Coupe

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.

Less is more with the freshly revealed Ferrari Amalfi Spider, claims the Italian supercar-maker.That's because, by removing the Amalfi coupe's roof, you remove the barrier to one of motoring's most intoxicating experiences – the sound of a V8 roadster in full song – or at least that's what its designer told CarsGuide at the recent Ferrari roadster's official launch.Created to beat the likes of the Aston Martin Roadster, Porsche 911 Turbo S Cabriolet and even bigger drop-tops like the Bentley Continental GTC, the true beauty of the new Amalfi Spider is with its roof up it looks identical to the drop-dead gorgeous coupe.Not an easy task, say designers, but one accomplished to such an extent in a wind tunnel the Amalfi roadster replicates the same air-bending prowess as its hardtop sibling.The Ferrari drop-top also possesses the same advanced aero that includes neat front headlamp air intakes, underbody vortex generators, large functional side skirts and larger-still rear diffuser and, its pièce de résistance, a three-stage rear spoiler.Roof up, and the Amalfi's five-layer 220mm-thick hood also offers the same sound and heat insulation as the retractable hardtop favoured by the former Portofino, bringing enhanced levels of refinement on a cruise.Lowering the ragtop at speeds of up to 60km/h is a process that takes just 13.5 seconds.Aside from shrinking luggage space from 255 litres to 172 litres – the good news continues with the promise of class-best roof down comfort.Recruiting an aerodynamicist from Ferrari's F1 team, the Amalfi rear seats' backrest raises by 90 degrees at speeds of up to 170km/h reducing buffeting and boominess other convertibles suffer with at high speed.Ferrari only refers to its latest Amalfi as a '2+', as the rear seats don't quite justify '2+2' status, with limited legroom suited only for very small kids.Not that you'd buy the entry Ferrari for doing the school run, instead you'd pick the fast supercar because of its performance and the way it rewards behind the wheel.The good news is despite the addition of an electric motor for the roof and all the extra bracing needed the kerbweight has only increased by 86kg to a still lithe 1556kg without fluids.Mounted mid-ship under the bonnet is the coupe's sublime twin-turbocharged 3.9-litre V8 that produces an identical 471kW of power and a thumping 760Nm of torque.Off the line, with only the modest increase in mass, Ferrari claims the roofless version of the coupe matches the 3.3 seconds the standard coupe takes to launch from 0-100km/h.Top speed remains a very blustery 320km/h.Coping with a slight change in weight distribution from 50:50 to 48:52, engineers have given the Amalfi Spider new springs and dampers that help it dynamically match the fine ride/handling balance as the coupe.Ensuring it should be fun behind the wheel the Ferrari scores the same ABS Evo brake-by-wire braking, advanced 6D sensors and latest 6.1 version of its Side Slip Control (SSC) that have all been honed by the carmaker's F80 hypercar and should ensure it will be fast, engaging and prove wildly entertaining behind the wheel.Speaking of which, like the coupe unveiled back in 2025 the new Amalfi Spider comes with a new steering wheel design that brings back physical buttons and features an anodised aluminium start button.Within there's also a large 15.6-inch digital instrument cluster, 10.25-inch multimedia screen and further 8.8-inch display that can broadcast the g-force, revs and high speeds to your terrified passenger, with all three working with Apple CarPlay and Android Auto smartphone mirroring.Offered with three different comfort seats tailored to your size, the new pews come with 10 different air chambers and provide for a massage function.There's even the option of a powerful 14-speaker 1200-watt Burmester sound system should you ever tire of the twin-turbo V8 soundtrack.Set to land in Australia in around quarter three (July-Sept) of 2027, the Ferrari Amalfi Spider is likely to command a price premium of around $70,000 over the already-hefty $503,261 (before on-road costs) charged for the coupe version.That means it will command a significant premium over the two-seat Aston Martin Vantage Roadster ($435,000) and the Bentley Continental GT Speed Convertible ($452,670) but could be priced on par with the Porsche 911 Turbo S Cabriolet that is yet to be costed for our market.

Mercedes-Benz has released pricing for its Maybach SL680 luxury large convertible coupe. The SL680 will start in price from $463,900, before on-road costs, making it one of the most expensive cars in the Mercedes-Benz line-up. Maybach variants have usually been reserved for ultra-luxury limousines, such as the S680, but this takes a different line, focusing on a more sporty experience. It lines up as a direct rival to the Bentley Continental GT convertible, which also is powered by a V8, starting from $504,700, before on-road costs. It will also be an alternative to the electric-powered Rolls-Royce Spectre, starting from $800,000 (before on-roads). The SL680’s 4.0-litre V8 produces 430kW and 800Nm, which is more than the Continental GT.The car comes as standard with an all-wheel drive system and is capable of completing the 0-100km/h sprint in 4.1 seconds. It gets a sweeping exterior design, and with 50 paint choices, as well as 21-inch wheels in two options, the second of which is a multi-spoke design costing $12,900.It has polished interior elements, including silver chrome trim and illuminated door sills, along with a wood and leather steering wheel. There are Napper leather seats, which are heated and ventilated, as well as a premium 17-speaker Burmester audio system, which can output 1220 watts. It also gets all the accessories you would expect as standard like wireless Apple CarPlay and Android Auto connectivity and wireless phone charging. It also features Mercedes’ augmented reality navigation system.As you would expect, this high-end Mercedes has some seriously pricey options aside from the aforementioned wheels.For $16,900, the car can be fitted with a Mercedes-Maybach pattern on the bonnet and for an extra $24,300 the whole car can be finished in an exclusive paint. The SL680 adds to the Mercedes Maybach range, which already includes versions of the S-Class limousine, as well as the EQS and GLS SUVs.2026 Mercedes-Benz Maybach SL680 pricing Australia 2026 Mercedes-Benz SL680 engine and efficiency2026 Mercedes-Benz Maybach SL680 standard featuresOther standard features include: Head-up display64-colour ambient lightingHeated wood and leather steering wheelSilver chrome trim elementsIlluminated door sillsHeated and ventilated front seats with massage function 2026 Mercedes-Benz Maybach SL680 safetyThe Mercedes-Benz SL680 has not been crash tested by ANCAP.Standard safety features: Adaptive cruise controlLane keep assist360-degree cameraLane change assistSteer assistMemory parking assist2026 Mercedes-Benz Maybach SL680 warranty All Mercedes-Benz models are covered by a five-year/unlimited-kilometre warranty. 

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.

It’s no secret Toyota wants to revive the Celica nameplate. Now, thanks to a Portuguese rally fan, the new Celica is no longer a secret at all.

Audi’s global CEO has reassured employees and fans of the brand that its electric successor to the Audi TT will go ahead.

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.

Mercedes-AMG is readying the next instalment of its ultra high-end Mythos series of vehicles and it will be an “extreme” take on the CLE coupe.This forthcoming and yet-unnamed Mercedes-AMG CLE Mythos is currently undergoing cold-weather testing in Sweden with heavy black-and-white camouflage to disguise the design features.Compared to the regular, V6-powered AMG CLE53 which is currently the most powerful version of this car, it has very aggressive front and rear fascias for additional cooling, wider wheel arches for the wider track width, as well as a large rear wing.As reported by Autocar, it will be powered by a new 4.0-litre twin-turbo V8 petrol engine with a flat-plane crankshaft.Mercedes-Benz will also reportedly use this new flat-plane V8 in the facelifted version of the S-Class, which is set to be revealed later today.It will reportedly produce 395kW and 745Nm in the facelifted S-Class, however in this forthcoming CLE Mythos the outputs will be increased to over 484kW and 800Nm.For context, the AMG GT63 Pro with its cross-plane crank 4.0-litre twin-turbo V8 engine produces 450kW and 850Nm.Flat-plane crank V8 engines are used in many Ferraris, McLarens, as well as the Chevrolet Corvette Z06 and allow for a lighter and smaller overall package, higher revs and sharper throttle response.Mercedes-AMG’s first foray into a flat-plane crankshaft V8 was the limited-production AMG GT Black Series in 2020.Given the Mythos line of vehicles is similarly focused on exclusivity and limited production, this will likely make the CLE Mythos the most direct successor to the C63 AMG Black Series from 2012. Only 800 units of it were made globally.The first Mythos vehicle was the Mercedes-AMG PureSpeed which was revealed in 2024 and is a roof-less and windscreen-less version of the AMG SL roadster. Only 250 units are being made.