The latest in car news and reviews, no nonsense Our free daily newsletter brings you the most important stories straight to your inbox every weekday. In October, the announcement of Assetto Corsa Rally thrilled rally racing enthusiasts. It came unexpectedly and at a timely moment, coinciding with the end of Codemasters’ long-running series of rally games dating back to Colin McRae. However, Assetto Corsa Rally differs from those titles and is designed for a distinct audience. While Dirt Rally was known for its challenging gameplay, ACR aims for an even harsher level of realism. If that sounds appealing, you can experience it today, as it has just launched on Steam Early Access at a limited-time price of $24. The publisher 505 Games provided The Drive with a review code, and I’ve spent the last few days familiarizing myself with it. At launch, ACR features 10 vehicles from the early ’70s up to the present, representing various drivetrain types. There are four complete stages set in Rally Alsace and Wales, which can also be divided into smaller segments if desired. Most importantly, these stages consist of real-life dirt and tarmac that have been laser-scanned for the game. According to developer Supernova Games Studios, this is a first in the genre. Speaking of Supernova, while ACR builds on the physics technology created by Kunoz Simulazioni for Assetto Corsa Evo, the team has utilized Unreal Engine 5 for its graphics. This raised concerns initially, as gamers familiar with the early days of EA Sports WRC can attest to the significant shader stutters in that title, which severely interrupted gameplay, especially at the start of stages. Fortunately, I’m happy to report that ACR not only looks much better than WRC at this early stage, but it also performs better. Driving that classic Alfa GTA Junior is a real pleasure once you master it! Plus, it’s beautiful. 505 Games I did experience a few minor stutters early on, but they were so negligible that they didn’t disrupt my gameplay and disappeared quickly. My setup—AMD Radeon RX 9070 GPU paired with a Ryzen 7 5800X3D CPU—handled the game mostly at high settings, with some features like effects and foliage set to ultra at a 1440p resolution. This resulted in a frame rate fluctuating between the high 60s and low 80s, which is quite good for a UE5 game, especially one that looks this impressive on mid-range hardware. There are moments in this game that are truly breathtaking. I recommend utilizing the dynamic time of day feature in a custom rally and increasing the speed to 60x, aptly labeled “Unrealistic.” Witness the sunrise in Wales against a wet track, as sunlight filters through the trees, illuminating the pines with a morning glow and reflecting off puddles. This game is visually stunning, as all rally titles should be, embodying the beauty of nature as you race through it on the edge of control. It’s difficult to divert your gaze from the action in front of you. Navigating this game can be quite challenging because, in terms of handling, it is the most demanding rally sim I’ve played in quite a while. I used a controller, which the game supports, but Supernova advises against it. This makes sense, as Assetto Corsa has always focused on an authentic wheel-and-pedals experience. However, ACR is still quite playable with a pad, and I’d argue it feels more natural on a controller than Evo or any other game in this franchise. 505 Games Caution is essential, though. If you're accustomed to Codemasters' titles, the first thing you’ll notice is the reduced grip level. It’s advisable to test its limits using a low-powered front-wheel-drive hatchback first, like the Peugeot or Hyundai junior-class cars, which exhibit heavy understeer, before advancing to a high-end WRC machine or, heaven forbid, the rear-wheel-drive beasts of 40 or 50 years ago. Mastering trail braking is crucial, as steering while braking doesn’t work in this game. Going off the track—even by just a tire or two—can be disastrous. Not only will you find zero traction, but the ruts and dips require you to pay close attention when your co-driver warns, “keep outside.” I recall overlooking that advice once, hitting a deep rut with my right front tire, and then cartwheeling into the woods. You can’t simply yank the handbrake mid-hairpin and expect it to work either. Again, if you’re used to more forgiving rally games, you’ll likely spin out often in ACR. Braking distances are also significantly longer than you might anticipate. Nevertheless, the result of getting everything right is incredibly satisfying. Grip won’t save you from precarious situations in this game, making it essential to

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      It turns out that the electric age won't lead to the demise of what automakers label as “coupes” with four doors, sleek rooflines, diminished practicality, SUV-like ride height, and elevated prices.

      For the first time seen, the 2027 BMW iX4 confirms this, likely to the dismay of enthusiasts and fans. What is the iX4? Imagine the relationship between the gasoline-powered X4 and the X3, and you’ll understand that this will be similar, but in relation to the iX3.

      With the iX3 about to launch in Europe and later in America, the iX4 appears to be imminent, with a debut expected next year. The prototypes spotted on the streets of Munich already exhibit production-ready lighting and body panels beneath light camouflage.

      Stefan Baldauf / SB-Medien

      The iX4 adheres to the established formula. Its front resembles that of the iX3, featuring the Neue Klasse design language. This includes narrow, tall vertical kidney grilles and sleek horizontal LED headlights. The overall design language is more streamlined and flowing compared to the current X4. Large alloy wheels, likely 21 inches, fill the wheel wells and are fitted with Pirelli PZero tires.

      The most distinguishing feature that differentiates the iX4 from the iX3 is the roofline. The steep incline towards the rear hatch is intended to impart a sportier appearance to the new model, making it more aerodynamic and thus more efficient. The iX4 is expected to have slightly more range than the iX3 due to this roofline and the principles of physics.

      However, while it may go further, it will certainly be less practical than its more upright counterpart. Rear seat headroom may not be as accommodating for taller individuals, and cargo space will be reduced.

      Stefan Baldauf / SB-Medien

      The iX4 will utilize the same powertrain as the iX3. This means it will include a 50 xDrive model that produces 470 horsepower and 475 lb-ft of torque from two electric motors that drive all four wheels. A power distribution of 49:51 is expected to provide driving dynamics that enthusiasts will enjoy. A battery pack with a usable capacity of 108.7 kWh will power the system through an 800-volt electrical architecture, allowing for rapid charging of up to 231 miles in just 10 minutes on a 350-kW charger. Although official U.S. EPA range estimates are not yet available, expect more than 300 miles of range, potentially approaching 400 miles per charge. A more powerful iX3 M was spotted yesterday for the first time, indicating that a more powerful iX4 M is also forthcoming, which will share its powertrain with the electric M3, similar to the iX3 M.

      In terms of pricing and lineup, the iX4 is intended to sit between the iX3 and the X5 in BMW dealerships. Anticipate a premium added to the iX3’s price despite the trade-off in practicality for the sake of “aesthetic appeal.”

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