Latest news with #BMWi5
Edmunds
5 days ago
- Automotive
- Edmunds
BMW i5 M60 vs. Dodge Charger Daytona: Big EVs Battle in Edmunds U-Drags
The BMW i5 is one of our favorite electric sedans on the market. So much so that it won an Edmunds Top Rated award in 2024, and we added the hi-po M60 model to our One-Year Road Test fleet. Guess what? We've loved our time with this electric sedan. Its mix of power and performance means it truly represents the best of both worlds when it comes to luxury EVs. There probably isn't another EV sedan on the market we'd rather live with — even at our i5 M60's lofty $95,745 price tag. The Bimmer isn't a natural rival for the Charger Daytona EV, Dodge's first crack at an electric muscle car. The Charger EV makes more peak horsepower (670 hp compared to the BMW's 593 hp), costs about $10,000 less and is a two-door coupe. That said, the BMW still weighs less than the Dodge (5,233 pounds vs. 5,974 pounds) and has a slightly better power-to-weight ratio. When you weigh that up, this is the BMW's race to lose. Who comes out on top? Watch our video below to find out.
Top Gear
22-05-2025
- Automotive
- Top Gear
Battle of the electric estates: BMW i5 Touring vs Audi A6 e-tron Avant
Electric See, it's not all SUVs in the electric era. Audi's new A6 Avant e-tron goes toe to toe with BMW's i5 Touring, but which is better? Skip 1 photos in the image carousel and continue reading Close run battle, this. And that's not a surprise, is it? For all recorded time, comparing big German bizniz barges has been like agonising over shades of off-white in the paint aisle. The BMW 530d M Sport Almond Ivory... or the Audi A6 S line Elephant's Breath? Sorry love, better grab a tester pot to be sure we don't prefer Mercedes E-Class AMG Line Waiting Room Beige. But it is incredible how equal the latest evolutions of A6 and 5 Series are, because here we have the two polar opposite views the car industry is currently arguing over – how to build an EV. Advertisement - Page continues below Option one: BMW's one size fits all masterplan. Build a car to accept every powertrain choice going. Into this immense, awkwardly angular bodyshell, BMW stuffs petrol and diesel engines, hybrids, or this totally electric solution, the i5. Photography: Jonny Fleetwood You might like That's why you sit a little bit higher than you're used to in a 5 Series – because about 300kg of cells need room to lie down. It's why this car is punctured by grilles – in case this body contained an engine. It also explains the XXL overhangs and traditionally long bonnet (with no front boot stowage beneath it, meaning the charging cables get in the way of shopping and knot the dog's legs). And the 'classic' plutobarge look means the aero is none too clever. So there are compromises, and not just for the i5. All 5 Series' (including the infamously porky M5) are now stupidly heavy, because the basic structure has been armour plated in case it needs to carry monumental e-flab. Advertisement - Page continues below But the upshot is BMW only has to build one car called a 5 Series. The factory is happy, the badging department is pleased, and you don't need a treasure map to negotiate BMW's website. Option two: Audi will soon build two entirely unrelated A6s. One is this car: the electric only A6 e-tron. The other is the new, um, A6, a combustion or hybrid powered car on an entirely different chassis. The two cars will both be called A6 but won't share a single body panel. Still, the advantages to dreaming up a fresh platform are obvious. The A6 e-tron Avant isn't just slipperier than the BMW. It's one of the world's most aerodynamically efficient production cars, because it's not full of holes, the underbody is flatter than morale at Old Trafford, and it lacks door mirrors. We'll come back to those. Besides leaving the air neat and tidy, the A6's bespoke foundations unlock other useful advantages. Yes, it's actually 5kg heavier than the 5er, but it carries 17 per cent more battery capacity in a car that's usefully smaller overall. Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox. No surprise then that there's a heap more range. BMW quotes 327 miles from the industry lab test, but we're more forensic. This car has been our TG Garage long termer for eight months and 10,000 miles. It averaged 310 miles to a charge last summer. Even the least efficient A6 e-tron – this Launch Edition on 21in wheels – claims over 400 miles. The Sport model reckons it'll outrun the i5 by a good 100 miles. So far, so 'we told you so' by Audi then. An electric car is best when it's built to be electric from the wheels up. And the virtuous circle keeps on spinning, running four rings around the bloated i5. It's not just your eyes, either. The A6 is indeed noticeably shorter (if marginally wider) – easier to park and place – yet passengers in the second row enjoy more space to lounge in. Opening the back doors of a 5 Series is like going to a flat viewing after studying the cheeky fisheye lens photos posted by the estate agent. Hang about, it looked ginormous on the outside. Where's all the space gone? But the weather (as motorsport commentators gleefully point out) is a great leveller. It's bitingly cold when A6 meets i5. And you know what? Both offer up 250 miles. A colleague spends longer with the Audi and coaxes it to 2.8 miles per kWh over 270 miles, but the BMW avenges its smaller battery by being more efficient overall, effortlessly managing three miles per kWh. And though the i5 loses the space wars for 'people', it wins it back on 'stuff'. It has the marginally bigger boot and even a slightly faster electric tailgate. Skip 8 photos in the image carousel and continue reading Just as things are looking up for the i5, let's roll price into the equation. An i5 Touring squeaks in at under £70k, but Brits will almost always tick the M Sport box as seen here, taking the price north of £76k, or £1,100 a month on the BMW finance calculator. A6 e-tron Avants are a few grand cheaper to begin with, while the equivalently thrusting S line trim is £68,605. This particular car is a spec laden Launch Edition unhelpfully no longer listed on Audi's website, but here to give you a good idea what an A6 looks like with every option optioned. Even at an eye watering £87k, it's £6k less than BMW charges for this bell and whistle festooned i5. At this point we ought to cover depreciation, but the BBC doesn't allow depictions of cruelty and torture in its publications. So we'll drive them instead, just as soon as the BMW's 87-point turned its way out of the multistorey. And nicked a wheel on the down ramp kerb in the process. My fault. Or was it? For all its screens, cameras, sensors, bongs, alerts and assists, the sheer bulk of the i5 simply isn't compatible with quite a lot of Britain. Over 5m long, 2m wide over the mirrors. Rear steer and 360° cameras help, but the Audi is wieldier and less stressful at each end of your journey. Partly that's because you sit up in the roof rafters rather than (relatively) down on the cat's eyes. What Audi's done here is dress up a crossover driving position in an estate car suit. That black fillet breaking up the thickset doors and 21in rims does a convincing job of hiding the fact an A6 driver is no longer eye to eye with other pilots of German business expresses. They're riding high and mighty with the Evoques and Qashqais. Easier to judge your surroundings from up there. Life in the BMW is calm and cultured. It's a very expensive car, but it has the feel of one too Or it would be, if Audi hadn't wilfully sabotaged itself with yet more virtual mirrors. OK, we've been here before with the old e-tron SUV and in various Hyundais and Lexuses, so the problems with this tech are fairly well established. The displays aren't clear enough in dark or wet conditions (gawd help you if it's both), there's no depth perception so telling at a glance how quickly that car in the next lane is closing is nigh on impossible, and because the camera is fixed, you can't change your perspective by bobbing or weaving your head. You need to swipe at the screen to muddle where the lens is pointing. It's a faff. And despite shifting the screens away from the corners of the pillars and up onto the doors, it's tricky to unlearn the instinct of looking out the window to check the mirror. Ah, whoops, that's a camera. Refocus to inside the door to check screen. Oopsie, there's a 10-tonne truck in my blind spot. Why all this inconvenience and this hefty cost (the digital mirrors are usually a £1,495 option)? According to Audi's wind tunnel boffins, the drag saving is worth four miles of range over a full charge. I think I'd sooner park in the next village and walk. There are other quibbles. The entire Top Gear road test team drove the A6 during its stay with us and not one thought the ride was acceptable. Yes, it's wearing 21in rims and our roads are rougher than Hardest Geezer's foot calluses, but there's a tension and restlessness to the A6's ride which gets on your nerves. You'll have read how the car is much more at home on the highways of continental Europe which are cared for like putting greens, but that's cold comfort when the A6 is jouncing down the A6003 and everyone's having their heads tossed around like they're on a moody seaside donkey. Life in the BMW is calm and cultured. It's a very expensive car, but it has the feel of one too, straddling the line between where an executive 5 Series ends and a luxury 7 Series limo begins. It squashes bumps the Audi fidgets over, absorbs imperfections the Audi hosts a conference call about, and generally oozes about like a shooting brake Rolls-Royce Spectre. Once you're on a road it can comfortably fit down. When you tug its bombproof door closed behind you, it seals you off from the outside world so effectively you half expect your ears to pop, as if it's a pressurised cabin in a business jet. Skip 9 photos in the image carousel and continue reading Perhaps this is a personal preference thing, but across all the i-kind and e-trons I've driven, BMW's intelligent regen braking is more logical than Audi's paddle adjusted settings. Click the i5 into B mode in town for maximum recuperation and it's a very relaxing one pedal car. In the very old days, an Audi/BMW faceoff would traditionally alight on the fact the BMW also had steely eyed rear drive chops and was obviously the choice of serious drivers, while the Audi was about as memorable as a Dulux paint chart. The gap is a lot closer these days. For one thing, the Audi's rear wheel drive too. More efficient that way. Back to back, the lower set, slightly more agile BMW was the keener drive, but come on. Two-tonne e-wagons with augmented warp soundtracks hardly scream Sunday morning thrap, right? Be in no doubt, the Audi's a fine car. Our team preferred its interior screen logic (cameras excepted) and found it easier to manoeuvre. It's spacious, futuristic and has the potential to be a genuine range monster. Probably comfier, less annoying and better value with a more modest spec, too. But the i5 earns the narrowest of moral victories here, because despite not even being built to be an EV first and foremost, it's the better car to drive, to ride in, to carry things and isn't remotely compromised enough to justify building a whole other car as an electric offshoot. So there you have it, carmakers of the world. BMW's been the canary in the coal mine and done you a big favour. Keep building cars you can sell with or without engines. Y'know, just in case electric doesn't end up being the only fuel of the near future.
Auto Express
14-05-2025
- Automotive
- Auto Express
BMW i5 Touring review
There's plenty to like about the BMW i5 Touring. This electric executive estate offers more space inside than its main rival, the Audi A6 Avant e-tron, while the quality of the fit and finish inside is excellent. The cabin is packed with tech, too, and limo-like refinement completes the package. However, it's not quite as involving to drive as the Audi, which is something of a surprise when it comes to BMW, while the range falls short for a car that seems well suited to the brief of being a comfortable long-distance cruiser. Key specs Fuel type Electric Body style Five-door, five seat estate Powertrain 81.2kWh battery, 1x e-motor, rear-wheel drive 81.2kWh battery, 2x e-motors, four-wheel drive Safety Five-star Euro NCAP (2023) Warranty Three years/unlimited miles It wasn't long ago that estate car buyers would have been feeling pretty left out of the EV market. For years, there have been plenty of huge SUVs to choose from, but electric estate cars were much thinner on the ground. The BMW i5 Touring was one of the first cars to offer a spacious, desirable estate that was just as usable as the petrol-powered equivalents – and now rivals like the Audi A6 Avant e-tron aim to take away some of BMW's glory. There's still a huge amount to like about the i5, though, even if the Audi has revealed one or two areas where there's room for improvement. Advertisement - Article continues below Skip advert Advertisement - Article continues below There are two powertrain options available, the eDrive40 and M60, and both models are fitted with the same 84kWh battery. The difference is the electric motors, with the former featuring a single motor on the rear axle, while the M60 has two motors (and more power) for four-wheel drive. The eDrive40 Sport Edition is the entry point to the line-up and starts from around £70,000. As you might expect for that price, it comes with a decent haul of kit, including 19-inch alloy wheels, LED lights, a powered tailgate, BMW Live Cockpit Plus with a vast curved display, sports seats, two-zone climate control, park assist and a suite of driving-assistance tech. The eDrive40 can also be had in M Sport trim, which is often the more popular spec level for UK buyers. This adds around £6,500 to the list price before options, and includes M Sport wheels, suspension, bodykit and detailing, while there's Alcantara and man-made leather seat trim and a sportier 19-inch wheel design. At the top of the electric i5 Touring range is the M60, which is its own model within the line-up. It's priced at around £100,000, but as well as getting more power and four-wheel drive, you also get more kit, including a beefier bodykit, 20-inch alloys, four-zone climate control, adaptive suspension, a B&W sound system and an illuminated grille surround. Pros Cons Supremely quiet and refined cruising ability Plush ride on adaptive dampers is first class Rear steering boosts low-speed manoeuvrability Light steering lacks any sort of feedback Wind noise is noticeable at motorway speeds M60 seems pointless when eDrive40 is quick enough The i5 Touring delivers a great blend of a composed ride and sharp handling, while the M60 version has a phenomenal amount of grip. But a disappointing feel to the steering takes the shine off what would otherwise be an accomplished driving experience. Advertisement - Article continues below Skip advert Advertisement - Article continues below As it stands, the eDrive40 is likely to make the most sense for most buyers; with up to 365 miles of range and 335bhp from its rear-mounted motor, both its performance and range are more than adequate for typical estate car users. The M60 xDrive is for those who are in a little more of a hurry, thanks to its twin-motor set-up. It has the same 335bhp motor that's fitted in the back of the eDrive40, but that's joined by another 257bhp motor driving the front axle. These combine to deliver 593bhp and up to 820Nm in 'Boost' mode. The throttle response is well judged: keen enough to react so that it feels as potent as you'd expect it to, but not so sharp that it feels hyperactive. At any speed, there's loads of performance in reserve, with strong acceleration available well beyond the national speed limit. The standard eDrive40 has an official 0-62mph time of 6.1 seconds, which will be more than fast enough for most buyers. Officially, the M60 Touring will crack the 0-62mph dash in 3.9 seconds. Both cars are a tenth of a second behind their saloon counterparts, but the M60 Touring has the same acceleration figure as the rival Audi S6 Avant e-tron. Advertisement - Article continues below Skip advert Advertisement - Article continues below Top speeds are 120mph for the eDrive40 and 143mph for the M60 version of the i5 Touring. The main thing that strikes you about the i5 around town is just how eerily quiet it is. Sound insulation is superb, which means that below 20mph or so, it's hard to hear any tyre noise at all. For a car with M aspirations, the i5 is even fairly soothing to drive, although the Audi S6 manages to ride across smoother surfaces and rough roads even better. The turning circle is reasonable for a car of this size, which is helped by a four-wheel steering system that turns the rear axle in the opposite direction to the front wheels at low speeds. There's a decent chassis beneath the i5. Its ability to cosset and comfort its occupants on city streets is matched by an ability to feel agile and responsive on a twisty road – no mean feat, considering the significant mass at play. In the M60 model, traction is also brilliant, given the massive amount of torque that all four tyres have to cope with. And with more power going to the back axle, it still feels pleasingly rear-biased in a way that seems in keeping with all of the best performance BMWs. Advertisement - Article continues below Skip advert Advertisement - Article continues below However, there are one or two areas that could be improved, and the steering is chief among these – although its response is fast and it's fairly accurate, so it does a solid job of masking the i5's kerbweight at slow to moderate speeds. The problem is that the light rack is almost completely devoid of any feedback – and things are not helped by an almost comically thick steering wheel. As such, placing the car accurately through a turn takes some getting used to, and working out how much grip the tyres have left to give is even more tricky to judge. Driven in a more relaxed manner, the i5 proves to be a brilliant long-distance cruiser. Road noise remains superbly suppressed, though the M Sport mirrors of the M60 version generate a noticeable amount of wind rustle, which means an Audi S6 is a little more hushed in this area. The i5's ride is wonderfully soft and supple – even in hot M60 form – and the motors feel like they're barely breaking a sweat at 70mph. Were it not for the i5's overall driving range, it would be a near-faultless and impeccable motorway car. 'The i5 Touring's ride is superbly controlled; it doesn't filter out every single bump like a Mercedes EQE (not available as an estate) or the Mercedes E-Class Estate (not available as an EV), but it keeps the car's mass in check without throwing the occupants around over rough roads.' – Alex Ingram, chief reviewer, who has driven both the eDrive40 and M60 versions of the i5 Touring Model Power 0-62mph Top speed i5 eDrive40 Touring 335bhp 6.1 seconds 120mph i5 M60 xDrive Touring 593bhp 3.9 seconds 143mph Pros Cons Fast DC charging over 200kW on offer Low company car costs when compared with ICE rivals Lots of kit means there's no need to add options Relatively short range when compared with rivals Heavy overall kerbweight also hampers efficiency M60 version sits in top insurance group The i5's 81.2kWh battery is a little smaller than what's offered by some rivals, and when we tested the M60 version against an S6 Avant e-tron, we were disappointed to see that it couldn't quite match the efficiency that the Audi had to offer. This means there's a penalty in real-world range. Officially, the i5 has a usable battery capacity of 81.2kWh, which is some way down on the 100kWh pack used by the Audi A6 e-tron. Advertisement - Article continues below Skip advert Advertisement - Article continues below When we tested the i5 eDrive40 Touring on a gentle long-distance drive in favourable temperatures for an EV, we were pushing an impressive 4.0 miles per kilowatt-hour, which translates into a real-world range of 325 miles from the 81.2kWh battery. While we'd say that's a best-case scenario, more mixed driving threw up around 3.3 mi/kWh, which is still enough for 268 miles. Given that the battery tends to be the heaviest part of an electric car – and a smaller pack should be lighter – it's a surprise that officially, the i5 M60 Touring tips the scales at 2,425kg, which is 15kg more than an Audi S6 Avant e-tron. With no weight advantage, the i5 proved to be slightly less efficient in our hands when we tested the pair, hitting 3.0 miles/kWh to the Audi's 3.1mi/kWh. But with its smaller battery, that's enough to have a profound effect on the overall range. While the Audi is capable of covering nearly 300 miles on a charge at that figure, the BMW can only muster 244 miles. While few people are likely to do any more than that distance in one sitting, it means that the BMW has less wiggle room for finding charging stops on the sort of long-distance trips it excels at – especially if the weather gets cold and the range drops. Advertisement - Article continues below Skip advert Advertisement - Article continues below When it comes to charging, the i5 can top up its battery at a maximum of 205kW. That's a strong figure, but once again the Audi has an edge, with a peak speed of 270kW. At least the smaller battery in the i5, compared with the A6 e-tron, means that it takes less time to fully recharge using a typical 7kW wall box charger at home. Refilling a flat battery this way will take about 13 hours. Model Battery size Range Insurance group i5 eDrive40 Touring 81.2kWh 365 miles 43 i5 M60 xDrive Touring 81.2kWh 321 miles 50 Insurance ratings fall in line with the powertrains offered, so the eDrive40 is in group 43 irrespective of whether you pick Sport Edition or M Sport trim. Predictably for a performance car with a six-figure price tag, the M60 sits in the highest group 50 insurance band, which is in line with rivals. Benefit-in-Kind (BiK) rates are increasing year-on-year for EVs, but the current taxation structure means that they're still significantly cheaper to run than similarly priced petrol or diesel models. The i5 Touring sits in the three per cent band, which means that a higher-rate income tax payer will face a bill of about £1,200 a year for the top-spec M60. Holding on to between 49 and 51 per cent of its value over three years (depending on spec), the BMW i5 Touring is expected to depreciate ever so slightly faster than the Audi A6 Avant e-tron. Pros Cons High-quality switchgear and materials The large touchscreen and clickwheel controller are easy to use Sharp graphics and a vast amount of personalisation Touch-sensitive controls are not as handy as physical switches Cheap-feeling switches for the electric windows The steering wheel rim feels too soft and thick The i5 Touring's fantastic cabin feels as expensive as it looks. It makes most other rivals seem poorly thought out, a little dull, or both. While it's fair to say that many of BMW's recent exterior designs have been somewhat divisive, its cabin layouts have been much more successful. Advertisement - Article continues below Skip advert Advertisement - Article continues below The i5 looks fantastic inside, with a clean, modern design that immediately makes its rivals appear a little bland and old-fashioned. Ergonomically, it's much better thought-out than the Mercedes EQE, too. Unlike its rival, the low dashboard relative to the seating position gives a clear view ahead. The seats are fantastically comfortable, but the steering wheel rim is too thick – to the point of making the steering feel clumsy. This is one of the few gripes that we have about an otherwise fantastic interior layout. Not only is the design unique and modern, but the fit and finish are first rate, too. The panel gaps, the trim joins between dashboard and door, plus the overall quality of the materials are all a step up from its closest German rivals – the perceived quality is closer to Porsche than Mercedes. The only exceptions to this are the electric window switches, which feel a little old-fashioned, cheap and plasticky. It can be a tricky task to integrate touchscreen tech into a cabin without compromising ergonomics, but BMW has managed to have a much better go at it than most brands. It's by no means perfect; the touch-sensitive heating and lighting controls aren't as tactile or intuitive as proper buttons would be, but the mix of physical controls and a slick infotainment system makes it feel much more natural to use than many rival set-ups. Advertisement - Article continues below Skip advert Advertisement - Article continues below Thanks to BMW's method of blending a touchscreen interface with a physical clickwheel, the i5's infotainment set-up remains one of the easiest to use around. It offers the best of both worlds with its functionality; the screen is quicker and easier to use when parked, while the clickwheel is ideal for making minor adjustments on the move. Physical shortcut keys surrounding it make it easy to jump to key menus, too. Add in razor-sharp graphics and rapid loading times, and it really is hard to fault. 'While Audi makes big claims about its latest A6 e-tron being the most aerodynamically efficient car it has ever produced, and while the Audi is more slippery in Sportback guise, the Avant estate and i5 Touring have matching drag coefficients of 0.24Cd – an impressive return considering the boxier shape of the BMW. Active aero features help the BMW reach that figure, with a pair of vents in the grilles opening and shutting to allow for a balance between cooling and efficiency.' – Alex Ingram, chief reviewer. Has driven both the eDrive40 and M60 versions of the i5 Touring Pros Cons Generous boot when compared with rivals Wide range of seat and wheel adjustment Plenty of space in the back seats Rear seat backs don't quite fold fully flat Front USB ports are awkwardly positioned No opening tailgate glass as in a 5 Series Touring There are some estate cars on the market with a bigger boot than the i5 Touring, but they're few and far between. A supremely comfortable and spacious cabin makes it a perfect choice for a large family car. Mechanically, the i5 Touring is identical to the i5 saloon. At a shade over five metres long, it's the same length as its four-door counterpart, but with a longer roof, obviously. Overall, it's longer than the Audi A6 Avant e-tron and has a longer wheelbase, too, although it's not quite as wide, but that doesn't appear to have affected passenger space. Dimensions Length 5,060mm Width 1,900mm Height 1,505mm Number of seats Five Boot space 570-1,700 litres Plenty of adjustment in both the steering wheel and the seat itself makes it easy for drivers of all shapes and sizes to arrive at a comfortable position. Storage is in reasonable supply, with a deep glovebox, a space beneath the central armrest, and sizeable door bins. Advertisement - Article continues below Skip advert Advertisement - Article continues below At the base of the dash, there's a shelf that can hold two smartphones (one space includes a wireless charging pad), but the position of the USB ports close to the cup-holders is a little awkward. Room in the rear seats is excellent, with more head and knee room than the Audi. The seats themselves have more under-thigh support, too, but foot space beneath the front seats is a little limited. Isofix points are mounted behind folding plastic clips, and all that space makes installing a child seat easy. At 570 litres, the i5 Touring's boot is vast even with the rear seats up, swallowing all manner of bulky items with ease. That figure puts it 68 litres ahead of the Audi A6 Avant e-tron, and the BMW also has a lower load lip, which makes it easier to lift heavy items on board. Unlike the awkwardly shaped boot of its saloon counterpart, the i5 Touring's load bay is a neat, square shape, too. A pair of levers makes it easy to drop the rear seat backs from the boot and with them folded flat, the volume grows to 1,700 litres. It's worth noting that the BMW 5 Series Touring has the same boot volume, whether it's combustion-powered or a plug-in hybrid. Estate cars are popular with caravanners, and the i5 Touring has a maximum braked towing capacity of 2,000kg. That's 100kg behind the Audi A6 Avant e-tron, and the same as a 5 Series petrol can tow, but more than the 530e plug-in hybrid can achieve, at 1,800kg. Of course, hitching a trailer to the i5 Touring will have a negative impact on an already slightly disappointing range. 'One small gripe is that a previous signature of BMW's Touring models, the opening tailgate glass, is not a feature on the i5. It was a really useful thing to have in tight spots or if you had only a small item to drop into the boot.' – Alex Ingram, chief reviewer. Has driven both the eDrive40 and M60 versions of the i5 Touring Pros Cons Plenty of advanced safety tech fitted as standard Simple to set up systems the way you want them Unlimited-mileage cap as part of a three-year warranty A three-year warranty period isn't very long these days Customer service isn't quite up to the standard expected by owners An expensive service package for an electric vehicle Strictly speaking, the i5 hasn't been assessed by Euro NCAP, but its petrol twin, the 5 Series, has – and as a saloon it scored a maximum five-star rating in 2023. The way Euro NCAP's scores work is that the rating for this model covers a range of bodystyles and powertrains – including EV variants – that use the same safety features. Advertisement - Article continues below Skip advert Advertisement - Article continues below Owners of cars from premium brands understandably have high expectations for their vehicles, and in our 2024 Driver Power manufacturer survey, BMW finished just over halfway up the table in 14th out of 32 – improving from 21st the year before. That put the brand comfortably ahead of both Mercedes (25th) and Audi (27th). Key standard safety features Euro NCAP safety ratings Autonomous emergency braking with vulnerable road user detection Lane assist and steering Driver-tiredness alert Traffic-sign recognition Adaptive cruise control with speed limit assist Door opening alert Euro NCAP safety rating - Five stars (2023) Adult occupant protection - 89 per cent Child occupant protection - 85 per cent Vulnerable road user protection - 86 per cent Safety assist - 78 per cent Best buy: BMW i5 Touring eDrive40 M Sport The model we'd choose is likely to be the most popular in the i5 Touring line-up anyway. The M Sport looks smart, and the eDrive40 powertrain has more than enough performance and the longer range of the two set-ups offered. As with its key German rivals, BMW provides a three-year warranty on all of its cars. However, the BMW package has no mileage cap, compared with the 60,000-mile limit that rival Audi stipulates. BMW offers a service package for the i5 that covers the first four years (or two services). Given that most EVs need little more than a pollen filter change and general inspection in that time, a price of over £900 seems a little steep. If you don't want to switch to electric power, then the standard 5 Series is just as capable at carrying passengers and luggage, but has a longer range, whether you choose a petrol engine or the 530e and 550e plug-in hybrids. And if you're thinking of stretching to an i5 M60 Touring, then the powerhouse M5 Touring isn't a great leap more expensive. Elsewhere, the Audi A6 Avant e-tron is the most direct rival to the i5 Touring, and when we tested the S6 version, we found it a better all-rounder, with a longer range and a more entertaining drive. It's not as accommodating, though, especially in the boot. If space isn't a necessity, then the Porsche Taycan Sport Turismo prioritises handling over load lugging. The Mercedes EQE is a saloon only, but matches the i5 for luxury and comfort. It's an upmarket and spacious executive estate, and as long as you can live with the relatively short range, then it's well worth considering. We'd pick the eDrive40 over the M60, because it's fast enough and a bit more comfortable, too. As with every EV now on sale, you pay road tax at the same rate as you would for a petrol car or a plug-in hybrid. And because the i5 is priced well above the £40,000 luxury car tax threshold, there's a big supplement to pay in years 2-6, too. There's a button on the centre console by the clickwheel, next to the My Modes button that brings up a menu on the touchscreen where you can deselect the speed-limit warning beeps. This resets every time you start the car, so you will need to make it part of your start-up ritual. Cheapest Our 'cheapest' pick is the model with the lowest on the road retail price. 250kW eDrive40 Sport Edition 84kWh 4dr Auto Select car Most Economical Our 'most economical' pick is the model with the best fuel economy on the WLTP combined cycle. 250kW eDrive40 Sport Edition 84kWh 4dr Auto [Tec+] Select car Fastest Our 'fastest' pick is the model with the fastest time for the 0-62mph or 0-60mph sprint. 442kW M60 xDrive 84kWh 4dr Auto Select car
Yahoo
20-04-2025
- Automotive
- Yahoo
Lexus ES primed for bold electric reinvention in Shanghai next week
Rakish new look beckons for Lexus's BMW 5 Series rival Lexus will go after the BMW i5 and Audi A6 E-tron with a bold new generation of the ES saloon, to be revealed at the Shanghai motor show next week. Expected to gain the option of electric power for the first time, the new Lexus ES is described as a "global flagship model", confirming that it will be sold internationally but raising questions about the future of the larger LS saloon, which has been Lexus's flagship since it launched in 1989. Lexus dropped the LS from its line-up earlier this year due to slow sales, having delivered just three examples here last year, leaving the ES as its only saloon offering in the market. The more fleet-focused ES has historically fared better in the UK, notching up almost 2000 sales in the UK in 2023 - but remains a niche player in comparison to the likes of the similarly positioned BMW 5 Series, Mercedes-Benz E-Class and Audi A6. Lexus hasn't confirmed whether or not it will bring the new, eighth-generation ES to the UK, but the addition of electric power will strengthen its appeal with fleet buyers and could play an important role in contributing to Lexus parent company Toyota's EV sales mix. Lexus hasn't yet released any details of the new car's specifications ahead of the unveiling on 23 April but has trademarked the names ES 350e and ES 500e, hinting at the potential for a pair of EV options - as with the Lexus RZ crossover. The RZ 350e is equipped with a single motor on the front axle producing 221bhp and a 77kWh battery giving an official range of 357 miles. The lower, sleeker ES would be likely to improve upon this if equipped with the same hardware. The RZ 500e meanwhile has a dual-motor powertrain with 376bhp and a 77kWh battery giving a range of 311 miles. Lexus has also trademarked the ES 350h name, suggesting the new saloon will maintain a hybrid option - likely the petrol-electric set-up from the NX 350h SUV, which produces a combined 241bhp and enables low-speed engine-off driving for an official 45mpg. An official preview image shows that the next ES will retain a low-slung and rakish-roofed silhouette, with obvious efforts at improving aerodynamic efficiency in pursuit of range. The ES's Shanghai debut is reflective of the model's importance in China, where saloons continue to be far more popular than in Europe. According to it has been the number one car imported into China since 2017. Overall, Lexus imports into China grew by 4.1% last year, bucking a wider downward trend. ]]>
The Independent
20-02-2025
- Automotive
- The Independent
EVs vs petrol or diesel cars: Should I switch to an electric car?
Thinking about buying your first electric car? You might have a lot of questions on your mind. How much do EVs cost? How quickly do they charge? What about range anxiety, and should I consider buying second-hand instead of new? These questions, and many more besides, are answered below in our complete guide to buying an EV. We've attempted to outline all of the majors questions and concerns new EV drivers might have, from value and maintenance costs, to range, charging and how EVs drive. All of these factors differ between electric and petrol or diesel cars, so there's quite a lot to learn before making your purchase. There are also a lot of myths and half-truths to be combatted, especially when it comes to EV range, costs, durability and the infamous feeling of range anxiety. The good news is that there are more models of EV available than ever before, while prices are falling, range is increasing and charge time is speeding up too. In a bid to help separate the fact from the fiction, and bring you all of the EV information you really need, we've answered some of the biggest questions you'll want to ask when it comes to buying and driving your first electric car. Are EVs more expensive than petrol or diesel cars? Generally speaking, yes, if you compare the price of a new EV with the price of a new petrol or diesel car of the same style and size, the EV is more expensive. A good example is the current Mini Cooper, which was recently updated for 2024. The petrol version starts at £23,150, while the electric Mini Cooper E starts at £29,420. Similarly, the BMW 5 Series starts at about £50,000, while the electric BMW i5 starts at £68,000. However, electric cars are much cheaper to run – so long as they are charged at home and not exclusively at pricey public chargers – and generally command less maintenance. They also depreciate more quickly, often costing less to buy when just two or three years old compared to an equivalent petrol or diesel car. Make sure you do all of the usual checks, just as you would when buying any second-hand car. A key consideration is the health of the battery. Alistair Charlton – motoring critic Are EVs slow to charge? This depends on how the EV is charged, and what its maximum charge rate is. Plug a fast-charging EV like the latest Porsche Taycan into the fastest public charger you can find, and it'll fill its battery at up to 320 kW, which means a top-up from 10 to 80 percent can take just 18 minutes. However, plug that same car in at home, using a 7 kW wallbox charger, and you're looking at 12 hours for a complete fill, or 22 hours if you only have a 3.6 kW charger. Use a three-pin domestic socket, which is possible with just about all EV, and the Taycan will take over 30 hours to fill its battery. Most mid-market electric cars have a maximum charge rate of between 100 kW and 200 kW. Broadly speaking, if you plug into a charger that delivers electricity at the same rate, the battery will fill from 20 to 80 percent in 20 to 40 minutes. What is the range of an EV? Just like petrol and diesel cars, different EVs can travel different distances. Some need a top-up after only 100 miles or so, while 200 miles of real-world range has quickly become the norm among many models, and some manufacturers claim their cars can achieve over 300 or even 400 miles on a charge. The current range king is the Mercedes EQS, which has a maximum claimed range of 481 miles. Meanwhile, the new Polestar 3 can manage up to 438 miles per change, and both the Volkswagen ID.7 and Tesla Model 3 share third place with a claimed 436 miles. There are currently two Peugeots – the e-3008 and e-5008 – that can also both clear the 400-mile barrier. At the other end of the spectrum, the new Dacia Spring has a claimed range of only 140 miles, but then it costs from just £14,995. It's worth briefly explaining that car manufacturers tend to state their EV range using the WLTP figure. This stands for Worldwide Harmonised Light Vehicle Test Procedure. Just like the MPG figures of petrol and diesel cars, WLTP range isn't always indicative of real-world performance, but offers a useful way of comparing the respective abilities of two vehicles. EV efficiency is often calculated as miles per kWh (kilowatt-hour), or kWhs per 100 miles. Do EVs have a shorter range in winter? Yes. Lithium batteries like those used in electric cars, as well as in your smartphone, laptop and camera, perform less well when cold. For cars this means a shorter range and slower charging, too. It's hard to say exactly how much range your EV will lose in the winter, because that depends on all sorts of factors, including the exact temperature, driving style and speed, use of cabin heating, whether the car was pre-heated, and if its battery was pre-conditioned before setting off. Annual tests conducted in Norway by NAF have found EV range can fall by between four and 30 percent in cold weather. To help prevent range loss in winter, EV drivers should allow their cars to preheat before setting off, and while plugged into the charger at home. That way they can get their cabins and batteries up to temperature using mains power instead of depleting the battery. Are EVs simpler and cheaper to maintain? Yes, generally speaking, they are. There is no oil to change, no filters or spark plugs to replace, no timing belts or chains to maintain. Electric motors are far simpler than internal-combustion engines, so there is less to maintain and less to go wrong. This is reflected in manufacturer service costs, which can often be lower for EVs than for petrol or diesel cars. Because EVs can use their motor to slow down (called regenerative braking), their brake pads and discs tend to last much longer than those of other cars, too. Regular maintenance is still required – especially if you want to ensure the battery warranty remains intact – but it is generally true that EVs are simpler to live with. Are second-hand EVs good value? Second-hand EVs can offer incredible value-for-money. This is because electric cars tend to depreciate quickly during their first year – in some cases by up to 50 percent of their original price. And while this can be bad news for EV drivers who bought their car new and out-right, it's great news for shoppers in the nearly-new market. As we write this in late-2024, it is possible to buy a perfectly good used EV for between £10,000 and £20,000. It might not be a glamorous option, but you can pick up a three-year-old Citroen e-C4 (about 210 miles of range) for just £12,000, or a four-year-old Polestar 2 (292 miles of claimed range) for £19,000. Should I buy a second-hand EV? Of course, but make sure you do all of the usual checks, just as you would when buying any second-hand car. A key consideration is the health of the battery. This can be estimated by looking at the estimated range (and seeing how quickly it falls) during a test drive, or ideally you should visit an EV specialist and have them perform a diagnostic scan. This can help reveal the health of the battery, with a healthy battery better able to charge fully and deplete gradually. As an indication of how long some EVs can last, we recently drove a decade-old Tesla Model S with 250,000 miles on the clock. Despite its age the only major parts to have been replaced were its tyres and interior mats, and the battery still had 84 per cent of its charge capacity remaining. Are EVs different to drive? Yes, but they are also very easy to drive, and any first-time EV driver will get used to their new car very quickly. They are quieter, smoother and often quicker than an equivalent petrol or diesel car, and since they only have one gear they drive in a similar way to an automatic car, with no clutch pedal and no manual handbrake either. Other occasional quirks include no start/stop button, with EVs like the Tesla Model 3 and Polestar 2 turning on when you press the brake pedal, then switching off after you have shifted into Park and opened the door. The biggest difference with how an EV drives is called regenerative braking, which we've explained in the next section. What is EV regenerative braking? This is the biggest difference between how EVs and other cars drive. Regenerative braking is when the car uses its motor to slow down when you lift the accelerator, coast, or brake. In simple terms, the motor becomes a generator and, while slowing the car, uses the kinetic energy generated by the momentum of the vehicle to top-up the battery. You don't need to understand how it works. Instead, think of the accelerator as a pedal that works in two directions. The more you press it, the quicker the car accelerates. The more you lift the accelerator, the quicker the car decelerates. A small lift will slow the car a little, while stepping fully off the pedal will slow the car with as much force as lightly pressing the brake pedal. This takes a bit of getting used to, but once you have the hang of it you'll realise how satisfying it is to gently lift the accelerator and bring the car to a halt without ever using the brakes. Most EVs let you switch regenerative braking on or off. If disabled, the car will coast freely when you lift the accelerator, like when a petrol car is shifted into neutral. Many EVs let you adjust the strength of the regenerative braking, either via the touchscreen or with paddles on the back of the steering wheel. This makes it easy to adjust the strength of the 'regen' depending on the situation; you might want stronger regen that brings the car to a stop in city traffic, but much less when on the motorway, so it doesn't slow every time you move your foot. When driving an EV down a long hill, and with the regen engaged, you might even see your indicated range creep up by a mile or two, since a large amount of energy is being generated by the momentum of the car, and fed into the battery. What is EV one-pedal driving? Some EVs have a mode called one-pedal driving. This is when the regenerative braking is turned all the way up, to a point where it will bring the car to a complete stop. This means you rarely ever need to press the brake pedal, unless slowing suddenly, and makes the car even simpler to drive. Are there any cheap/affordable EVs? Compared like-for-like, EVs are more expensive than equivalent petrol or diesel cars. However, the market is broadening all the time and today there are finally sub new EVs available for less than £25,000. The Dacia Spring is the new low-price hero, at just £14,995, while the Citroen e-C3, BYD Dolphin and MG4 all start below £27,000, and there are several more that sneak in under the £30,000 barrier. If you'd rather lease, there are plenty of new EVs available for under £300 a month, and some even start below £200. We recently found the Vauxhall Astra Sport Tourer EV for just under £170 a month with a £2,000 deposit, and the Ora 03 for just £133.49.
