Autocar awards 2022: the UK’s best cars

It’s our annual celebration of the finest cars and the people who created them. It has been yet another turbulent year for the car industry, but one constant has been its ability to keep on producing innovative and brilliant new machines. At the Autocar Awards ceremony, held on Tuesday night at Silverstone, we celebrated great cars and great people in diverse categories.

Let’s start with looking at this year’s best cars in every key category:

The BMW M5 CS is the super saloon to rule them all. More importantly, it’s the archetypal and defining example of the breed coming back to the height of its powers. Visually, the way this car overlays so much muscular aggression on the otherwise entirely normal bones of a 5-Series might be a high water mark for performance saloon design. It’s the perfect execution of the ordinary made extraordinary; the polar opposite of so many doomed attempts to put four-door usability on a coupe’s silhouette.

Being “the ultimate M5”, the positioning of the M5 CS gave BMW permission to skew the time-honoured super-saloon template towards the expensive and outlandish. So it comes with a 626bhp turbocharged V8 engine that revs beyond 7000rpm, with various carbonfibre-polymer lightweight body panels (the underside of the lightweight bonnet is gorgeous), with lightweight forged wheels and carbon-ceramic brakes all as standard. And, at the time we tested it in summer 2021, it also cost nearly £40,000 more than a ‘normal’ BMW M5 Competition.

The CS excels on the road, with greater tactility in its controls, sophistication in its damping and accessible thrill in its handling than any ‘F90’- or ‘F10’-generation M5. But on the circuit, it went harder, faster and better than any four-door we’d ever tested previously, hitting 60mph from rest in 3.0sec flat, 100- in less than seven, and becoming our first saloon with a sub-70sec dry handling circuit benchmark laptime.

It set that time, by the way, on standard Michelin Pilot Sport 4S tyres; not the optional Pirelli P Zero Corsas likely themselves to be worth at least another second around a lap. Sounds like a good enough reason to go back and pit one against the road test timing gear all over again, doesn’t it?

The Toyota GR86 is our Best Fun Car of 2022 on the strength of some road driving, and plenty of fast lapping of the Castelloli race circuit in Spain - which is blessed with plenty of enticing, sweeping 3rd gear bends, as it happens. It’s a little bit faster, grippier and more purposeful than the hilariously indulgent GT86 was, but still an invitation to powerslide that not even a trappist monk could decline.

They will be available in the UK from a fiver under £30,000: which, if you spend it elsewhere, is almost £5000 less than the very cheapest Audi TT. It’s about the same as you might pay for a Ford Puma ST; not a bad driver’s car itself considering the class in which it operates - but if you want undiluted driving entertainment, it shouldn’t even be part of the same discussion.

The GR86 uses a bigger-bore flat-four boxer engine than its predecessor did, with overall displacement having risen to 2.4 litres from just 2.0. The new engine revs to higher crankspeeds than the old one, and produces 232bhp at 7000rpm; but the 20 per cent gain it makes for the car GR86 on torque, made to feel larger still by accessibility at lower revs, is the more transformative factor as regards how much quicker the GR- feels, on both road and track, than the old GT- did.

Plenty feels nicely familiar about the new sports car, though: the really low-slung driving position, and the low bonnet up ahead which speaks so clearly of low-carried major masses and the dynamic gains they bring. The car’s controls are medium-heavy and feel honestly mechanical. The gearshift needs a good stiff prod home into each ratio, and the atmo engine still needs work and revs to give up its best. But it sounds wonderfully angry and raw when it does that, and it always responds so crisply and revs so freely; so much so that you never want to be anywhere but beyond 4000rpm.

This is a rare full-size family SUV that keeps its seven-seater layout even if you have it in company-car-compatible plug-in hybrid form; and it also keeps a sub-£50,000 price tag. If you need a business car that’ll keep your tax bill down during the working week, but also work wonders with a big family on evenings and weekends, the Santa Fe’s case is stronger than it ever has been.

All of the things that have made this car such a sensible buy for so many years still apply but, with the latest model generation, Hyundai has brought the Sante Fe right up to date, while also adding extra refinement and desirability. The car continues to combine four-wheel drive traction and decent offroad capability with proper, adult-appropriate seven-seat passenger space when you need it; or alternatively generous boot space (571 litres in five-seat mode, 1649- with all the rear seats folded) when cargo-carrying is the priority.

Replacing the car’s previous diesel engines with a new petrol-electric hybrid setup, towing capacity has taken a bit of a knock: 1350kg on a braked trailer is all the PHEV version is rated to manage. That might make this car less of a default pick for caravanners, but it’s one of very few black marks overall, and clearly only need be a consideration for those who tow the largest, heaviest trailers.

The look and feel of the Santa Fe’s interior have taken big strides. Plush-looking satin chrome trim, and solid-feeling switches and secondary controls, make the latest Santa Fe inviting to travel in like few of its predecessors have been, and give it more of the luxury ambience that can be found elsewhere in the premium SUV class. Digital technology is very well represented, too. On the road, powertrain refinement is generally excellent, and drivability good. Its real-world electric range sitting somewhere between 25- and 28 miles, depending on pattern of usage.

Priced from just over £46,000, the Mercedes has just over 25kWh giving a WLTP lab-test electric range claim of up to 62 miles: enough to grant a benefit-in-kind tax qualification of just eight per cent for its keeper.  The C300e comes in both saloon and estate bodies; boot space in the estate isn’t quite what you get in other C-Class wagons, but still it’s good for almost 1400 litres of cargo space when the rear seats are folded. Forward of the boot, meanwhile, passenger space is very respectable.

Mercedes’ latest executive models really lead with their digital cabin technology, and the C-Class is no different. A slab-like ‘MBUX’ infotainment console dominates the forward transmission tunnel, displaying mapping and entertainment data at very high resolution, and it’s voice-controllable if you prefer that approach to touchscreen input. Elsewhere the car’s prevailing standard for cabin quality is generally good.

The C300e’s real-world 50-mile showing that’s likely to really sell it. And you can recharge at up to 55kW and in less than half an hour via a DC rapid charger. The car has strong performance and impressive cruising refinement too, with particularly good manual energy regeneration controls aiding drivability. But it’s what those fifty emission-free miles a day - or quite possibly more - could do for your long-term average fuel economy that’ll likely attract people to this car. For those with access to cost-effective charging at both home and work, the Mercedes C300e could achieve a great deal.

Our roads aren’t getting any wider, and the Fiat 500’s small dimensions are as useful on the busy streets of Turin as they are down an English country lane. As the world goes electric, SUVs are a more convenient shape to hide a bulky battery pack in, but the new 500 demonstrates it doesn’t have to be that way.

The 500 shows the direction for small electric cars (and therefore small cars in general). A bespoke platform means there’s room for a decent size battery, giving a usable real-world range of 140 miles (even if that’s some way short of its official 199 miles). The base ‘Action’ model is one of the most affordable EVs on the market, while higher trims justify their price with plenty of kit and safety features.

Where the 500 truly differentiates itself from other small cars is that it is genuinely joyful to look at and to drive. The old petrol-powered 500, which is still on sale as a mild hybrid, was a sales success, not because it was an especially good car, but because its design was a brilliant reinterpretation of the old classic. The new one does the same for the electric age. It’s recognisable, it’s retro yet modern, it’s cute and it’s distinctive.

Unlike the old 500, the new one is also great to drive. It’s a competitive electric car, and its small dimensions and good visibility make it super-manoeuvrable in the city, and it exceeds expectations on the open road as well. The motorway is not its natural habitat but the 500 still copes admirably. What’s remarkable is that the 500 is also an absolute hoot to drive on a twisty road.

With a starting price of £40,000, the EV6 is not a cheap car, but it’s not a money-no-object supercar either. While it would be an exaggeration to say the EV6 brings supercar elements to a family car, it does go further than most rivals to make everyday motoring feel special. The styling isn’t for everyone, but the short bonnet, low scuttle, unusual profile and wild details make it stand out and has people commenting on it everywhere.

The distinctive, innovative feel continues in the interior, which uses the extra interior space and flat floor afforded by the EV platform to great effect. It manages to feel at once airy and cocooned, with more storage space than you could shake a Billy bookcase at, and limo-like rear legroom. Unlike a lot of recent EVs, it also has a healthy mix of responsive touch screens and physical buttons.

The EV6’s technical make-up equally impressed judges. It’s the first in an extensive range of cars and SUVs on Hyundai-Kia’s E-GMP platform. Although the battery is suitably large at 77.4kWh, it isn’t the biggest in its class. And yet, the EV6 has a class-leading range thanks to strong efficiency.

When the 328 miles do run out, the EV6 can be charged faster than almost anything else. Thanks to the 800V architecture the battery can be replenished at a speed of up to 230kW provided you visit the right charger. The EV6 wins out over its Hyundai Ioniq 5 cousin thanks to its more engaging driving dynamics. 

Porsche wins performance car test shocker! No one was surprised when the 911 GT3 came out on top in our annual Britain’s Best Driver’s Car competition but it certainly wasn’t for lack of decent opposition from the likes of the Ariel Atom, a near-1000bhp Ferrari and our favourite Lamborghini.

But Weissach has been on a roll lately. The closer the death of piston engines comes, the more determined Andreas Preuninger and his team seem to be to go out with a bang. The Porsche GT department’s naturally-aspirated flat six has clearly established itself as one of the all-time great engines, a feat that is all the more remarkable given the stringent emissions regulations any modern engine has to meet.

An engine that revs to 9000rpm is something quite extraordinary when almost every other petrol engine is turbocharged. One that takes on an otherworldly wail in the last 1000rpm is one to cherish.  On the road, the new double wishbone front suspension gives the front end the kind of bite and alacrity that’s hard to believe from a car with most of its weight in the back.

The GT3 can be placed millimetre-perfect, at any speed and at practically any skill level. Somehow, though, it’s no less impressive if you want to play the hooligan. True, it feels more track-focused than before, but this is still a chassis that is beautifully adjustable and super-dependable even when you’re not driving it at ten tenths.

At first glance, the Formentor is crossover SUV in the mould of the VW T-Roc and Toyota CH-R. With that come butch looks, relatively generous interior space and a slightly raised ride height to aid loading children or luggage.

However, it equally appeals to the SUV sceptics. Look closely and the Formentor is more of tall estate than an SUV. Step inside and you can drop the seat all the way to the floor for maximum touring car vibes, or jack it up if you prefer a lofty seating position. 

Our favourite version is still the current range-topper, which borrows its 306bhp petrol engine and four-wheel drive system from the previous-generation Volkswagen Golf R. Like that car, it’s as competent on the school run as it is on a moorland road. There are hot hatches and even hot crossovers that entertain more intensely, but the Formentor provides secure, all-weather competence that’s straight out of the hot hatch handbook.

What all Formentors share is that they impress with a hint of added dynamism than you’ll find in most crossovers. Even more important for Cupra’s aspirations as a premium brand is that the interior, despite its minimalist style, has a material richness you wouldn’t find in any of the other Volkswagen Group brands, short of Audi. It ticks more boxes than any other car on sale, and it does so for considerably less money than the opposition.

This honour goes to a car from a brand to which the very concept of a ‘hot hatch’ was alien not even 10 years ago. And it beat the likes of the VW Golf R and Ford Puma ST in the process. The Hyundai’s sense of intent and evident dynamic polish won over our judges in short order. This 201bhp supermini is a triumph for its maker.

“It can take a snaking mountain pass apart more vividly than cars costing five figures more,” read the verdict of this test.

It is, at heart, a car with consistency to its character. The no-nonsense body control that’s brought about by fine damping is simpatico with the speed and heft of the steering and even the weights of the other driving controls. It’s a cohesive, tenacious and serious proposition for keen drivers, this car, and one that moves the N sub-brand on significantly, even from the impressive level of the largeri30 N.

What’s more, the broad level of configurability in the driveline works in this instance, allowing the experience to be meaningfully tailored to the road and your mood. All in, it’s a likeably raw yet usable device.

That Land Rover company still likes to call the Defender a 4x4 probably means something, and it’s probably not just symbolic.  The Defender has been designed to further offroad than the competition. Whether it truly does that depends on the competition and terrain are like.

This is a large, heavy car. Key to its appeal, though, is that it attempts to make going off road as painless as possible. Some 4x4s love to involve you in the process: pulling levers, leaning out of doors, locking differentials and immersing you in the experience. But the Defender doesn’t ask you to. With its raft of modes and external cameras, if you want to make the most of its adventuring abilities you point it to where you want it to go and largely let it sort things out.

It’s a less tiring way to spend a tough day. And at the end of it, the Defender is supremely comfortable and isolated yet still accurate and enjoyable on any road you take home. So yes, the headline here reads ‘Best SUV’. But there’s a bit more to the Defender than just that.

The Corvette offers a proper sports car driving experience at very old-fashioned money. And this time around, in right-hand drive too. Its engine is now in the middle, there’s a dual-clutch automatic gearbox, and the dampers are adaptive. And all at a relatively accessible (for a dream car, remember) sub-£80,000 figure. But there’s more.

Much more. You sit much further forwards in the chassis than ever before (perhaps obviously) and the engine is closer to the car’s mid-point, and as sports car makers have known for decades, that gives pure exotic car driving experience: really sharp turn-in, agile responses and, if they get it right, a taut and neutral chassis balance.

Chevrolet really got this one right. This Corvette turns like none before it, and when it adopts its cornering stance, it remains one that’s seriously adjustable and very exploitable while it does so. Better still, it does this with one of the most charismatic engines still in production. No other car in its sphere retains an atmospheric V8.

It has a lovely response, with a broad spread of torque and, if breathy at the very top end, it’s willing to muscle way beyond 6000rpm with vigour and make all the right noises while doing so. The roof comes off too, to help you hear it. The interior has a convincing level of technology and solid levels of fit and finish, so the Corvette even gets that right. The best dreams are the most attainable ones, after all, right?

Some EV makers are coming up with outrageous power outputs, ever-longer ranges and in some cases eye-watering prices, but Skoda is doing it differently. Opting for a sensible, middle-ground compromise, producing a sensible set of family wheels, designed by people who understand the way the world works.

The Enyaq iV is the sweet spot in the family EV market. It sits on a similar platform to other EVs from within the Volkswagen Group but operates without quite so many of their quirks and foibles and faults. Its interior is a match for anything from Audi at the same level, and it’s roomy, cleverly thought-out and ergonomically sensible (a slightly overburdened touchscreen aside, but that’s inevitable everywhere now). To drive, meanwhile, itis has a rounded and mature chassis set-up.

Excitement? Not so much, but remember what kind of car it is. It’s a family wagon with a tall-ish driving position and resultantly gives the kind of drive that you wouldn’t just expect but hope for. It has a calm ride, nicely weighted and geared steering with a sense of stability and a pleasing, linear response to its controls. It’s comfortable without being floppy; responsive enough without being hyperactive. With a smooth and very quiet driveline and the brisk acceleration that brings, plus a respectable range, Skoda treads a line deftly, again.

Despite the flood of alternative electric saloons that have arrived in its bug-eyed  wake, the Model 3 remains as compelling as ever, and particularly for company car drivers. A benefit-in-kind tax rate of just 2% lays the foundations for its appeal in this regard, but this isn’t unique to the Model 3. What makes the Model 3 stand out is its ability to keep going and going during daily use.

In Long Range guise, its WLTP range is 360 miles on a single charge, although the real appeal for any executive living on Britain’s motorways is Tesla’s Supercharger network, which still leads the way in terms of the cost and dependability of replenishing an EV’s battery and is the jewel in the crown of Tesla ownership. There are more than 650 Supercharger sites in the UK (averaging around 10 connectors), and the network continues to grow, and with new - faster - V3 chargers rolling out now too.

None of this would matter were the Model 3 not an intrinsically good car to drive and to simply be inside. The ride quality is firmer than you might like in an executive saloon, but rarely if ever does progress become uncomfortable and the firm damping provides an appealing sense of surety and composure that’s essential given the car’s performance potential.

The steering is inert but accurate and nicely geared, and in general the  car flows along in carefree fashion, with an airy ambience boosted by the simplicity ofthe interior design and the enormous glasshouse. Wind noise can be an issue, but the Model 3 generally offers an almost restorative sense of calm on the move – perfect for those long days at the wheel. If Tesla can up its perceived quality, the Model 3 will be very hard to beat for years to come.

BMW may not be designing the most elegant machines in its 106-year history, but the quality and breadth of them sometimes feels untouchable. Who else is building both the greatest super-saloon of at least the past two decades (M5 CS) and also the only car that truly challenges the mass-market inroads that Tesla has made into the premium EV class (the i4)?

The iX is an electric flagship of sometimes spellbinding refinement to go along with its class-leading drivability, yet in the new 2 Series Coupé there exists an unapologetic antidote to the lack of romance in any near-silent, 2.5-tonne, £100k SUV. Classically proportioned, endowed with truly fine handling balance and, in range-topping M240i xDrive guise, with an effortlessly gutsy and appealing straight six, it’s a timely reminder of what BMW does best.

Add to this the story that BMW will next year return to top-rung sports car racing with a new LMDh hypercar (pictured),taking on Porsche, Audi and Honda, 24 years after theV12 LMR took its only Le Mans 24Hours win before a prompt departure. So despite a great start in the EV game, BMW’s traditional sporting pretensions remain in rude health. It’s our manufacturer of the year.

Our highest accolade goes to a man whose amazing entrepreneurial skills have taken him in just over a decade from being a clever young guy messing about with a rusty BMW to the manufacturer of million-pound electric hypercars of his own design. Mate Rimac, founder of Rimac Automobili, will  soon be the head of his country’s biggest company, whose technological know-how is now so advanced that prestige clients such as Hyundai, Porsche and Ferrari come to him for hardware, software and manufacturing projects.

Less than a year ago, his company formed a hugely significant joint venture with the Volkswagen Group to take over the running of the Bugatti marque and give it a whole new future, in both financial terms and model structure. Meanwhile, he’s working on a still-secret mass-transportation project that he calls “the robotaxi” and is about to put a new self-badged hypercar into production, Rimac’s second. If anyone understands the shape and the needs of future world transportation, it is Mate Rimac. And at 34, he is just getting started – which is great news for the industry, and of course all of us.

Lifetime Achievement Award: Peter Schreyer, Hyundai Motor Group (pictured)

Sturmey Award: David Richards, CEO of Prodrive

Editor’s Award: Alison Jones, MD of Stellantis UK

Mundy Award For Engineering: Gordon Murray,

Design Hero: SangYup Lee, Hyundai Motor Group

Motorsport Hero: Ash Sutton

Outstanding UK leaders: Guy Pigounakis  (MG UK) & Dan Geoghegan (Bicester Heritage)

Innovation Award: Caffeine & Machine