw that away? But maybe the way combustion matter needs to be very different. 
Maybe the heads are very different. Maybe the pistons are very different. So maybe we have to change the top end,” Pandikuthira said. This news puts to rest any rumours that the R36 would be fully electric, but that a compromise might be needed in the form of  hybridisation to meet emissions standards. “The next generation GTR will need some level of electrification,” Pandikuthira said. “So, does it need to be a full EV? Probably not, but it does need to have some level of electrification to meet, to future proof emissions, compatibility.” According to Pandikuthira the R36 GT-R should be with us by 2030, marking five years since production of the R35 ended in August, 2025. The R35 GT-R’s VR38 twin-turbo V6 started off with 353kW when it was first launched in 2007, but power output rose to 419kW by the end of its lifetime in 2025 with the NISMO high performance division version extracting even more. That power was sent to all four wheels through a six-speed dual-clutch transmission. On the day the final R35 rolled off the production line Nissan’s global CEO Ivan Espinosa promised the GT-R would return. “To the many fans of the GT‑R worldwide,’ Espinsosa said. “I want to tell you this isn’t a goodbye to the GT‑R forever, it’s our goal for the GT‑R nameplate to one day make a return.”

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.