46 NISSAN ARIYA NISMO

THE GOOD: It’s a sharp-looking 429bhp Ariya that’s been given a shakedown by Nissan’s in-house Nismo skunkworks

THE BAD: Harsh ride quality, inert driving dynamics, poor range… we could go on

THE UGLY: Don’t be fooled by the hallowed Nismo name – this is no transformation from the modest to the mighty

NEED TO KNOW: Making a fast electric SUV is easy, but – as Nissan has amply illustrated with the Ariya Nismo – developing one that’s engaging and nuanced to drive, that deftly balances great body control against a supple ride quality, and one that urges you to take the longer way home – that’s a very different kettle of kippers.

THE ONE TO BUY:There’s only model on offer, it costs £56,630, and there are no options. You can’t even pick the colour – it’s Stealth Grey or nothing

KEY DATA: 91kWh battery, two e-motors, all-wheel drive, 429bhp, 443lb ft, 5.0sec 0-62mph, 124mph, 2277kg

45 SMART #1 BRABUS

THE GOOD: It’s compact, well made, with good equipment levels, and stylishly understated

THE BAD: A fast-moving example of too much power and nowhere near enough control

THE UGLY: An untidy and wayward mix of understeer, oversteer and everything in between

NEED TO KNOW: Smart, from one-time pioneer of mould-breaking city cars to maker of chunky and muscular SUVs? That’s a transformation as opaque as quantum field theory. Still, it’s given us the laugh-out-loud waywardness of the Smart #1 Brabus, a 422bhp rocket that’s quick enough to trouble a Lamborghini Urus in a straight line. It’s a slightly different story come the twisties, where the Smart’s soft suspension set-up, loose body control and numb steering all quickly encourage you to rein it right back, Which means you might as well be driving the standard 268bhp #1.

THE ONE TO BUY: You’ll need a chunky £43,460 to put a Smart #1 Brabus on your driveway. An Audi SQ2 is £47,395 and worth every penny of its £3935 premium

KEY DATA: 66kWh battery, two e-motors, all-wheel drive, 422bhp, 431lb ft, 3.9sec 0-62mph, 112mph, 1975kg 

44 BMW X2 M35i

THE GOOD: It shares all its underpinnings with the X1 M35i – no bad thing

THE BAD: Just look at it – the X2 M35i is a horribly proportioned, over-bodied and under-tyred eyesore from every angle

THE UGLY: That sloping roofline compromises rear passenger accommodation and luggage space. But never mind, because it has an Iconic Glow Kidney Grille. An illuminated grille makes everything better, right?

NEED TO KNOW: Compared to the X1 M35i, the X2 M35i is a horribly awkward and ungainly concoction of unlovely lines and angles. And without a hint of absurdity, BMW will charge you a premium over the mechanically identical X1 M35i.

THE ONE TO BUY: Save yourself £1400 and the embarrassment of driving this stomach-churner and buy the X1 M35i instead

KEY DATA: 1998cc turbocharged four-cylinder, seven-speed dual-clutch automatic, all-wheel drive, 296bhp @ 5750rpm, 295lb ft @ 2000rpm, 5.4sec 0-62mph, 155mph, 1695kg

43 VOLKSWAGEN TOUAREG R

THE GOOD: It’s VW’s biggest and most powerful SUV – so it must be good, right?

THE BAD: On paper, it ticks all the right boxes, but out on the road it’s dull and uninspiring

THE UGLY: The perfect hot SUV for drivers who have no idea about hot SUVs

NEED TO KNOW:The curious thing about fast Volkswagens is that the smaller they are the more enjoyable they are to drive hard. So the Up GTI had us rubbing our hands together in glee, and a Golf R has us licking the windows of the local VW dealership. But a Touareg R leaves us cold. It may be the most powerful car in the current VW line-up, it may be quick, relatively agile, laden with equipment and stuffed with hybrid tech – but where’s the grin-inducing fun, where’s the spark that makes us look back at it when we’ve parked up? If you know the answer please tell the folk at Volkswagen, because they’ve obviously lost it.

THE ONE TO BUY: At £82,950, the R is up against much more engaging, sophisticated and cheaper rivals like the Porsche Macan and Land Rover Velar. And for us, that’s not a tricky decision to make…

KEY DATA: 2995cc turbocharged V6, e-motor, eight-speed automatic, all-wheel drive, 456bhp @ 5300rpm, 516lb ft @ 1340rpm, 5.1sec 0-62mph, 155mph, 2470kg

42 BMW X4 M COMPETITION

THE GOOD: It’s powered by the M4’s blown six-cylinder engine, tweaked to deliver 503bhp and 492lb ft of torque

THE BAD: It’s just horrible to look at, the ride quality is unforgivingly stiff, the steering is mute, and despite all that muscle the insanely complicated drive modes seem to smother rather than fully uncork the car’s true potential

THE UGLY: We’re partial to a fast BMW, but this is a 500bhp M car that leaves us ice cold

NEED TO KNOW:There’s the strong whiff of being-taken-for-a-ride about the X4 that we’re not at all keen on. There’s a massively powerful engine, lashings of provocative in-yer-face styling, and copious amounts of M badging… but where’s the engineering skill, where’s the Munich magic that takes all these elements and creates something greater than the sum of the parts? A marketing executive’s wet dream of a car…

THE ONE TO BUY: The X4 M Competition costs £97,995 before you start looking at options

KEY DATA: 2998cc twin-turbocharged six-cylinder, eight-speed automatic, all-wheel drive, 503bhp @ 6250rpm, 443lb ft @ 2600rpm, 4.1sec 0-62mph, 155mph, 1970kg

41 FORD MUSTANG MACH-E GT

THE GOOD: Ignore the Mustang badge and think of it as practical family transport with a relaxed attitude to speed limits

THE BAD: Lumpy low-speed ride, snatchy brakes, not as engaging as you’d hope

THE UGLY: It’s expensive, its dynamics are hamstrung by its weight and you’re likely to catch some flack from Ford fans about Mustang misappropriation

NEED TO KNOW: Much like Porsche’s Macan, the lower the model sits in the Mustang family tree the better it is to drive. So by all means go for the top-spec GT model and revel in its weirdly appealing combination of 480bhp all-wheel-drive lunacy and family-friendly haulage. Just don’t grit your teeth knowing that the driver of the 268bhp base model not only has £23,710 in their back pocket but is having a better time behind the wheel.

THE ONE TO BUY: The GT is a steepish £67,050 so our advice is to slum it with the £43,340 base model, and drop your savings on something sexy with just two seats

KEY DATA: 98.7kWh battery, two e-motors, all-wheel drive, 480bhp, 701lb ft, 3.8sec 0-62mph, 124mph, 2343kg

40 VOLKSWAGEN T-ROC R

THE GOOD: It’s a fast, grippy and versatile all-wheel-drive R-powered SUV

THE BAD: Surprisingly unpleasant cabin plastics; droney engine; will most certainly not set your pants on fire

THE UGLY: T-Roc owners will never admit it, but the Golf R Estate is a way cooler set of wheels

NEED TO KNOW: Not much, really – what you think you’re going to get is almost exactly that. There’s VW’s venerable 2.0-litre blown EA888 engine from the Golf R, all-wheel drive and seven-speed DSG ‘box, for serious point-to-point pace, irrespective of the road or weather conditions. What might surprise you is the pretty average cabin quality, with its abundance of hard, scratchy plastics. Perhaps not quite what you’d expect for £45,390, but everything you deserve for not opting for the Golf R Estate…

THE ONE TO BUY: You get the choice of the R or the R Black Edition, which for £1250 more gives you bigger wheels, lots of stuff painted black and a panoramic sunroof

KEY DATA: 1984cc turbocharged four-cylinder, seven-speed dual-clutch automatic, all-wheel drive, 295bhp @ 5300rpm, 295lb ft @ 2000rpm, 4.9sec 0-62mph, 155mph, 1575kg

39 MERCEDES-AMG GLA 45S

THE GOOD: Phenomenal pace, neverending grip and enough visual flamboyance to satisfy the most attention-hungry drivers

THE BAD: Is it us, or does £73,330 seem outlandishly expensive for what is effectively a high-riding hot hatch?

THE UGLY: Too much money for too much technology and too little driver engagement

NEED TO KNOW: It has the world’s most powerful turbocharged four-cylinder engine under its bonnet, featuring separate cooling systems for the head and crankcase so they can operate at their respective peak thermal efficiencies. Its sophisticated electro-hydraulic torque-vectoring system can send up to 100 per cent of torque not only to the rear axle, but also to each individual rear wheel. Drivers can select the Master drive mode – one of 11 modes – that’s been specifically set up for track work. Serious stuff – a full arsenal of firepower to rocket you from here to there in the shortest possible time. Just don’t expect much in the way of driver engagement or fun.

THE ONE TO BUY: If you’re diving into the Mercedes-AMG pool, you might as well swim deep and opt for the Aerodynamics package – because we all like a big wing, right – and a matt paintjob for full low-flying stealth mode

KEY DATA: 1991cc turbocharged four-cylinder, eight-speed automatic, all-wheel drive, 416bhp @ 6750rpm, 369lb ft @ 5000rpm, 4.3sec 0-62mph, 168mph, 1765kg

38 CUPRA FORMENTOR

THE GOOD: The strikingly styled car that gave the Cupra brand a clear identity still looks fresh, and swings with a 329bhp all-wheel-drive punch

THE BAD: Only at its most rewarding when driven with real intent and focus; quite expensive

THE UGLY: The combination of boldly creased metal and overly generous use of the tacky Cupra branding can send out ‘trying too hard’ signals

NEED TO KNOW: Part SUV, part estate, part hot hatch – the top-dog Formentor has something for everyone. With adaptive dampers, sophisticated all-wheel drive and a rear torque splitter it feels different enough from behind the wheel to avoid claims that it’s just a Golf R is fancy dress.

THE ONE TO BUY: The top-spec VZ3 333 costs £54,075. A Golf R Estate costs £47,065. See what we mean by being quite expensive?

KEY DATA: 1984cc turbocharged four-cylinder, seven-speed dual-clutch automatic, all-wheel drive, 328bhp @ 5600rpm, 310lb ft @ 2100rpm, 4.8sec 0-62mph, 155mph, 1569kg

37 BMW XM

THE GOOD: A fast-moving 2800kg steel, aluminium and carbonfibre monument to automotive brashness

THE BAD: Pretty much everything, given that we know BMW can do so much better

THE UGLY: Heavy, ugly, cramped, clumsy, ugly, poorly packaged, dynamically underwhelming… did we say ugly already?

NEED TO KNOW: It’s hard to believe that BMW’s top-flight engineers have slapped their hallowed M badge on this £174,440 tank. If you want a big BMW SUV and don’t mind challenging looks then the iX is your car. It’s rewarding to drive, has a spacious and intelligently packed cabin, perfectly balances refinement and pace, and you’ll save £60,225 along the way.

THE ONE TO BUY: Move along, nothing to see here. Move along now…

KEY DATA: 4395cc twin-turbocharged V8, e-motor, eight-speed automatic, all-wheel drive, 653bhp @ 7200rpm, 590lb ft @ 2400rpm, 4.3sec 0-62mph, 155mph, 2800kg

36 VOLVO EX40

THE GOOD: It’s a dinky Lego-block Volvo that in Twin Motor guise can transform into a Porsche killer on the way to Waitrose

THE BAD: Your mother-in-law will love it

THE UGLY: It’s a bone fide Q car that’ll nail 62mph in 4.4seconds – just don’t expect any dynamic finesse to accompany that zip

NEED TO KNOW: The gently ageing XC40 mixes Scandi design and slaying performance in a compact and reassuringly comfortable, dependable and practical package. But never forget that its performance is at its best with the front wheels pointed straight ahead. Rapid changes of direction will instantly get the Volvo in a right lather.

THE ONE TO BUY: If you want the ultimate in stealthy covertness, the £53,100 Black Edition sends off subtle middle-class drug-dealer vibes

KEY DATA: 79kWh battery, two e-motors, all-wheel drive, 436bhp, 494lb ft, 4.4sec 0-62mph, 112mph, 2170kg

35 AUDI SQ2

THE GOOD: It’s a more dynamic and visually engaging version of Volkswagen’s rather frumpy T-Roc R

THE BAD: It’s a more expensive and less practical version of Volkswagen’s rather frumpy T-Roc R

THE UGLY: For those who simply cannot abide the thought of being seen behind the wheel of the Volkswagen T-Roc R – and are happy to pay the price

NEED TO KNOW: The SQ2 is exactly what you’d expect when Audi gets its hand on the VW Group’s most common component sets. MQB platform and 2.0-litre blown EA888 engine? Present and correct. Seven-speed double-clutch transmission and Haldex front-biased four-wheel-drive system? Yes and yes. Throw in some crisp and chiselled sheet metal, a cabin strong on tactile decadence and a ride that’s harder and more aggressive than Khabib Nurmagomedov, and you have Audi’s take on the fast compact SUV.

THE ONE TO BUY: It’s rare that the words ‘bargain’ and ‘Audi’ appear in the same sentence, but the £47,395 you’ll pay for the Black Edition SQ2 looks like good value compared to the standard SQ2 which comes in at £51,24 – unless matrix LED headlights and fine nappa leather upholstery are a matter of automotive life and death

KEY DATA: 1984cc turbocharged four-cylinder, seven-speed dual-clutch automatic, all-wheel drive, 297bhp @ 5300rpm, 295lb ft @ 2000rpm, 4.8sec 0-62mph, 155mph, 1510kg

34 MERCEDES-AMG GLC 63

THE GOOD: Unhinged performance and better economy from the hybrid four-cylinder powertrain

THE BAD: There’s no V8; the hybrid system adds 300kg to the kerbweight; the boot is smaller to accommodate the batteries; and the electric range is a risible 7.4 miles

THE UGLY: It’s an AMG that’s highly compromised by its overly complicated little hybrid powertrain

NEED TO KNOW: Whoever decided on a four-cylinder hybrid to replace a blood-spitting V8 obviously had no understanding of how big V8 engines define the character and appeal of AMG models. We’re still trying to envisage the meeting where this was signed off. Madness.

THE ONE TO BUY: At £125,185 the Mercedes-AMG GLC 63S e Performance 4MATIC+ AMG Night Edition Premium Plus, to give its full title, is not the car you should be buying. Not when the more affordable Alfa Romeo Stelvio QF and Porsche Cayenne GTS offer all the performance and charisma you could possibly want

KEY DATA: 1991cc turbocharged four-cylinder, e-motor, nine-speed automatic, all-wheel drive, 671bhp @ 6750rpm, 752lb ft @ 5000rpm, 3.5sec 0-62mph, 171mph, 2310kg

33 TESLA MODEL Y

THE GOOD: Pace, space, range and access to the best charging network – that’s a compelling package

THE BAD: Tesla’s incredible disruptive tech loses too much of its appeal once it’s packaged into a Tesla car

THE UGLY: It’s difficult to separate Musk from the cars

NEED TO KNOW: The lightest of Cybertruck-inspired facelifts doesn’t alter what’s always been true of the Y: organ-rearranging straight-line speed, generous accommodation, starkly minimalist driver interface, excellent efficiency, strong value for money, and access to the best charging network in the game – plus driving dynamics that feel like they were phoned in late Friday afternoon on a glitchy Teams call after a long lunch, the that-will-do build quality, the lack of CarPlay or Android Auto and next to no physical controls.

THE ONE TO BUY: The Long Range Rear-Wheel Drive model is the goldilocks of the range, with both a 5.4sec spank to 62mph and a claimed 387-mile range. If you must smoke everything off the line before the next set of traffic lights, then the All-Wheel Drive version should be on your list– it’s 0.8sec quicker to 62mph and range only drops 23 miles

KEY DATA: 75kWh battery, two e-motors, all-wheel drive, 507bhp, 364lb ft, 4.8sec 0-62mph, 125mph, 2072kg

32 MERCEDES-AMG EQE 53 SUV

THE GOOD: It’s quick, spacious, quiet and more adroit that you’d expect to look at it

THE BAD: Poor range; cheap-feeling interior; anonymously blobby; doesn’t feel or look like a £115k car – and there are plenty of more talented rivals for the money

THE UGLY: The car that asks ‘Why?’ rather than ‘Why not?’

NEED TO KNOW: There’s little to recommend the EQE 53. Yes, it’s brisk, handles tidily and its cabin is not a bad place to pass the time of day, but when all its key rivals are demonstrably better we’d suggest a very hard pass.

THE ONE TO BUY: You’ll need £115,130 to park this unexceptional Mercedes-AMG on your gravel driveway. But why would you, when the exceptionally talented BMW iX M70 costs the same?

KEY DATA: 100kWh battery, two e-motors, all-wheel drive, 617bhp, 738lb ft, 3.5sec 0-62mph, 149mph, 2690kg

31 BMW X1 M35i

THE GOOD: Compact, plenty of zip, well made, versatile, and arguably all the SUV hotness you need

THE BAD: Gearbox can umm and ahhh when you want a quick decision; ride often the wrong side of firm

THE UGLY: Not exactly cheap to start with, and can get positively extortionate when you delve into the optional packages

NEED TO KNOW: By keeping the X1 M35i small and manageable, with more than adequate helpings of grunt, dynamism and visual differentiation, BMW has created an engaging and dynamic SUV that compared to most of the SUVs here is a lesson in right-sizing. Obviously the memo never made it to the team behind the X7…

THE ONE TO BUY: It costs £51,520 on standard 19-inch alloys and in refrigerator white. Add sexy colours, bigger wheels, leather, adaptive LED headlights and the like and you’ll be knocking on £60k

KEY DATA: 1998cc turbocharged four-cylinder, seven-speed dual-clutch automatic, all-wheel drive, 296bhp @ 5750rpm, 295lb ft @ 2000rpm, 5.4sec 0-62mph, 155mph, 1740kg

30 MINI COUNTRYMAN JCW

THE GOOD: Brisk and dynamically engaging, with distinctive style inside and out. Capable of carrying four and their luggage

THE BAD: Unrelentingly firm ride quality, cabin’s lack of physical buttons and gimmicky infotainment tech

THE UGLY: Even after all this time, it can still be disturbing to find yourself in a car badged Mini that’s this big – bigger in all directions than a Nissan Qashqai

NEED TO KNOW: This JCW-fettled version is an easy-to-like, boldly styled family lugger. It also gets a dynamic glint in its eyes when pointed down a challenging road, with taut body control, grippy all-wheel drive, slick paddleshift transmission, and 296bhp and 295lb ft of turbocharged grunt working to put a smile on your face. Pity the unnecessarily harsh ride will turn that smile into a grimace.

THE ONE TO BUY: £42,750 is the asking price for the standard JCW model, and you can then start adding option packs that cover everything from electrically adjustable memory seats to uprated brakes

KEY DATA: 1998cc turbocharged four-cylinder, seven-speed dual-clutch automatic, all-wheel drive, 296bhp @ 5750rpm, 295lb ft @ 2000rpm, 5.4sec 0-62mph, 155mph, 1660kg

29 SMART 5 BRABUS

THE GOOD: Chunky mini-G-Class styling; plenty of room on board; impressive refinement levels; handsome in its own way

THE BAD: A Smart with 637bhp sure sounds like a deranged dream, but the ridiculously fast and ridiculously named Hashtag 5 Brabus is really among us

THE UGLY: That SUV chassis struggles to manage its supercar-level power output

NEED TO KNOW: The Brabus-badged #5 doesn’t benefit from any chassis enhancements compared to the entry-level model. That will either strike you as a shortcut to carnage, or a whole lot of fun.

THE ONE TO BUY: The silly money gets you into the estimated £50k-plus that Smart asks for the Brabus. The clever money gets you into the rear-wheel-drive Pro model that sits at the bottom of the range and makes do with a miserly 335bhp… and saves you £15,000

KEY DATA: 100kWh battery, two e-motors, all-wheel drive, 637bhp, 524lb ft, 3.8sec 0-62mph, 130mph, 2378kg

28 MASERATI GRECALE TROFEO

THE GOOD: It’s Maserati’s very tasty alternative to the Porsche Macan – and it shares an engine with the 203mph MC20 supercar

THE BAD: Some of the cabin parts come from other Stellantis models; tyres often scrabble for grip when you try to use all that power

THE UGLY: It’s very expensive, which is why most buyers looking for a punchy SUV will head for the significantly cheaper Macan, X3 M50 or SQ5

NEED TO KNOW: The Grecale came late to the compact performance SUV party, but didn’t come empty handed. It’s powered by Maserati’s biturbo Nettuno V6 engine – yes, that one from the MC20– that develops 537bhp and 457lb ft of torque, and backs it up with impressive on-road dynamics, a cabin that feels special despite a few Fiat and Alfa-donated parts, and a tangible sense of occasion. But – and you knew there was a but coming – it’s too damned expensive, so not only is the Macan the sweeter drive but it’s also a relative bargain.

THE ONE TO BUY: You’ll need £105,290 to get the V6-powered Trofeo. If that’s a bit hefty for you, the all-electric Folgore is £99,175 and just as quick

KEY DATA: 3000cc twin-turbocharged V6, eight-speed automatic, all-wheel drive, 537bhp @ 6500rpm, 457lb ft @ 3000rpm, 3.8sec 0-62mph, 177mph, 2027kg

27 BMW X5 M COMPETITION

THE GOOD: 616bhp and 553lb from that thumping 4395cc twin-turbo V8, with sumptuous cabin ambience and loads of lounging space; good build quality; it’s better at being hustled than any 2400kg SUV has a right to be

THE BAD: Overly firm and jittery ride at all speeds; remote and numb steering; lacks the refinement you can expect at this price

THE UGLY: If you were looking for a more spacious and brisker version of the X3 M50, then take a seat because we have some bad news…

NEED TO KNOW: This top-drawer X5 costs £134,570 and yet it struggles to make a convincing case against the X3 M50, at half the price.

THE ONE TO BUY: If you’re hell-bent on the daddy of the X5 range, then step this way and ignore the fact that the iX M70 is easily the better X car

KEY DATA: 4395cc twin-turbocharged V8, eight-speed automatic, all-wheel drive, 616bhp @ 6000rpm, 553lb ft @ 1800rpm, 3.9sec 0-62mph, 155mph, 2400kg

26 AUDI SQ6 e-TRON

THE GOOD: It’s fast, refined and feels secure thanks to its all-wheel drive; laden with tech; good range

THE BAD: A Smart with 637bhp sure sounds like a deranged dream, but the ridiculously fast and ridiculously named Hashtag 5 Brabus is really among us

THE UGLY: That SUV chassis struggles to manage its supercar-level power output

NEED TO KNOW: The Brabus-badged #5 doesn’t benefit from any chassis enhancements compared to the entry-level model. That will either strike you as a shortcut to carnage, or a whole lot of fun.

THE ONE TO BUY: The silly money gets you into the estimated £50k-plus that Smart asks for the Brabus. The clever money gets you into the rear-wheel-drive Pro model that sits at the bottom of the range and makes do with a miserly 335bhp… and saves you £15,000

KEY DATA: 100kWh battery, two e-motors, all-wheel drive, 637bhp, 524lb ft, 3.8sec 0-62mph, 130mph, 2378kg

25 VOLVO EX90

THE GOOD: In Twin Motor Performance guise this is a quick and comfortable way to transport seven

THE BAD: Not exactly the sharpest dynamic tool; no one will think your SUV is remotely warm, let alone hot

THE UGLY: The age of the buttonless £100k Volvo that’s made in China is now upon us

NEED TO KNOW: The EX90 may not fit the typical ‘hot SUV’ template but it does tick a lot of boxes. There’s a combined 510bhp from two electric motors, a very respectable 4.9sec dash to 62mph, that absolutely enormous 107kWh battery and a real-world 300-mile range. There’s ultra-fast 250kW charging, pillowy ride quality, more versatility and practicality than you’ll ever need, and Scandi cabin architecture. Just keep reminding yourself that arriving at your destination relaxed and comfortable is far more important than arriving there quicker than anyone else.

THE ONE TO BUY: The Twin Motor Performance in want-for-nothing Ultra trim is £99,460

KEY DATA: 107kWh battery, two e-motors, all-wheel drive, 510bhp, 671lb ft, 4.9sec 0-62mph, 112mph, 2787kg

24 BMW X3

THE GOOD: Plenty of Munich goodness here: muscular and chunky styling, a 393bhp turbocharged straight-six engine, dynamic deftness, rolling refinement…

THE BAD: Divisive looks, although it’s jaw-slackening gorgeous compared to the Mercedes-AMG GLC 63

THE UGLY: Cabin lacks the tactile quality and solidity you’d expect in a £71k car

NEED TO KNOW: The X3 M50 is like a fast BMW of yore – potent six-cylinder power, ride and handling qualities that encourage you to push that bit harder, and styling that treads a well-judged line between aggression and elegance. You’ll need deep pockets, but it’s an impressive balance of swagger and skill.

THE ONE TO BUY: £71,005 is the cost of M50 entry. Chunky pricing, so don’t get trigger-happy on the configurator, or you’ll be knocking on the door of £80k quicker than you can apply for a second mortgage

KEY DATA: 2998cc twin-turbocharged six-cylinder, eight-speed automatic, all-wheel drive, 392bhp @ 5200rpm, 428lb ft @ 1900rpm, 4.6sec 0-62mph, 155mph, 2055kg

23 LAND ROVER DEFENDER 130 V8

THE GOOD: As chilled out and relaxed as the Octa is athletic and agile – but still quick and entertaining

THE BAD: Large enough to make you wish it had rear-wheel steering

THE UGLY: It’s big in every sense – big on character, but also big money to buy, big to drive, and big fuel bills

NEED TO KNOW: The marriage of a very long seven-seater Defender with a 2603kg kerbweight to a 493bhp 5.0-litre supercharged V8 engine that posts 19.7mpg and 324g/km CO2 figures shouldn’t work, but it does. It really does. Key to this landtrain’s appeal is its easygoing nature, improbable turn of speed and off-road prowess. It handles every trip – from school run to ski run – with unflappable capability. It’s the automotive equivalent of the perfect negroni – an acquired taste, but once tried there’s no going back.

THE ONE TO BUY: £122,055 gets you the full-fat 130 flagship with 493bhp; if you opt for the smaller 110 you get the same V8 powertrain, but output is down by 74bhp by 419bhp. Weirdly, if you go smaller still, the three-door 90 uses the higher-output V8 from the 130

KEY DATA: 5000cc supercharged V8, eight-speed automatic, all-wheel drive, 493bhp @ 6000rpm, 450lb ft @ 2500rpm, 5.4sec 0-62mph, 149mph, 2603kg

22 AUDI SQ5

THE GOOD: Killer performance from that biturbo V6 married to ‘go anywhere and do anything’ versatility

THE BAD: That screen-laden cabin looks like it was designed by a sugared-up toddler; styling is an endless succession of creases and slashes, and that gargantuan gawping grille

THE UGLY: A more aspirational Golf R

NEED TO KNOW: It’s armed to the teeth with mind-melting tech, but the SQ5’s biggest star is its 3.0-litre blown V6. In combination with its intelligent all-wheel drive and intuitive transmission, it offers so much effortless speed that you have to absolutely rag the Audi for it to come to life. Which means by the time you’re having fun, you’ll need to get on the phone to your solicitor, asking ‘for a friend’ about the consequences of collecting 12 points in a single afternoon.

THE ONE TO BUY: You can choose between the more versatile and boxier SUV (£76,275) or the slinkier but less roomy Sportback (£78,775)

KEY DATA: 2997cc twin-turbocharged V6, seven-speed dual-clutch automatic, all-wheel drive, 362bhp @ 5400rpm, 405lb ft @ 1370rpm, 4.5sec 0-62mph, 155mph, 1995kg

NEED TO KNOW: The slightly unhinged F-Pace SVR has been one of our favourite hot Jaguars of recent years. Epic supercharged performance, a talented chassis, a pretty special cabin and all-aboard versatility, wrapped up in some pretty imposing metal – the SVR’s kerbside appeal is easy to understand, and it’s matched by the driving experience.

20 LAND ROVER VELAR

THE GOOD: Land Rover’s most leftfield SUV is more sleek low-slung GT cruiser than high-riding behemoth. And we like it

THE BAD: Not the widest choice of engines, and some of cabin materials aren’t in keeping with the Velar’s image and pricing

THE UGLY: It’s comparatively expensive, and there’s no muscular SV version to top the line-up

NEED TO KNOW: It’s knocking on for eight years old, with an electric replacement arriving in late 2026, but the Velar is still a beguilingly stylish SUV: more muscular and imposing than the Evoque but different enough to not be confused with the Range Rover Sport or full-fat Range Rover. Think of it as the diametric opposite of the BMW XM and you’ll instantly understand its appeal.

THE ONE TO BUY: The flash money would go straight for the P400e PHEV (£69,670), but why put up with a gruff 2.0-litre four-cylinder engine when for the same money (£69,025) you can have the P400’s silken 3.0-litre straight-six?

KEY DATA: 2996cc twin-turbocharged V6, eight-speed automatic, all-wheel drive, 395bhp @ 5500rpm, 406lb ft @ 2000rpm, 5.5sec 0-62mph, 155mph, 2085kg

19 LOTUS ELETRE

THE GOOD: Phenomenal pace, superb build quality and impressive dynamics

THE BAD: It’s a big 2520kg high-riding beast, and no amount of Nvidia-powered tech can camouflage that

THE UGLY: The challenge of aligning our expectations of what we think a Lotus should be with the EVs that Lotus is actually producing

NEED TO KNOW: There’s plenty to like about the Eletre – it has enough visual drama to shade many of its European rivals, it’s stuffed with technology from the very sharp end of the automotive sector, build quality and equipment levels are top drawer and it boast more charisma and personality than we’ve come to expect from Chinese brands. And – quite important this – it’s rabidly quick. The 600 feels ballistic, and there’s a reason Lotus throws around the word ‘hyper’ when referring to the 900 version.
Bluntly put, without a Lotus roundel on its nose, this would be seen as a very impressive effort from a big-budget Chinese brand trying to break into the tightly sewn-up European and North American markets, and judged accordingly. But, like it or not, it does wear a Lotus badge, and with that comes all manner of expectations.
If the future health of Lotus depends not on its ability to reimagine traditional brand values, but rather to make modern electric cars that are good to drive, then the Eletre is bang on target.

THE ONE TO BUY: The £84,990 600 arguably packs enough firepower for any given situation, but if you’re a one-upper then the £130,000 flagship 900 awaits

KEY DATA: 112kWh battery, two e-motors, all-wheel drive, 906bhp, 727lb ft, 3.0sec 0-62mph, 165mph, 2520kg

18 PORSCHE MACAN ELECTRIC

THE GOOD: Still looks, feels and drives like a Macan; and as ever, the most powerful and expensive models are not necessarily the most rewarding

THE BAD: Looks a little soft and flabby when parked up against the outgoing petrol-powered model

THE UGLY: Porsche is betting the bank that this all-electric generation will continue the Macan’s winning ways

NEED TO KNOW: Having worked tirelessly to establish a permanent position for itself at the very centre of the SUV Venn diagram by perfectly balancing performance, versatility, style, engagement and status, the petrol-powered Macan now hands over the baton to its all-electric successor. And probably with some trepidation, given the critical role the Macan plays in fattening up Porsche’s margins. Porsche has drawn on all its Taycan know-how to ensure the Macan has hit the ground running, and running fast. But here’s our key takeaway – while the Turbo flagship with its 630bhp and 3.3sec bolt to 62mph gets all the headlines, it’s the entry-level model that’s the sweetest to drive. It’s rear-wheel drive for better steering feel, it’s lighter and has the longest range at 399 miles.

THE ONE TO BUY: The boggo 355bhp Macan at £68,500 is the one to get if you care about driving pleasure and engagement

KEY DATA: 100kWh battery, two e-motors, all-wheel drive, 630bhp, 833lb ft, 3.1sec 0-62mph, 161mph, 2405kg

17 AUDI SQ7

THE GOOD: It’s vast, fast and truly practical – Germany’s leftfield alternative to the Range Rover

THE BAD: The onboard tech is starting to show its age

THE UGLY: One of very few seven-seat performance SUVs available

NEED TO KNOW: With its combination of a muscular 500bhp 4.0-litre twin-turbo engine, wafting ride quality perfectly suited to the UK’s roads, room to carry a full rugby sevens team and plenty of safety and comfort tech, the SQ7’s appeal is pretty clear.

THE ONE TO BUY: Prices start at £97,745 for the SQ7 SUV Black Edition TFSI – and then fill your boots with Audi’s raft of paint, wheel and connectivity options

KEY DATA: 3996cc twin-turbocharged V8, eight-speed automatic, all-wheel drive, 500bhp @ 5500rpm, 568lb ft @ 2000rpm, 4.1sec 0-62mph, 155mph, 2340kg

16 BMW X7

THE GOOD: Can ferry seven with ease; ideal balance between ride quality and neck-straining dynamics

THE BAD: It’s as big as it is bold, and it’s a very bold design choice

THE UGLY: The long, tall and wide bits that sit between the front and rear bumpers

NEED TO KNOW: Visually it’s a very tough challenge, but once you’re onboard this biggest of big BMWs is easy to fall for with its effortless pace and sumptuous refinement. Remarkably, it also possesses the dynamic depths to tackle B-roads with physics-defying confidence.

THE ONE TO BUY: The M60i weighs in at a punchy £118,105, and that’s before you give it a tickle with options

KEY DATA: 4395cc twin-turbocharged V8, eight-speed automatic, all-wheel drive, 607bhp @ 5500rpm, 553lb ft @ 1800rpm, 4.7sec 0-62mph, 155mph, 2675kg

15 MERCEDES-AMG GLS 63

THE GOOD: Seven seats in a sumptuous cabin; ludicrous performance; decent dynamics

THE BAD: It’s not going to win many design awards; just too big to be manhandled around our roads

THE UGLY: The ideal choice if your local netball team is late for the county finals

NEED TO KNOW: This shipping-container-sized package of leather, wood and V8 firepower is both the biggest and most powerful SUV in the Mercedes-AMG line-up

THE ONE TO BUY: £158,400 gets you into the GLS 63 Night Edition. And don’t even think of looking at the Maybach GLS – you will be turned into a gibbering wreck

KEY DATA: 3982cc twin-turbocharged V8, nine-speed automatic, all-wheel drive, 603bhp @ 5750rpm, 627lb ft @ 2250rpm, 4.2sec 0-62mph, 174mph, 2555kg

14 RANGE ROVER SV

THE GOOD: Peerless on any road, almost unstoppable off it; we’re honestly struggling to think of a more complete package

THE BAD: Finding an accommodating parking space outside the local curry house on a Friday night will be a challenge

THE UGLY: It may have plenty of straight-line pace, but many of its rivals will leave it for dead on a mountain pass – including Range Rover’s own Sport SV

NEED TO KNOW: From Spen King’s 1970 brainchild to today’s automotive icon, the SV embodies so much that’s been learnt over the decades. Lovingly honed, polished and enhanced with each successive generation, the current Range Rover is more capable and rewarding to drive on the road, and no less capable off it. It’s roomier, more practical and even more refined. Option in the longer wheelbase for palatial rear passenger accommodation, and the 607bhp biturbo 4395cc V8 (lifted from BMW’s X5 M and recalibrated by the SV team) and you reach peak Range Rover.

THE ONE TO BUY: In a money-no-object, no-width-restrictor world, the £194,745 long-wheelbase SV would be the car we’d be happy to drive and own until our dying day

KEY DATA: 4395cc twin-turbocharged V8, eight-speed automatic, all-wheel drive, 607bhp @ 6000rpm, 553lb ft @ 1800rpm, 4.5sec 0-62mph, 162mph, 2560kg

13 AUDI RS Q8

THE GOOD: There’s no more powerful Audi Sport model on the market

THE BAD: You’re not on your own if you find it difficult to reconcile a 2350kg SUV with 631bhp

THE UGLY: A brutally fast four-wheeled monument to automotive excess

NEED TO KNOW: The RS Q8 holds the Nürburgring’s lap record for SUVs at 7min 36.698sec. That’s perhaps all you need to know to fully understand the RS Q8’s priorities. If that’s the kind of statistic that gets you into an Audi showroom waving an open cheque book then this is the Audi for you. The rest of us will patiently wait for the RS6 e-Tron Avant.

THE ONE TO BUY: Don’t hold back – head straight to the flagship RS Q8 SUV Performance Carbon Vorsprung with its £159,440 price tag, and then start on the options. Because more is always better, right?

KEY DATA: 3996cc twin-turbocharged V8, eight-speed automatic, all-wheel drive, 631bhp @ 6000rpm, 627Ib ft @ 2200rpm, 3.6sec 0-62mph, 174mph, 2350kg

12 MERCEDES-AMG G63

THE GOOD: Boxy-silhouetted icon that combines madcap straight-line performance with genuine rock-crawling capability

THE BAD: A bank-breakingly expensive 4×4 that most owners will never take further than a muddy path

THE UGLY: It never truly transcends the cold, hard reality that it’s a tall, heavy car with poor aerodynamics. But that shouldn’t stop you…

NEED TO KNOW: The G450d will help you survive the apocalypse and will keep going long after you’ve stopped, and the G580 brings the novelty of intelligently deployed electric power. So why would you buy the G63 other than simply wanting to own one? And that’s the appeal of the G63 – it’s a fast-moving and incredibly engineered middle finger to the rational and the logical. That it makes no sense to its haters means it makes complete sense to those who love it.

THE ONE TO BUY: Prices start at £189,375 and spiral upward to the £208,875 Manufaktur Edition

KEY DATA: 3982cc twin-turbocharged V8, nine-speed automatic, all-wheel drive, 577bhp @ 6000rpm, 627lb ft @ 2500rpm, 4.3sec 0-62mph, 137mph, 2640kg

11 RANGE ROVER SPORT SV

THE GOOD: Vast, powerful SUVs shouldn’t be – and normally aren’t – this much fun, this engaging and this well sorted: perfect for wafting, equally perfect for apex-nailing

THE BAD: We miss the ever-so-slightly unhinged nature of the outgoing SVR model; bigger 23-inch alloys compromise low-speed ride quality

THE UGLY: At this price there are a good number of more exotic and more dynamic rivals

NEED TO KNOW: Don’t make the mistake of thinking that in dropping the ‘R’ from the SVR badge the flagship Range Rover Sport is any less expensive or capable. The old SVR was a swaggering brute that did a nice line in menacing. This latest SV still has the muscle – 626bhp and 553lb ft from its 4.4-litre blown V8 – but adds to it a vastly more impressive set of dynamic capabilities, a cabin that sidesteps the circus, and a significantly toned down level of visual aggression. It’s more athletic, a great deal classier and more mature, with a resultingly broader appeal.

THE ONE TO BUY: The Edition Two at £174,545 is the perfect starting point for your SV journey

KEY DATA: 4395cc twin-turbocharged V8, eight-speed automatic, all-wheel drive, 626bhp @ 6000rpm, 553lb ft @ 1800rpm, 3.8sec 0-62mph, 180mph, 2560kg

10 ROLLS-ROYCE CULLINAN

THE GOOD: It’s an imposing all-wheel-drive drawing room powered by a 591bhp twin-turbo 6.75-litre V12

THE BAD: Looks are not universally adored; doesn’t always like being hustled

THE UGLY: London-based owners run the risk of being flagged down by heavily refreshed party-goers late on Friday nights

NEED TO KNOW: Not perhaps the most conspicuous performance-orientated SUV candidate for such a lofty position in our ranking, but make no mistake – the moody Black Badge reworking of the Cullinan Series II gives it a dash of tangible and visual attitude that has proved irresistible to new Rolls-Royce customers. As well as a suite of cosmetic upgrades to the front end – reshaped air intakes, and a new grille nestled between a Mexican bandito daytime running light moustache – there are blacked-out door handles, bigger 23-inch alloys and more prominent exhaust exits. Even the retractable Spirit of Ecstasy gets the Black Badge treatment. The 6749cc biturbo V12 is breathed on to boost power and torque by a token 28bhp and 37lb ft to 591bhp and 664lb ft. The exhaust has been retuned for a smidgen more in-cabin volume, and the air suspension is deftly recalibrated to account for those larger wheels.

It’s never going to give a Defender Octa a run for its money over the rough stuff, but the Cullinan’s combination of smart all-wheel drive, Off Rode mode that raises the ride height by 40mm, hill descent control, all-wheel steering and an impressive 540mm wading depth means it’s more than capable of tackling craggy mountain tracks and fording rivers. And it’s no slouch, with a 5.2sec launch to 62mph and an effortless 155mph top speed.

THE ONE TO BUY: The Black Badge gives you baked-in attitude. Expensive attitude, of course, because the £380,000 price is merely the ante for Black Badge membership, and you can spend that amount again with the help of the Rolls-Royce Bespoke department

KEY DATA: 6749cc V12, eight-speed automatic, all-wheel drive, 591bhp @ 5000rpm, 664lb ft @ 1750rpm, 5.2sec 0-62mph, 155mph, 2734kg

9 ALFA ROMEO STELVIO

THE GOOD: Still stunning to look at; so much charisma; the ferocity of its 503bhp V6 as it chases its 7000rpm redline

THE BAD: Inconsistent brake pedal feel; dated infotainment system

THE UGLY: It’s nearing the end of its lifecycle, and chances of its electric replacement being so talented are slim

NEED TO KNOW: A curvaceous body around a compact but versatile and practical cabin; a twin-turbo V6 engine that can trace its lineage to the Ferrari F154 modular V8 that powered the 488 Pista; and suspension, steering and brakes all designed and developed by engineers who always opt for the longer drive home.

To keep it box-fresh against both Father Time and newer rivals, output of the Stelvio’s 2891cc six-cylinder engine has been increased by 10bhp to 513bhp at 6500rpm, with a chunky 443lb ft slug of torque available at a low 2500rpm. A mechanical limited-slip differential from the Giulia GTA replaces the old electronic locking diff on the back axle. Those figures may sound a little flyweight compared to some of the big hitters assembled here, but remember that the Alfa Romeo weighs a comparably svelte 1830kg.

It’s such an Italian performance car – never anything but effervescent, agile and responsive, and with a glint in its eye the moment traffic thins. Almost a decade on from its Los Angeles motor show debut, the Stelvio Quadrifoglio is still a hugely desirable driver’s car, laden with power, poise and passion.

THE ONE TO BUY: At £95,890 the Quadrifoglio looks like a relative bargain, and the only sub-£100k car in our top 10

KEY DATA: 2891cc twin-turbocharged V6, eight-speed automatic, all-wheel drive, 513bhp @ 6500rpm, 443lb ft @ 2500rpm, 3.8sec 0-62mph, 176mph, 1830kg

8 BMW iX

THE GOOD: You don’t need to head for the most powerful model to appreciate the iX’s driver-centric qualities

THE BAD: Its looks may have been augmented by a touch of BMW’s Neue Klasse character, but it’s still a very challenging visually

THE UGLY: It’s a very big, heavy and ultimately a pretty divisive SUV. But it’s also bloody good

NEED TO KNOW: This is underpinned by a dedicated electric-only multi-material chassis that employs aluminium, steel and carbonfibre composite. The battery is housed low in the chassis, it gets bespoke steering and suspension – and boy, it feels special from behind the wheel. Irrespective of model – from bottom-rung 45, via mid-spec 60 to the flagship M70 – the iX is a thoroughly engaging and rewarding driver’s car. It’s wonderfully refined, and far more alert and athletic than its size would have you believe. It’s also blessed with a decadently spacious and plush cabin that shows the real benefits a dedicated platform can deliver. It’s the best EV that BMW makes, by a country mile. A class act – if you can get past those looks.

THE ONE TO BUY: Head straight for the ferociously quick M70. It’s excess everywhere and costs £114,215, but if you can you should

KEY DATA: 94.8kWh battery, two e-motors, all-wheel drive, 650bhp, 649lb ft, 3.8sec 0-62mph, 155mph, 2655kg

7 MERCEDES-BENZ G580

THE GOOD: Superb off-road, sophisticated and refined on-road; a 4×4 icon reinvented for a new generation of EV drivers

THE BAD: It’s expensive and it’s not very efficient

THE UGLY: It weighs 3085kg and the brakes are quickly pushed to their limits; it won’t crack more than 270 miles between charges

NEED TO KNOW: If you’re looking for the petrol-powered G63 then you’ve scrolled past, because we’ve decided the all-electric G580 is more interesting and exciting than the petrol-powered G63 – a car that carries with it the inescapable whiff of chest-wig chariot. The current generation of G remains as blocky as it was 45 years ago, but it’s now highly sophisticated and packs enough technology to shed any lingering traces of the agricultural or military. The G580 takes that tech and cranks it up to 11. It rides on a dedicated skateboard-style ladder-frame chassis housing a vast 116kWh battery that powers four e-motors – one for each wheel – that deliver instant torque very precisely to the individual wheels. The result is deeply impressive off-road capability, topped off by its G-Turn party-trick, where the car can turn a complete circle within its own length by getting the wheels on one side to spin in the opposite direction to those on the other. On the road, it’s refined, hushed and, with 579bhp and 859lb ft on tap, pacey enough to keep the brakes working hard. And it has no direct rivals, which at these elevated price and performance levels is a real USP.

THE ONE TO BUY: It’s a one-model line-up so pony up your £154,870 and head for the hills, any hills you like

KEY DATA: 116kWh battery, four e-motors, all-wheel drive, 579bhp, 859lb ft, 4.7sec 0-62mph, 112mph, 3085kg

6 BENTLEY BENTAYGA

THE GOOD: The new Speed version is lighter, louder and faster than any other Bentayga to date

THE BAD: If you associate Bentley with hushed luxury and refinement, look elsewhere

THE UGLY: Sport mode, launch control, carbon-ceramic brakes – hell, it even has a drift mode. On a Bentley?

NEED TO KNOW: If the extended-wheelbase Bentayga is the most urbane and sophisticated model to roll off the Crewe production line, then the all-new Speed version is its wayward cousin. There’s more power – up 15bhp to 641bhp – from the lighter 3996cc twin-turbo V8, replacing the W12, plus a significantly enhanced Sport mode that primes all-wheel steering and sends the stability control system on holiday should you feel talented enough to drift a 2466kg chunk of Cheshire real estate. Carbon-ceramic brakes are an option, as is a titanium Akrapovic exhaust system, and there are dedicated 22-inch Speed alloy wheels and a scattering of Speed badges. The cabin, slathered in leather, knurled chrome and veneers, is easily one of the most sumptuously appointed and decadent available; it also gets new digital instrumentation and plenty of Speed embroidery.

THE ONE TO BUY: At £219,000 the Speed is arguably all the Bentley you’ll ever need, but if you’re focused less on pace and more on decadence, then the Mulliner Extended Wheel Base at £259,300 should fit the bill

KEY DATA: 3996cc twin-turbocharged V8, eight-speed automatic, all-wheel drive, 641bhp @ 6000rpm, 627Ib ft @ 2250rpm, 3.4sec 0-62mph, 194mph, 2466kg

5 LAMBORGHINI URUS

THE GOOD: Sophisticated hybrid mechanicals enjoy both hushed school runs and incendiary 800bhp tyre-melting madness

THE BAD: Among the brashest and most provocative models from the world’s brashest and most provocative manufacturer

THE UGLY: This combination of wildness and everyday usability has no cut-price entry route

NEED TO KNOW: Every production Lamborghini these days is a hybrid, but not in the way that Toyota understands hybrid. The 21.8kWh battery located underneath the Urus’s now slightly smaller boot powers an electric motor incorporated into the eight-speed automatic transmission. With outputs of 189bhp and 356lb ft, that e-motor will cover 37 zero-emissions miles – absolutely perfect for nocturnal cruising, without waking the 3996cc biturbo V8 engine. Or call up both petrol and electric powerplants for an extraordinary combined output of 789bhp and 700lb ft, complete with more pops, bangs and whooshes than Guy Fawkes night. The resulting performance borders on physical violence, with the variable centre differential very happy to bonfire the rear tyres for WRC-style cornering attitudes. Pointy, adjustable, brutally fast, but also versatile, practical and spacious, the Urus gives you everything you could possibly need from a hot SUV, and then some.

THE ONE TO BUY: The £208,000 SE Hybrid is the only Urus you can currently buy; if you want to spend even more on options, Lambo will be delighted to help

KEY DATA: 3996cc twin-turbocharged V8,  e-motor, eight-speed automatic, all-wheel drive, 612bhp @ 6000rpm, 590Ib ft @ 2250rpm, 3.4sec 0-62mph, 194mph, 2480kg

4 PORSCHE CAYENNE

THE GOOD: Having established the hot SUV sector as we know it in 2002, this third-generation model shows Porsche’s engineers haven’t taken their eyes off the bullseye for a second: get the version of the Cayenne that’s right for you and you’ll be delighted with how it drives

THE BAD: Unless the plan changes, this looks highly likely to be replaced by an EV in 2027

THE UGLY: Three generations in, and the styling still isn’t quite there

NEED TO KNOW: This third-gen line-up features levels of plug-in hybrid tech, eco efficiency and infotainment systems beyond the dreams of its predecessors. If the Cayenne scratches your itch, there’s no time to be lost. Pick any model in the current line-up, from the 348bhp £77,500 Cayenne that kicks of the range to the 729bhp Turbo E-Hybrid that starts at £140,600 – they’re all excellent and notably different in the way they go about their business.

You also have the option of the mechanically identical but sleeker Cayenne Coupe, with its plunging lowered roofline and pert rear, so long as you’re happy to see your luggage capacity drop from 745 litres to 625 litres, and to sacrifice rear-passenger headroom at the altar of style.

This Porsche is still a benchmark car in its sector, and one that balances performance, driver engagement, (relative) value for money, versatility and practicality with an effortlessness that few rivals come close to matching.

THE ONE TO BUY: The Goldilocks model in the line-up is arguably the V8-powered GTS. Our advice? This is all about hot SUVs, right, so treat yourself to the £140,600 Turbo E-Hybrid, all 729bhp of it

KEY DATA: 3996cc twin-turbo V8 plus e-motor, eight-speed automatic, all-wheel drive, 729bhp @ 6000rpm, 627Ib ft @ 2400rpm, 3.6sec 0-62mph, 190mph, 2495kg

3 ASTON-MARTIN DBX

THE GOOD: Time-warping performance with the handling to match, plus an excellent infotainment system and a remarkable breadth of ability

THE BAD: Not subtle; not understated

THE UGLY: Rides and handles more like a scalpel-sharp super-saloon than an SUV

NEED TO KNOW: When it launched the 707 in mid-2024, Aston Martin was successfully responding to the key criticism levelled at its DBX – the woeful infotainment system that couldn’t transcend its origin as a collection of Mercedes-Benz cast-offs from 2015. The new instrument cluster and touchscreen, underpinned by an entirely new electrical architecture, hit the spot. The 707 may weigh a super-sized 2245kg, but its 4.0-litre twin-turbo V8 swings with a vicious 697bhp, and 663lb ft of torque for a 3.3sec roast to 62mph, eyeball-flattening midrange acceleration and a 193mph top speed. And it handles with a dynamic deftness and precision that effectively shrinks its dimensions, so you can choose your mode of transport as the mood takes you – a blood-splitting road-slayer, a relaxed and cosseting commuter or an opulent four-up cross-country cruiser.

THE ONE TO BUY: The £211,500 707 is joined by the new S model in the DBX line-up. Yes, the S is 47kg lighter and enjoys a modest 20hp bump to 717bhp, but in all honesty we think you’d be hard-pressed to call out the dynamic difference between the two over your favourite road. Your wallet, on the other hand…

KEY DATA: 3982cc 32v twin-turbocharged V8, nine-speed automatic, all-wheel drive, 697bhp @ 6000rpm, 663lb ft @ 4500rpm, 3.3sec 0-62mph, 193mph, 2245kg

2 FERRARI PUROSANGUE

THE GOOD: A 715bhp 6.5-litre V12; accommodation for four; dynamics that defy physics; suicide rear doors

THE BAD: Infuriating infotainment controls; dinky boot

THE UGLY: It’s a long and wide SUV that weighs 2033kg – even copious amounts of Ferrari magic cannot fully camouflage those figures

NEED TO KNOW: We can all remember the time when Ferrari swore on the lives of every mother in Modena that it would never build an SUV. A decade ago, when asked if Ferrari would produce a four-door SUV, the late Sergio Marchionne (then Ferrari chairman) replied ‘You have to shoot me first.’ And then three years ago, in true profit-hungry style, it executed an immaculate reverse ferret, and the Purosangue made its debut. Whatever the won’t-we-will-we backstory, Ferrari’s Purosangue FUV (that’s Ferrari Utility Vehicle, obvs) comes far closer than its key rivals to successfully combining supercar dynamics and performance with sumptuous seating and luggage space for four.

It may be Ferrari’s first four-door production model but, as with all models before it, the Purosangue is defined by its engine. Codenamed F140IA, the 6496cc V12 is related to the 812 Superfast’s powerplant, and develops 110bhp per litre at 7750rpm and 528lb ft at 6250rpm, with 80 per cent of that torque available at just 2100rpm. An eight-speed double-clutch transmission and a smart all-wheel drive and all-wheel steering systems handle all that output, but doing all the hard work of making the Purosangue feel like a low and lithe coupe is Ferrari’s True Active Spool Valve System. This replaces traditional anti-roll bars with compact electric motors on each corner that can apply force to the axis of the damper.

This fiendishly complex system constantly interprets and shares such vast amounts of data that it requires its own 48-volt power supply and dedicated cooling system. The result is up to a 50 per cent reduction in pitch and roll angles, as well as significantly enhanced filtering of poor road surfaces from the cabin. And what a cabin, peppered with enough screens, controls and theatrics that both driver and passengers feel ensconced in their own private space.

The Purosangue is a hugely accomplished machine, as shown in its runner-up position. It’s still an SUV, with all the dynamic compromises that brings, but from behind the wheel it feels like an authentic Ferrari. And that’s some achievement.

THE ONE TO BUY: £313,000 will buy a Purosangue to sit in your climate-controlled garage, or consider that price as the mere starting point for creating your bespoke version; if you have the money the Ferrari sales team will spend it for you

KEY DATA: 6496cc V12, eight-speed dual-clutch automatic, all-wheel drive, 626bhp @ 7750rpm, 528Ib ft @ 6250rpm, 3.3sec 0-62mph, 193mph, 2033kg

1 LAND ROVER DEFENDER OCTA

THE GOOD: Combines off-road capability and on-road athleticism like no Land Rover before it

THE BAD: Quite thirsty; seats need less support and more comfort

THE UGLY: Flared wheelarches and all-terrain tyres are only visual clues to the Defender’s radical transformation

NEED TO KNOW: Who would have thought that five years into the current Defender’s lifecycle, it would not only continue to be a rip-roaring global sales success, but Land Rover would also unleash the hottest, most exciting, most desirable SUV of the year? Not us. But hell, we’re eternally grateful it did. While many competitors have been tinkering with hybridisation and electrification, Land Rover seems to have got its gnarliest engineers together, given them a bottomless budget and turned them loose with a simple brief: create the fastest and toughest off-roader to wear a Land Rover roundel, and one as at home on the Stelvio Pass as it is in Saudi Arabia’s Empty Quarter.

Your money buys you some seriously good stuff. The BMW-sourced 4.4-litre twin-turbo V8 that’s also found in the Range Rover and Range Rover Sport is here breathed on to generate 626bhp and 555lb ft of torque. The Defender’s standard air suspension and adaptive dampers are replaced by a trick hydraulically interlinked semi-active system for iron-fist control over body movement and even greater off-road contortions. The steering’s notably quicker and the Brembo brakes have a lot more bicep – vital when hustling a 2585kg block of flats. The cabin architecture is carried over wholesale – no bad thing, given its combination of hushed refinement, industrial-lite design, luxury materials and everyday versatility. Just be prepared for seats that favour firm support over comfort.

The Octa’s operational bandwidth is phenomenal – unsurprising given the all-new hardware beneath that familiar silhouette. It’s outrageously capable off road and tackles tarmac with a tail-up vigour that the standard Defender simply can’t match. It packs more charisma, swagger and fun-loving exuberance than most of its rivals combined.

THE ONE TO BUY: The standard £145,000 Octa is all you need. The Edition One is mechanically identical and its long list of trim upgrades will add £15,500 to the bill

KEY DATA: 4395cc twin-turbocharged V8, eight-speed automatic, all-wheel drive, 626bhp @ 5800rpm, 553Ib ft @ 1800rpm, 4.0sec 0-62mph, 155mph, 2585kg

PCM (per calendar month) figures are typical prices for PCP (personal contract purchase) deals available at the time of writing. For guidance only