Top Speed

Thanks to its simple front-engine and rear-wheel drive layout, the beautifully balanced Toyota GT86 delivers traditional driving thrills. The steering is direct and full of feedback, allowing you to place the GT86 on the road with pinpoint accuracy. And while the Toyota lacks the outright grip of the Audi TT or Nissan 370Z, it's lower limits make the car's handling feel much more approachable and adjustable. Strong brakes and a precise gearshift complete the impressive driving dynamics. The only weak point is the 197bhp 2.0-litre flat-four engine, which feels a little sluggish at low speeds. Still, what it lacks in outright performance, it makes up for with a growling exhaust note.

Given its sportscar status, the Toyota GT86 is surprisingly comfortable. The suspension is firm, yet does a good job of soaking up bumps, while the raucous engine dies down to a distant hum on the motorway. And while wind and road noise aren’t quite as well suppressed as in an Audi TT, the GT86 is still a remarkably relaxing long distance cruiser. What's more, the heavily bolstered, high backed seats are supremely supportive.

Toyota has a strong reputation for reliability – and there's no reason to expect the GT86 will be any different. The flat-four engine is normally aspirated, so there are no complicated turbochargers or superchargers, while the car's lightweight construction means brakes and tyres should have an easy life. And while some of the materials used in the cabin look and feel a little cheap, overall build quality is first rate. There should be no safety worries either, as every GT86 gets a full complement of seven airbags as standard, plus there's the added reassurance of electronic stability control.

Given that it's billed as a sportscar, it's no surprise to find the Toyota can’t match a family hatchback for space. However, it also struggles to match versatile coupe rivals such as the VW Scirocco for space. The two rear seats are only really suitable for children, while the boot can only swallow 243-litres of luggage. At least there's a folding rear bench, while the cabin is full of useful storage, including decent sized door bins and large glovebox. Those sitting up front get plenty of head and legroom, while the driver will have no problem finding a comfortable driving position thanks to a wide range of seat and wheel adjustment.

It's hard fault the Toyota GT86 when it comes to value for money. For roughly the same price as an entry-level Audi TT, you get a car that's much better quipped and backed by a longer warranty. There's only one mode, but it has the amount of standard kit normally reserved for an expensive executive saloon. A touch screen sat-nav, Bluetooth handsfree phone connection and heated seats all feature, as do powerful xenon headlamps and 17-inch alloy wheels. And as with every Toyota, the GT86 is backed by a generous five year, 100,000-mile guarantee.

The average official fuel economy figure for the GT 86 is 36.2mpg, with emissions of 181g/km, putting it in Road Tax band I - which is quite high. While the mpg figure may be achievable on longer journeys, heavy use of the throttle will no doubt see this figure drop quite considerably, resulting in regular fuel stops. However, the added peace of mind of a five year warranty should help to keep any unscheduled repair costs to a minimum.

Under the bonnet is the same engine as the M5 Saloon. The 4.4-litre twin-turbo V8 produces 552bhp and blasts the convertible from 0-62mph in 4.3 seconds, while the exhausts produce a throaty roar. A seven-speed twin-clutch M DCT gearbox delivers extremely fast gear changes, but isn’t as smooth as the eight-speed automatic gearbox fitted to standard versions of the 6 Series. The M6 sends its power to the rear-wheels, but there's still loads of grip in the corners and thanks to stiffer suspension it won’t roll around even at high speeds. There's a huge array of setting for the gearbox, suspension, steering, throttle response and traction control so you can tailor the car's behaviour to your driving style.

Sports seats designed specifically for the M6 are heavily sculpted to hold passengers in place, but soft Merino leather included as standard means they remain comfortable even on long trips. The suspension can be set to three different modes – the softest of which is supple and deals well with poor surfaces. Even in the firmest mode it never feels unbearably uncomfortable. Leave the roof up and the cabin is almost as quiet as the Coupe – at motorway speeds having a conversation with passengers in the rear is easily possible. The M6 is a car that's been designed to be useable every day, with an explosive turn of pace when the opportunity presents itself.

The build quality is superb, especially on the interior, but this is a car that's been designed for those who will want to exploit the performance on offer. It's likely that it will be used on track at some point during its life so parts such as brake pads and tyres will have to deal with more wear and tear than most cars. Given proper maintenance though it should be just as reliable as less-powerful BMWs.

With the roof up there's 350 litres of boot space – lower it (a process that takes 19 seconds) and that falls to 300 litres, 13 litres less than the Jaguar XKConvertible. The rear seats can accommodate two full size adults at a squeeze, or can double up as extra luggage space and there's a sizeable glove box for your valuables in the front. Thanks to a larger 80-litre fuel tank than its V10-powered predecessor, and fuel-consumption improved by 30 per cent the M6 Convertible can travel a useful 480-miles between fill-ups.

Priced at just under £100,000, the M6 Convertible costs around £5,000 more than the Coupe, but approximately £4,500 less than its closest rival, the Jaguar XKR-S Convertible. Considering the 407bhp 650i Convertible M Sport costs less than £80,000, the M6 is a lot of money for not much more, but the performance is truly astonishing. Standard equipment includes dual-zone climate control, a head-up display and sat-nav with a 10.2-inch colour screen. Carbon ceramic brakes and 20-inch alloys (instead of the standard 19-inch wheels) can be ordered as an option.

Thanks to stop-start, direct fuel-injection, variable valve timing and the turbochargers the new M6 uses around 30 per cent less fuel that its predecessor, despite a 52bhp advantage. Drive enthusiastically though and the fuel consumption can drop as low as single figures, repair bills and servicing will not be cheap either. You can expect lose around 50 per cent of its value over three years, too.

The same 207bhp 2.0-litre TSI petrol engine found in the GTI hatchback powers the GTI Cabriolet. The extra weight of the folding roof mechanism and all-important body strengthening dents performance, but it can still sprint from 0-62mph in 7.3 seconds - it even sounds good. The excellent driving position and delightfully weighted controls provide a very rewarding drive, feeling well suited to almost any type of journey. It's not as manic as the MINI JCW Convertible, but still provides plenty of excitement on a twisty road.

All GTI models come with sports suspension as standard, which provides a firmer ride than but it remains comfortable enough for everyday use. The seats are very supportive and are beautifully finished in traditional red and black tartan cloth. There is a faint but noticeable amount of wind-noise at motorway speeds, but it's a small price to pay for the wind-in-the-hair thrills that a convertible offers. Volkswagen is well known for its class-leading interiors - the GTI Cabriolet's feels both sporty and upmarket.

The GTI Cabriolet is based on the latest Golf hatchback, which has an excellent reliability and safety record. Build quality is also very high. While there are no visible roll hoops, it is fitted with a pop-up system which activates if the car detects it's about to roll over. Electronic stability and anti-skid control are fitted as standard, plus there are front, side head/thorax and driver's knee airbags.

Occupants have plenty of room inside the GTI cabriolet, even with the roof up. The lack of rear doors makes climbing into the rears quite tricky however, especially for taller passengers, who will also feel quite exposed when the roof is down. With the wind deflector fitted, buffeting is heavily reduced but just like the standard Golf Cabriolet, it fits over the back seats turning the GTI cabriolet into a two-seater. The electric roof takes 11.5 seconds to close and 9.5 seconds to open. The boot is a reasonable size at 250 litres whether the roof is up or down, and the rear seats fold flat allowing owners to carry longer items. The glovebox and door bins are also useful size.

The Golf Cabriolet is priced around £4,000 more than the hatchback, which seems quite expensive. Nevertheless, resale values of VWs are generally higher than most makes, so you'll get some of the value back when you sell the car on. The GTI Cabriolet is well equipped with 18-inch alloy wheels, a leather sports steering wheel, tartan cloth trim, cruise control and parking sensors fitted as standard.

Considering the performance on offer and the extra 138kg of weight over the hatchback, the GTI Cabriolet's official fuel consumption of 37.2mpg and 36.7 for the DSG automatic, are quite impressive. Emissions of 177g/km put the six-speed manual in Road Tax Band I. Servicing costs should be very manageable as it heavily based on VW's standard family hatchback.