Latest news with #BMWM5
IOL News
4 days ago
- Automotive
- IOL News
Driving the BMW M5: unleashing hybrid power with unmatched comfort
The BMW M5 is the most powerful M5 yet. Image: Supplied There are some cars that feel like they want to put you into the hospital when driving fast, and then there are those that give the impression you're on an easy drive to buy bread and milk. The BMW M5 is one of those cars. This thing is lightning quick with a sound to match, and after 40 years, BMW have now made the most powerful M5 yet. Big numbers For what is essentially a family sedan, the numbers are rather intimidating, and because it's a plug-in hybrid, it's also a new energy vehicle. And hats off to the engineers back in Germany who have slotted in the same technology as the BMW M Hybrid V8 endurance racing car. This M5 combines its twin turbocharged 4.4-litre V8 with 430kW and 750Nm and an electric motor with 145kW and 280Nm fitted with a pre-gearing stage that allows effective torque at the transmission input to be increased to 450Nm, so the net result is 535kW and 1 000Nm. It will get to 100km/h in 3.5 seconds and has a top speed of 305km/h if you dare. Power is sent to all four corners via an eight-speed ZF automatic transmission. The 18.6kWh battery can propel the M5 up to 140km/h, provide a range of 67-69 kilometres and on a 7.4kW charger takes three and a half hours to charge. Exterior There's not much subtlety about the styling either. It has large vents, enormous kidney grille with slots that send air to cool the hybrid system, beefy fenders housing 20-inch front and 21-inch rear alloys and M5 logos embossed on the C pillar, bootlid and quad tailpipes. Bright red brake callipers on the ventilated disks, bootlid spoiler and the optional carbon fibre reinforced roof fitted to our test unit, shout performance very loudly. Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Advertisement Next Stay Close ✕ There's a glorious twin turbo-charged sound that emanates from the exhausts. Image: Supplied Interior The M treatment continues inside with M multifunction seats that hug you when things get hairy and sit uber comfortably when cruising. It gets the BMW curved display, head-up display with M-specific content, and it has a newly designed flat-bottomed M leather steering wheel with M colour stitching, red 12 o'clock stripe and illuminated M1 and M2 buttons. Despite its aggressive nature, it's still a sedan, shown by the comfortable rear seats and ample legroom. Setting up and configuring the M5 to best suit your driving style in any given situation is a bit of a palaver, but with so many options, that's understandable. A mate and I played around with gearshift patterns, suspension set-up, steering, exhaust note, energy recovery, rear wheel steering, power distribution and safety systems, and he remarked that it was not dissimilar to a gaming console that his son spends more time with than school books. Once you've decided on your desired set-up, the M1 and M2 buttons serve as shortcuts. Driving Driving the M5 requires every ounce of self-control you have because what's not to like about flinging it around with carefree abandon on a quiet stretch of road that's not pot-holed scarred. Fortunately, there aren't many of those around, so I was mainly restricted to our usual routes except that I had a passport appointment in Carltonville. Don't ask, it's home affairs, is the only explanation I can provide. The BMW M5 has the BMW curved display, head-up display with M-specific content and a newly designed flat-bottomed M leather steering wheel. Image: Supplied That's a 260 kilometre round trip, and what better way to enjoy it than in an M5? It also gave me an opportunity to play around with the various settings and driving modes. Comfort Mode with the hybrid system in eControl gets as much energy back into the battery as possible. Hybrid changes drive between electric and ICE, and switching to Dynamic or Dynamic Plus keeps the drive and cooling optimised for when you stomp on the throttle. There were one or two occasions that I did exactly that, and the glorious sound from the tailpipes, some of it piped into the cabin, adds an enormous fun factor to the drive. Pedestrians and bystanders also seemed to enjoy it, and on more than one occasion, I was asked to rev the car, with a few taking out their phones to record it. On the way back, I made a slight detour to a fast, twisty section of road I know, just because I could. Selecting everything to maximum, the M5 becomes a special kind of car. Electric torque sends you on your way instantly, and the sharp gear changes thump you into the seat with a large grin on your face. Steering is a bit too light, but it grips hard and fast with the integral active steering that turns the rear wheels, providing confidence for the sharp corners At 2 435kg it's a heavy lump thanks to the hybrid system and you can feel the adaptive M suspension with electronically controlled dampers doing their thing as well as the brakes gripping crazily to slow it down. With that done and back into Comfort on the N14 with adaptive cruise control, the M5 is like one of those children where butter wouldn't melt in their mouth. Sedate, comfortable and in its place. Some purists may point to the fact that the new BMW M5, priced at R2 765 000, is too heavy and tech-laden. That may be, but when a V8 is conjoined with modern technology, it breeds something special.
The Drive
14-07-2025
- Automotive
- The Drive
2025 BMW M5 Touring Review: Haters Are Wrong, but It's Not for Everyone
The latest car news, reviews, and features. If car dorks had churches, you'd see some of BMW's greatest hits on the stained glass and plastered on the walls. As you know, the 2025 BMW M5 Touring has been out for a bit, and reviews have been… mixed. As a wagon, this new luxury long roof is solid, but it doesn't look or feel like the bygone Bimmers that millennials grew up worshiping. And after hundreds of miles exploring its many modes and moods, I have complicated feelings about the darn thing myself. The candid curmudgeon in me says it's embarrassingly gaudy, annoyingly complex, and too fast for public roads. The realist in me is much happier with the old non-M BMW wagon I have at home. But objectively speaking, there's no denying that the M5 Touring is supremely comfortable, capable, quick, and technologically advanced. Which is surely what was on the whiteboard of whatever Munich office this thing was conceived. This is the seventh generation of BMW M5, chassis code G90 for the sedan and G99 for the wagon. M wagons are not entirely new, but they are to the U.S. market. The last time BMW sold a station wagon here at all was in 2018—the F31 3 Series—and the hottest version had a modest four-cylinder engine built for efficiency rather than performance. That's not the case anymore. The new M5 Touring is an aggressive, 5,500-pound plug-in hybrid family car with 717 horsepower and peak system torque of 738 lb-ft. All that oomph comes from a 4.4-liter twin-turbo V8 and a synchronous electric motor paired to an eight-speed automatic transmission. Or in BMW-speak: It's got an M TwinPower Turbo V8, fifth-generation BMW eDrive, and M xDrive. If that sounds complex, it's because it is, and so is the user interface. The new M5 offers many customizable features beyond the typical modern performance car driving settings, and it even swaps from all-wheel drive to rear-only in its most hardcore driving mode. Andrew P. Collins If you're willing to take it easy on the throttle, the plug-in hybrid can go 25 miles on a full charge. I was not, but more on that later. I have a 2017 BMW wagon myself—it's an M Sport, but that just means it has a few nice decorative flourishes. Still, I couldn't resist doing a photoshoot with the wagons together. Swipe through for some comparisons: The M5 Touring's cargo area is generous, as you'd expect. Folding down the rear seats creates a downright huge hold for whatever you are carrying. You'll want to be very careful squeezing long items in, though. The rear climate control is run by a screen, and of course, the entire dashboard is pretty much a screen, so don't go yeeting lumber in there without somebody carefully guiding you from the inside. Some particularly brutal commentary on the new M5 wagon came from critic Jason Cammisa, who recorded the wagon's wiggling under acceleration. 'I don't understand how any engineer let this car leave the building,' he said on his Carmudegon show. As an aficionado of classic German cars, he categorically hated it. I launched the car quite a few times and did not experience the same odd effect. But I agree with his assessment of the interior. Chris Harris reviewed the M5 more favorably but still couched his praise, '…as a fast, roomy, daily that treads the line of acceptability in these weird times, I loved it.' Travis Okulski similarly appreciated the car's refinement but called it 'too isolating to feel like it's ever working on a back road.' Andrew P. Collins Those guys all have serious driving experience and know what they're talking about, but I think Harris has the best assessment. An M5 is not optimized for smoking tires on Angeles Crest, it's not that likely to be used on a track, and it's definitely not supposed to feel like it's 'working' on a back road. This car's happy place would be high-speed highway cruising across Europe. Log out in Munich on Friday and prost 'ing at a bar in the Alps before the sun goes down. Zip the family down to Innsbruck for the evening. At socially acceptable speeds, it's quite comfortable and appropriately responsive. I was pleasantly surprised by the ride quality, too. The last modern M car I drove was an X4 M Competition, which was downright punishing on New York roads. But I was satisfied with the M5 Touring's comfort-to-stiffness balance. It rides cleanly over potholes or unpaved roads, even in the more aggressive drive modes. But when you go to make a turn, the response is instantaneous. The downside of this high level of isolation is that when you're driving a new M5 at sub-stupid speeds, it kind of feels like the car's sitting still while the world is moving around it. Like the windows are screens, and you're playing a driving game. The cockpit is a fine place to watch things fly by from, though—the seats are spectacular, front and rear. Andrew P. Collins Of course, one doesn't spend six figures on a 700-hp car to keep calm and carry on. New performance cars at this level are heavily comput'ified, and some, unfortunately, have reached an annoying level of capability where they're not fun until you're tripling the speed limit. Then, when you make a mistake, they drop you off a cliff—proverbial or otherwise. I fully expected the M5 to be one such vehicle. Linking turns at an aggressive pace doesn't provide the sense of accomplishment or oneness-with-the-machine that you get in an old E46-something. But the M5 is surprisingly easy to line-step with and can be quickly reeled in from overly ambitious driving. If you boot the throttle in a sport driving mode to light up the tires and kick the tail out at an intersection, you can do that, and then regain control of the car with minimal effort and input. Andrew P. Collins Granted, you don't really need a twin-turbo V8 for such silliness; all I'm saying is you don't need to be on the Autobahn to evoke some personality from the car. All that to say, the car's core mission hasn't changed all that much since the days of the first M5. In the '80s, the E28 M5 was a showcase of the era's top sport-luxury car tech, just like the new one is today. But the reserved executive aesthetic BMW used to do so well has long been left behind. Andrew P. Collins From the outside, the G99 M5's got some good angles and interesting visual details. More than a few passers-by complimented the Isle of Man Green Metallic color, and the optional Style 952M wheels are incredibly cool-looking. The vehicle has a lot of presence, and you don't need to be into cars to appreciate that you're looking at something special. Andrew P. Collins The interior has some neat decorative elements. The cockpit, though—gauges, dash, buttons, touchpoint materials—is overwhelming in the worst kind of way. Sitting behind the steering wheel of the new M5 reminded me of everything that sucks about Las Vegas. It's just a ceaseless expanse of lights, colors, and shiny materials that look very cheap under the slightest scrutiny. There are way too many lines and shapes on the dashboard of this thing. And those butterfly wing lights on the front… not feeling it. Andrew P. Collins At some point, the software designers at BMW must have been encouraged to get creative with displays. Maybe the idea was to be distinctive, maybe they just wanted to compensate for the inherent dullness of a huge rectangular screen being the only prominent shape in the cockpit. But they went way too hard. The gauge cluster is packed with so many colors, shapes, gradients, and shading. It's doing way too much and is neither legible nor cute. Almost every flat surface is illuminated. When you hit the hazard lights, you're surrounded by red blinking bars like the car's trying to warn you of an incoming missile. A gaudy plastic bar illuminated in M colors spans the dash, and the few physical buttons that are present are disappointingly low-effort. Like, a row of buttons will actually all be one button, yielding a very unsatisfying haptic experience. Some of the door plastic feels like it was 3D-printed on some kid's tabletop machine. In spite of my dissatisfaction with the interior, I would say that the M5 Touring is a decent value. At least in the context of cars at this price point. You get a lot of impressive technology, some unique capabilities, considerable practicality, and the novelty of being in a high-performance station wagon. These list for about $120,000 and they hold their own at that level. The longroof M5 looks like a six-figure car, and if you pick a good color, you'll make an entrance anywhere you pull up with this thing. Like most of the elite cars I've driven lately, I was impressed by it, but you won't catch me staring at the window wishing it'd come back. I'm fine with my 200-odd horsepower BMW wagon from the last decade, which I think is quite a bit prettier. It's more fitting to compare the new BMW M5 Touring to the Audi RS6 Avant. They're both about the same price, same idea, but have considerably different executions. Even though I've been called 'a BMW guy' (I do have three of them), it'd be the Audi for me if I had to choose. If you're interested in a new M5 wagon, I wouldn't get too hung up on evaluations of its performance at the track or its limits. This is a battlecruiser, not a starfighter. And you will feel like you're on the bridge of a spaceship while driving it. I'd much rather see an M340i Touring come to the U.S. market for people like me who appreciate sport-luxury wagons but don't want to commit $100,000 to a novelty. That said, I'm grateful that the M5 Touring finally came to America; here's to hoping it's a harbinger of more wagons, because sedan driving dynamics with crossover cargo capacity is a great combo. 2025 BMW M5 Touring Specs Base Price (as tested) $121,500 ($140,775) Powertrain 4.4-liter twin-turbo V8 with trans-integraged electric motor | 8-speed auto | all-wheel drive Horsepower Gas Engine: 577 @ 5,600-6,500Electric Motor: 194 Total System: 717 @ 5,600-6,500 Torque Gas Engine: 553 @ 1,800-5,400Electric Motor: 207 Total System: 738 @ 1,800-5,400 Seating Capacity 5 Cargo Volume 27.2 cubic feet behind second row | 57.6 behind first row Curb Weight 5,530 pounds 0-60 3.5 seconds Top Speed 190 mph (M Driver's Package), 155 mph standard EPA Fuel Economy 54 mpge combined, 13 mpg combined (gasoline only) Score 8/10 A big shiny battlecruiser for ostentatious aristocrats. But for some reason, I still think it's cool.
Yahoo
12-07-2025
- Automotive
- Yahoo
Tired of Boring Hybrid SUVs? These 10 Hybrid Cars Offer AWD and Are More Fun
As the automotive industry continues to embrace electrification, hybrids are becoming a bigger part of the mainstream car market. That means that gas-electric powertrains are no longer relegated to boring, efficiency-minded segments. A hybrid SUV may seem like a natural choice if you seek a hybrid with all-wheel drive, but we here at R&T think that cars are more fun than crossovers. Fortunately, there are both budget-priced and higher-end performance hybrid sedans, coupes, wagons, and hatchbacks that are available with AWD. Several of these vehicles also pack a big power punch to go along with their reduced emissions. Listed in no particular order, these are our favorite non-SUV hybrid models that can be had with all-wheel drive in 2025. More Car Rankings: Hybrids with the Best MPG | Best Hybrid SUVs | Most Fun-to-Drive Hybrids | Fastest HybridsA list about hybrids wouldn't be complete without mention of the venerable Toyota Prius. While the car comes standard with front-wheel drive across the lineup, Toyota does offer an all-wheel-drive option that uses an extra electric motor on the rear axle. Working with the 2.0-liter inline-four gas engine up front, total powertrain output is rated at 196 hp. It'll deliver up to 53 mpg city and 54 mpg highway as well. The Prius' AWD System Is More Hybrid Supercar Than Economy CarThe BMW M5 finding its way onto a list about all-wheel-drive hybrids would've seemed like sacrilege even just five years ago. Regardless of that, the new M5 is nothing to sneeze at. A familiar 4.4-liter twin-turbo V-8 engine provides 577 hp and 553 lb-ft on its own, but works with a single electric motor to provide a total output of 717 horsepower and 738 pound-feet of torque. A 14.8-kWh battery pack feeds the system, providing around 25 miles of EV range. While the sedan is great, we'd have to go for the wagon, which brings up to 58 cubic feet of cargo capacity with the rear seats folded. You can also disable the front axle in either version of the car, giving it drifting capability and providing the best of both worlds. The only real caveat is the rather portly curb weight. Tested: 2025 BMW M5 TouringThe entire Camry lineup has gone hybrid for the 2025 model year, with Toyota offering two different powertrains to choose from. The entry-level models get a 2.5-liter four-cylinder and two electric motors that combine for 225 horsepower. If you want all-wheel drive, you'll need to step up to the more potent setup, which adds a third electric motor. Total output is 232 horsepower. Tested: 2025 Toyota Camry XSEIt may not have the V-8 engine of its predecessor, but the C63 S E Performance is not one to discount. A turbocharged inline-four works together with a rear-mounted electric motor to provide the AMG with 671 hp and 752 lb-ft of torque. That makes it significantly more powerful than its Cadillac or BMW rivals in the segment, though it does come with the penalty of weight. The all-electric mode isn't entirely useful either, achieving only around 6 miles of range from the the 4.8-kWh battery pack. It Could Soon Switch to Inline-Six PowerAfter a brief hiatus, the Mercedes-AMG E53 has returned as the mid-level sedan offering from Affalterbach. Like the C63, the E53 has adopted a hybrid powertrain across the model line, consisting of a turbocharged 3.0-liter inline-six and a single electric motor. Total output is rated at 604 horsepower and 553 pound-feet of torque, which sure don't sound like "junior AMG" figures. Thanks to a relatively large 21.2-kWh battery, the sedan can even go nearly 45 miles on pure electric range. Work both parts of the powertrain together and you'll turn 59 MPGe as well. There's Even a Wagon Version Coming to the Crown is the largest sedan that Toyota makes, as it serves as replacement for the Avalon. You would be forgiven for thinking that this raised four-door is a Lexus product, though, especially given its nice interior appointments. Every Crown comes as standard as a hybrid, with most trims utilizing a 236-hp all-wheel-drive powertrain. Opt for the range-topping Platinum trim, however, and you'll receive a turbocharged engine, which helps boost output up to 340 horsepower. The Platinum also ditches the lower trim's CVT for a proper automatic gearbox, which makes for a more enjoyable driving experience all around. More Info on the CrownThe Porsche Panamera Turbo S E-Hybrid makes up for its mouthful of a name by delivering truly impressive performance. Up front sits a twin-turbocharged 4.0-liter V-8 engine, which works in tandem with a single electric motor to provide up to 771 horsepower. Thanks to the rapid-shifting dual-clutch automatic transmission, the large sedan can rip off a ludicrously quick 0-60 mph sprint of just 2.8 seconds. You can drive the plug-in hybrid Turbo S in full electric mode, too with about 30 miles of EV range provided by the 21.8-kWh battery pack. The Turbo S E-Hybrid Is a 202-MPH SedanThere is a reason that the Mercedes-Benz S-class has dominated the full-size luxury sedan segment for decades. The S580e might not be the most exciting version of the S-Class, but that doesn't mean there's not a lot to love here. Power comes from a turbocharged 3.0-liter inline-six engine and a single electric motor, which combine to produce 510 horsepower and 553 pound-feet of torque. That sort of power allows the large sedan to hit 60 mph in as little as 4.2 seconds, which is pretty impressive for a large car capable of driving nearly 50 miles on pure electric power. The luxurious appointments certainly don't hurt, nor does the standard air-spring suspension setup. The AMG S63 Performance Version Is Also Now a HybridThe BMW 7-series may have rather polarizing styling, but it is hard to argue against the amount of luxury on offer. Optional cashmere upholstery, a 36-speaker audio system, and a 31-inch theater screen with 8K resolution are just a few highlights. For those looking to travel a bit more efficiently, BMW offers the plug-in hybrid 750e xDrive model, which is powered by a turbocharged 3.0-liter inline-six and a electric motor. Total output is an impressive 483 horsepower. Other 7-series models do feature a 48-volt hybrid setup, but they don't come with the added benefit of the 750e hybrid's electric-only range. There's Also an Electric Version Called the i7There is a reason that the Bentley Continental continues to make appearances at our annual Performance Car of the Year tests. The luxury coupe shares its bones with the Porsche Panamera these days, and packs a similar twin-turbocharged 4.0-liter V-8 plug-in hybrid powertrain. Output in the Speed is a healthy 771 horsepower and 738 pound-feet of torque, which is sent to all four wheels via an 8-speed dual-clutch automatic transmission. It delivers around 40 miles of pure electric range, allowing you to really lean into those luxury trappings. When you do put your foot down, however, the Bentley is happy to rip off a 0-60 mph sprint of just 2.8 seconds. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
Yahoo
12-07-2025
- Automotive
- Yahoo
Tired of Boring Hybrid SUVs? These 10 Hybrid Cars Offer AWD and Are More Fun
As the automotive industry continues to embrace electrification, hybrids are becoming a bigger part of the mainstream car market. That means that gas-electric powertrains are no longer relegated to boring, efficiency-minded segments. A hybrid SUV may seem like a natural choice if you seek a hybrid with all-wheel drive, but we here at R&T think that cars are more fun than crossovers. Fortunately, there are both budget-priced and higher-end performance hybrid sedans, coupes, wagons, and hatchbacks that are available with AWD. Several of these vehicles also pack a big power punch to go along with their reduced emissions. Listed in no particular order, these are our favorite non-SUV hybrid models that can be had with all-wheel drive in 2025. More Car Rankings: Hybrids with the Best MPG | Best Hybrid SUVs | Most Fun-to-Drive Hybrids | Fastest HybridsA list about hybrids wouldn't be complete without mention of the venerable Toyota Prius. While the car comes standard with front-wheel drive across the lineup, Toyota does offer an all-wheel-drive option that uses an extra electric motor on the rear axle. Working with the 2.0-liter inline-four gas engine up front, total powertrain output is rated at 196 hp. It'll deliver up to 53 mpg city and 54 mpg highway as well. The Prius' AWD System Is More Hybrid Supercar Than Economy CarThe BMW M5 finding its way onto a list about all-wheel-drive hybrids would've seemed like sacrilege even just five years ago. Regardless of that, the new M5 is nothing to sneeze at. A familiar 4.4-liter twin-turbo V-8 engine provides 577 hp and 553 lb-ft on its own, but works with a single electric motor to provide a total output of 717 horsepower and 738 pound-feet of torque. A 14.8-kWh battery pack feeds the system, providing around 25 miles of EV range. While the sedan is great, we'd have to go for the wagon, which brings up to 58 cubic feet of cargo capacity with the rear seats folded. You can also disable the front axle in either version of the car, giving it drifting capability and providing the best of both worlds. The only real caveat is the rather portly curb weight. Tested: 2025 BMW M5 TouringThe entire Camry lineup has gone hybrid for the 2025 model year, with Toyota offering two different powertrains to choose from. The entry-level models get a 2.5-liter four-cylinder and two electric motors that combine for 225 horsepower. If you want all-wheel drive, you'll need to step up to the more potent setup, which adds a third electric motor. Total output is 232 horsepower. Tested: 2025 Toyota Camry XSEIt may not have the V-8 engine of its predecessor, but the C63 S E Performance is not one to discount. A turbocharged inline-four works together with a rear-mounted electric motor to provide the AMG with 671 hp and 752 lb-ft of torque. That makes it significantly more powerful than its Cadillac or BMW rivals in the segment, though it does come with the penalty of weight. The all-electric mode isn't entirely useful either, achieving only around 6 miles of range from the the 4.8-kWh battery pack. It Could Soon Switch to Inline-Six PowerAfter a brief hiatus, the Mercedes-AMG E53 has returned as the mid-level sedan offering from Affalterbach. Like the C63, the E53 has adopted a hybrid powertrain across the model line, consisting of a turbocharged 3.0-liter inline-six and a single electric motor. Total output is rated at 604 horsepower and 553 pound-feet of torque, which sure don't sound like "junior AMG" figures. Thanks to a relatively large 21.2-kWh battery, the sedan can even go nearly 45 miles on pure electric range. Work both parts of the powertrain together and you'll turn 59 MPGe as well. There's Even a Wagon Version Coming to the Crown is the largest sedan that Toyota makes, as it serves as replacement for the Avalon. You would be forgiven for thinking that this raised four-door is a Lexus product, though, especially given its nice interior appointments. Every Crown comes as standard as a hybrid, with most trims utilizing a 236-hp all-wheel-drive powertrain. Opt for the range-topping Platinum trim, however, and you'll receive a turbocharged engine, which helps boost output up to 340 horsepower. The Platinum also ditches the lower trim's CVT for a proper automatic gearbox, which makes for a more enjoyable driving experience all around. More Info on the CrownThe Porsche Panamera Turbo S E-Hybrid makes up for its mouthful of a name by delivering truly impressive performance. Up front sits a twin-turbocharged 4.0-liter V-8 engine, which works in tandem with a single electric motor to provide up to 771 horsepower. Thanks to the rapid-shifting dual-clutch automatic transmission, the large sedan can rip off a ludicrously quick 0-60 mph sprint of just 2.8 seconds. You can drive the plug-in hybrid Turbo S in full electric mode, too with about 30 miles of EV range provided by the 21.8-kWh battery pack. The Turbo S E-Hybrid Is a 202-MPH SedanThere is a reason that the Mercedes-Benz S-class has dominated the full-size luxury sedan segment for decades. The S580e might not be the most exciting version of the S-Class, but that doesn't mean there's not a lot to love here. Power comes from a turbocharged 3.0-liter inline-six engine and a single electric motor, which combine to produce 510 horsepower and 553 pound-feet of torque. That sort of power allows the large sedan to hit 60 mph in as little as 4.2 seconds, which is pretty impressive for a large car capable of driving nearly 50 miles on pure electric power. The luxurious appointments certainly don't hurt, nor does the standard air-spring suspension setup. The AMG S63 Performance Version Is Also Now a HybridThe BMW 7-series may have rather polarizing styling, but it is hard to argue against the amount of luxury on offer. Optional cashmere upholstery, a 36-speaker audio system, and a 31-inch theater screen with 8K resolution are just a few highlights. For those looking to travel a bit more efficiently, BMW offers the plug-in hybrid 750e xDrive model, which is powered by a turbocharged 3.0-liter inline-six and a electric motor. Total output is an impressive 483 horsepower. Other 7-series models do feature a 48-volt hybrid setup, but they don't come with the added benefit of the 750e hybrid's electric-only range. There's Also an Electric Version Called the i7There is a reason that the Bentley Continental continues to make appearances at our annual Performance Car of the Year tests. The luxury coupe shares its bones with the Porsche Panamera these days, and packs a similar twin-turbocharged 4.0-liter V-8 plug-in hybrid powertrain. Output in the Speed is a healthy 771 horsepower and 738 pound-feet of torque, which is sent to all four wheels via an 8-speed dual-clutch automatic transmission. It delivers around 40 miles of pure electric range, allowing you to really lean into those luxury trappings. When you do put your foot down, however, the Bentley is happy to rip off a 0-60 mph sprint of just 2.8 seconds. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
Miami Herald
11-07-2025
- Automotive
- Miami Herald
2026 Chevrolet Colorado Pricing Doesn't Break The Bank
Good news! While a price increase is never a good thing, the one coming to the 2026 Chevrolet Colorado is not too bad. According to order guide data obtained by CarsDirect, the midsize pickup truck will be going up by no more than 1.8%, with the most expensive dollar rise still only $900. The Colorado is now approaching its third model year after arriving for 2023, and with only small changes, GM has not seen fit to overly inflate the price. By contrast, other 2026 arrivals across all sorts of segments - like the GMC Acadia, the BMW M5, and the Chevrolet Trax - have all swelled by four figures for the new model year. Of course, there are varying reasons for varying price adjustments, but it's still a welcome relief when a small one happens. Kicking off the range is the base Colorado WT, which sees a $500 increase to start at $32,400, excluding destination. Next up is the LT, which only goes up 200 bucks to a nice round $36,000. Then it's the Colorado Trail Boss and Z71, which match the WT's $500 increase to start at $40,400 and $44,400, respectively. Finally, the most expensive model in the range, the ZR2, saw the biggest price increase for 2026 at $900, now starting at $50,500. For the extra money, no major changes will be made, but buyers will be able to choose from White Sands paint, which is currently available on the Trailblazer, and new 20-inch wheel options. Related: Ram's New Midsize Truck Is Coming for the Toyota Tacoma Those willing to shop around might consider the Ford Ranger, which for the 2025 model year starts at $33,350 in base XL form and goes up to $56,070 in Raptor guise. Alternatively, the Toyota Tacoma arrives at a significantly lower price point, with its SR starting at just $31,590, but with 11 trims available for 2025, there's a lot more room to spend, particularly when you get to the hybrid trims. In its priciest form (TRD Pro), the Tacoma starts at $64,135. The cheapest pickup in this segment, however, is the Nissan Frontier S, starting at $32,050 and going up to $41,810 in SL form. All of the above prices exclude destination and apply to 2025 variants of the Colorado's rivals, so there will probably be similar increases when Ford, Toyota, and Nissan release 2026 pricing. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
