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Irish Examiner
3 days ago
- Automotive
- Irish Examiner
BMW M5 review: Hybrid powertrain delivers 717bhp and supercar-shaming performance
OCCASIONALLY in this gig, you come across something special; very occasionally, you come across something very, very special. This week we drive something that fits into the latter category. Now, like all petrolheads, we have long rejoiced at the altar of the supercar, be they Ferraris, Zondas, Maseratis, or whatever. Their products are the lifeblood that fuels the beating heart of any motoring enthusiast — and so it should be. But, in fairness, they are about as accessible to Joe and Jane Public as North Korea and cost as much as a ticket to the moon. As I have long pointed out, however, some alternatives boast as much grunt as any supercar and cost a small fraction of what you would have to invest to buy something from Maranello or Modena. Most manufacturers have some form of performance arm — with Fiat, it is Abarth; Renault has Alpine; Toyota has Gazoo Racing, and so on. At the upper end of the automotive food chain — the one that's somewhat accessible to Jane or Joe — you have AMG souping up Mercedes products while, over at BMW, the M sports division is where the action is at. It is the latter we focus upon this week as we try the unbelievable — we could run out of such adjectives before the end here — the new BMW M5. For ordinary punters, there is a certain magic about a Beemer with an 'M' designation, endowing any vehicle lucky enough to have received the attention of the designers and engineers in Munich with the sort of legacy endorsement that most car makers would die to have. The BMW M plant at Garching, near Munich, certainly has seen many classics roll off its production lines, not least of which have been several generations of the M5, which have been the subject matter for much discussion among fans. After all, there have been six, eight, and 10-cylinder motors utilised in the making of various iterations of the M5 down the years, each sparking much debate as to which is the best. It is 40 years since the first one was made and each subsequent version had its lovers and haters. Such is the way of modern discourse. The M5 stylish interior Undoubtedly, the new one too will come in for criticism, largely on the basis that it is no longer a 'pure' M5 because BMW has decided to make it a hybrid. This, of course, adds to the car's potency and gives it some semblance of green credentials but it also makes it rather heavier — kerb weight is now a whopping 2435kg — than anything that preceded it. People can pick and choose the facts and figures they want to bandy about when it comes to the dimensions, lardiness, and performance of the new M5 to credit it or discredit it but it is still a performer for whom the word 'sensational' does not necessarily do it credit. You can bicker about the exhaust note now being synthesised to try to give the 4.4 litre V8 twin-turbo some bark, or the fact that the rear wheel arches have been flared considerably for the first time, or even that they retained the engine configuration from the previous one (with the addition of an electric motor within the eight-speed auto gearbox) but the fact of the matter is that BMW has still come up with a monster. There is 717bhp on offer here — I can remember a time not so long ago when Formula One cars weren't as potent as that. If that one figure alone does not stir something deep in your bowels, then you cannot ever claim to be a petrolhead. Add to that the 1,000Nm of torque and you have something with a governed nominal top speed of 250km/h (300 with the optional M Driver package) and a 3.5-second 0-100km/h capability — and you've got something which is treading on the toes of the supercar sector. OK, so the 0-100 time has gone up by two-tenths of a second by comparison with the last one but the torque-to-weight ratio is much better and the manufacturer— rightly, in my view — claims it is an even faster overtaking prospect than was previously the case. With full-time four-wheel drive and a wide rear track (hence, the flared wheel arches) for stability, BMW has made a monster that doesn't really seem like one when you're behind the wheel. Certainly, the acceleration is shocking and mind-blowing and all that but, unless you're of an extremely nervous disposition, it's never overwhelming. The BMW M5 Despite its added girth, this M5 feels lighter than its predecessor — and faster. Sure, you can mick-act around in EV mode only and witness modest performance for about 70km but, when you stoke the flames, this thing delivers shattering deeds of capability. Someone asked me, while I had the car, what it was that stood out and, having pondered the question for a moment, I replied that it was the ability to do things at a time and place you would previously never even have considered trying. Mid-range acceleration is devastating and, as if that weren't enough if you take a long pull on the left-hand shift paddle, the car's electronic brain primes the system to deliver maximum thrust, which is nothing short of astonishing. Most people might reasonably be afraid of selecting anything other than the 'comfort' suspension setting — in which the car rides with poise and purpose — but the truth is that the handling characteristics are so well sorted that you would have to be psychotic to get it seriously out of shape. There are those, inevitably, who will try but the fact of the matter is simply that you don't have to because the car is so good and capable. I could witter on at length about the interior decor, the electronics, and all the driver aids but, suffice to say, there is nothing that needs to be questioned here, although the navigating of some of the sub-menus to find hidden tricks or other magic is decidedly tortuous. Throw in the fact that this is a five-seat saloon with a huge, human-friendly interior and comfort levels that are premium-plus, and has a practical, sizeable, boot, and you have something that can do everyday things while having otherworld capabilities. Sure, it comes with a hefty price tag but if you were to look at the cost of comparably performing supercars, the asking money is paltry. People may bat back and forth their opinions on the necessity of going down the hybrid route but the results are still as outlandish as they should be for an 'M' designated car. A truly mind-blowing piece of kit. Read More Skoda Superb review: A spacious diesel that outshines SUVs and premium rivals
Top Gear
06-05-2025
- Automotive
- Top Gear
BMW M135 - long-term review - Report No:3 2025
Yet I find myself very happy about the M135's efficiency. Now, let's be clear that this is not some miserly gazillion mpg superstar, In fact, officially it's not wildly better or different than its closest rivals. Even so, 37.2mpg for a car this fast and practical seems pretty amazing to me. The fact I've recently come out of the voracious Ford Ranger Raptor probably helps, admittedly. I hate to talk about fuel consumption. It's a big issue for so many people and understandably so, but I've always avoided focussing on miles per gallon. To do so is to consign yourself to a life time of misery - denied the pure pleasure of enjoying a great engine because every rip to the red line has a defined cost attached to it. However, what's more impressive still is that I'm not a million miles away from achieving BMW's claims. Usually I am miles apart from the theoretical efficiency of any given car, but the M135 seems almost as good as its word even when driven with a bit of enthusiasm. So while the Beemer isn't quite setting my hair on fire, nor is it melting my credit card. I guess the other side of this coin is the reality that I'm not quite myself in the M135. It's pretty rare that I select Sport mode or shift gears manually to feel fully immersed in the driving experience. Mostly because when I do the car's reluctance to feel truly energised is a disappointment. I'm still awaiting one moment of magic to switch me on to the M135's way of doing things. Wet weather helps as you can push hard enough to experience the edge of grip, whereas in the dry you're mostly left guessing due to the smooth but feel-free steering. Yet even when the heavens open the BMW remains competent rather than compelling. Good stuff? Pure point-to-point speed is pretty impressive, should that float your boat. The sheer breadth of ability is another plus point. Like all the great hot hatches the M135 seems to fit any road and any journey really well. I hate the expression, but this thing is a superb 'daily.' It just blends seamlessly into life. And, honestly, in a world of hybrids and EVs, I do appreciate the straightforward nature of BMW's hot hatch. If only the dynamics were a bit more of a throwback to super-sharp, highly-charged hatches that created such a cult following for the breed. To me, everyday usability and precise, breathless dynamics are not mutually exclusive. Often they even go hand-in-hand. A car that's adjustable and intuitive when pushed is usually a very natural and easy thing to drive at low speed, too. These cars reveal their magic on every drive. Right now I'd just settle for some once a week. Once a month? I'm easy. Just soon would be good.
Yahoo
29-03-2025
- Automotive
- Yahoo
2026 BMW R12 G/S Stokes an Icon's Enduring Spirit
The 2026 BMW R12 G/S is a new motorcycle that continues the legacy of the original R80 G/S. BMW claims the 505-pound retro bike can hit 60 mph in 4.1 seconds on its way to a top speed of over 124 mph. Starting at $17,090, BMW says the R12 G/S will arrive in dealers in the third quarter of this year. In the world of motorcycle adventures, few names carry as much weight as BMW GS. The nameplate, much like G-wagen and Land Cruiser, has become a byword for exploring the road unpaved, particularly the boxer-twin-powered R models. And the new 2026 BMW R12 G/S continues this legacy by harkening back to the bike that (quite literally) started it all: the R80 G/S. "Trailblazer" is overused as much as "iconic" these days, but the BMW R80 G/S (Gelände/Straube, or 'off-road/road') deserves both appellations. In 1980, when the G/S debuted, the typical factory dirt-focused machine was a lightweight, modest-capacity, single-cylinder affair. To say the 400-plus-pound Beemer, with its 798cc boxer engine, was unconventional would be an understatement. There was nothing else like it on the market. It confused many, but the R80 G/S quickly carved out its place in history by winning the tortuous Paris-Dakar Rally in 1981, 1983, 1984, and 1985. In the process, similar to the R90 S before it, it created a new kind of motorcycle: the adventure bike. If you enjoy bikes like the Harley-Davidson Pan America and Ducati DesertX, you have the R80 G/S to thank. And also like the R90 S, the R80 G/S now has a modern factory homage based on the current R12: the 2026 R12 G/S. While the 2026 bike visually apes its '80s ancestor and packs a boxer punch, the R12 G/S is a thoroughly modern machine. Its 1170cc air-/oil-cooled engine, shared with the R12 S, makes 109 horsepower at 7000 rpm and 85 pound-feet of torque at 6500 rpm, sent to the rear wheel via shaft drive and a six-speed manual transmission. BMW claims the 505-pound retro bike can hit 60 mph in 4.1 seconds as well as a top speed of over 124 mph. So don't worry, you'll be able to fling plenty of rooster tails. And stopping shouldn't be an issue, either, as the R12 G/S uses the same dual 12.2-inch rotors and 10.4-inch rear rotor with dual-piston calipers as the R12 S. A Beemer isn't a true GS, though, without proper off-road credentials. And the rest of the 2026 R12 G/S's equipment shows it's no mere styling exercise. Firstly, to benefit unpaved exploration, BMW increased the steering head angle and caster compared with the standard R12 and swapped the S's 17-inch front wheel for a 21-inch one. The G/S has a longer wheelbase too, which should improve stability. Secondly, the R12 G/S also gets a high-mounted exhaust system and an Enduro riding mode (in addition to Road and Rain modes) for the standard traction control, wheelie control, rear-wheel-slip control, and cornering-enhanced ABS. Speaking of the brakes, they're partially integral, which means the brake lever (adjustable, like the clutch lever) operates both the front and rear brakes. Furthermore, besides being fully adjustable in preload, compression, and rebound, the R12 G/S's suspension—which includes inverted forks—offers 8.3 inches of front travel and 7.9 inches of rear travel. If you're still worried about bashing into a rock, though, you can bump the ground clearance up to 10.0 inches with the Enduro Package Pro. This package also adds off-road tires, an aluminum engine guard, hand protectors, larger "enduro" footpegs with grippy spikes, handlebar risers, and an Enduro Pro mode that disables all the safety systems except for the traction control and front-wheel ABS. Plus, it swaps the 17-inch rear wheel for an 18-inch one; bikes with this package have slight increases in wheelbase, caster, and steering-head angle as well. But, as with quite a few ADV owners (and G-wagen owners too, come to think of it), if your riding style hews more to Straube than Gelände, there's the Premium Package. It bundles cruise control, hill-start assist, and tire-pressure monitoring together with heated grips, an adaptive headlight, and a quick shifter. Most of these options are only available as part of a package, though the engine guard is a standalone add-on. So are gold-colored wheels, a lightweight lithium-ion battery, a passenger seat and footpegs, a taller rally seat, a 3.5-inch TFT display—which replaces the round analog gauge—as well as Bluetooth-enabled app connectivity (which also adds a USB-C outlet). There are also plenty of luggage accessories coming. LED lighting is standard, though, as is a 12-volt socket, keyless ignition, and an emergency-call system. Riding season is almost upon us in the Midwest, but you'll have to wait a bit longer to live out your Dakar daydreams on the 2026 R12 G/S. BMW says it'll arrive in dealers in the third quarter of this year, starting at $17,090. You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
