The GMC Sierra EV

Ricky RicardoNovember 29, 2024GMC

Four hundred and twenty-two. That's not how far General Motors says the GMC Sierra EV will go on a single charge, it's how far the luxe electric pickup actually went in the MotorTrend Road-Trip Range Test, driving a steady (and juice-sucking) 70 mph while using 95 percent of a full charge. (GMC's range claim is 440 miles, which should be obtainable, but we stop at 5 percent to allow for the drive to a charger. And while we're on the subject, GMC has already announced a 20-mile range boost for 2025. ) The 422-mile figure makes the Sierra the longest-legged electric vehicle we've tested, beating its sibling, the Chevrolet Silverado EV RST, by 21 miles, the dual-motor Rivian R1T by 82 miles, and the dual-motor Tesla Cybertruck by 127 miles. To drive home the point, you'd need a fully-charged Fiat 500e to span the distance between the GMC and the Tesla (and even then, you might have to walk the last couple of miles). Towing remains the electric truck's Achilles' heel, as a trailer cuts range by roughly half, but even so, the Sierra EV should be able to top 200 miles while towing. That ain't great, but given the state of the EV art, it ain't bad either. By the way, the Sierra EV's range doesn't just top other trucks. It bested our top-performing SUV (Mercedes EQS450+) by 60 miles and best-tested car (Mercedes EQS580) by 68 miles, and as we piled on the miles, the Benzes weren't far from our minds. If you're going to spend six hours at the wheel of an EV, the Sierra's cabin isn't a bad place to be. In the past, we've complained about GMCs being glorified Chevrolets, with interior “upgrades” that weren't so many improvements as changes for change's sake. The Sierra EV is notably nicer than the Chevrolet Silverado EV, with a uniquely styled cabin and tangibly higher-grade trim. This is one GMC that justifies its price premium over the corresponding Chevrolet. Good thing, too, since the extra range gave us 18 more minutes to admire the cabin while charging. Does it justify the $99,495 price tag of this top-of-the-line Denali Edition 1 model? That's for you and your financial advisor to decide.

Powering Down, Juicing Up We know how the GMC Sierra EV achieves such a long range: with a huge honkin' battery. It holds 205 kWh, to be specific, the most of any electric vehicle save the Silverado EV. To illuminate weight's effect on efficiency, though, the lighter Lucid Air Pure sedan delivers 330 miles of road trip range out of a battery with less than half the Sierra EV's capacity. As you can imagine, such a big battery takes time to charge, although the Sierra does its best to speed this up with its 800-volt charging system. Starting at 5 percent of charge, a 350-kW charger added 129 miles of range in 15 minutes and 218 miles in half an hour. It took 49 minutes to charge the Sierra EV to 80 percent with an average charging rate of 224 kW. Thirty-seven minutes later (86 minutes total), the battery was at 100 percent. (For those unfamiliar, EV charging slows as the battery fills. It's also generally recommended that if you're not going on a long trip, you stop at 80 percent to preserve both battery life and your time.) All in all, it was a decent performance considering the size of the battery pack, keeping in mind that on a long journey, that 15-minute charge would get us a couple hours farther down the road. The Penalty of Leadership: Performance You're probably thinking a battery that big has got to be heavy, and how right you are. The Sierra EV tipped our scales at 8,802 pounds, and if you'll forgive us the cheap literary trick of considering a point using simple math you've probably already done in your head, that's nearly four and a half tons. You could put a Chevrolet Trax in the bed of a gas-fired GMC Sierra 1500 Denali Ultimate, and the resulting combo would still weigh less than the Sierra EV. That weight takes its toll on performance. The Sierra EV's two motors produce healthy totals of 754 hp and 785 lb-ft of torque, and yet, even with Max Power mode (and its accompanying annoying soundtrack) enabled, those motors took 4.2 seconds to drive their host truck to 60 mph. The quarter-mile comes up in 12.7 seconds at 110.7 mph.

Let's put those numbers in perspective. Yes, 4.2 seconds is quick enough to embarrass nearly any gasoline-powered pickup that isn't a Ford Raptor R or Ram 1500 TRX, both of which make 60 in 3.9 seconds. The Sierra EV will leave many classic-era big-block muscle cars in the dust. Among EVs, though, it makes the Sierra EV a slowpoke, typing the 452-hp Ford F-150 Lightning Pro for the longest 60-mph run we've seen from an electric truck. The least-quick Cybertruck we've tested got to 60 in 3.8, while the pokiest Rivian did it in 3.4. Even the Sierra's near-twin, the Silverado EV RST, ran to 60 in four seconds flat. (We tested the Sierra and Silverado at the same location on the same day.) “All that weight is like throwing an anchor out behind you,” noted testing director Eric Tingwall, who drove for the timed acceleration run. Incidentally, while we noticed quite a bit of torque steer in the Chevy and the closely related GMC Hummer EV, the Sierra was slightly better behaved, though it still moved some starting around 60 mph.

Jane, Stop This Crazy Thing The Sierra EV does have the brakes to cope with that weight, drawing down from 60 in 132 feet—longer than most other electric trucks (as well as the last gas-powered Sierra 1500, which stopped in 118 feet) but still an acceptable performance . The stops were straight and drama-free, although they grew longer as the brakes and tires got hotter. After circling the skidpad at 0.74 g, we ran the Sierra EV through our figure-eight course, which evaluates a vehicle's ability to combine braking, handling, and acceleration in one test. It managed to achieve a best lap of 27.7 seconds at 0.65 g of average grip. That's a decent showing by pickup truck standards, although the various models of Ford F-150 Lightning we've tested were a little quicker and the latest Rivian R1Ts (with street tires) were a lot faster—although, to be fair to the Sierra EVs, the Rivians have as much in common with performance cars as they do with other trucks. Without question, the Silverado's range is its best feature, but that big battery takes its toll on performance. Nevertheless, we applaud GMC for building an electric Sierra that will travel as far as many gasoline pickup trucks (at least without a trailer) and outperform them on the dragstrip to boot. Sure, other electric pickups will show the Sierra their tailgates at the stoplight rally, but while they stop to recharge, the Sierra EV will just keep on running.

2024 GMC Sierra EV Denali Edition 1 Specifications PRICE BASE $99,495 PRICE AS TESTED $99,495 VEHICLE LAYOUT Front- and rear-motor, AWD, 5-pass, 4-door truck MOTOR TYPE Permanent-magnet electric POWER (SAE NET) N/A (fr), N/A (rr), 754 hp (comb) TORQUE (SAE NET) N/A (fr), N/A (rr), 785 lb-ft (comb) TRANSMISSIONS 1-speed automatic CURB WEIGHT (F/R DIST) 8,802 lb (51/49%) WHEELBASE 145.7 in LENGTH x WIDTH x HEIGHT 233.2 x 83.8 x 78.7 in 0-60 MPH 4.2 sec QUARTER MILE 12.7 sec @ 110.7 mph BRAKING, 60-0 MPH 132 ft LATERAL ACCELERATION 0.74 g (avg) MT FIGURE EIGHT 27.7 sec @ 0.67 g (avg) EPA CITY/HWY/COMB FUEL ECON Not tested RANGE, EPA COMB/MT ROAD-TRIP 440 (mfr est)/422 miles ON SALE Now

2025 Nissan Rogue Rock Creek

Ricky RicardoNovember 25, 2024Nissan

It always struck us as a strange choice using a great name like “Rogue” on an innocent compact family SUV, but then Nissan has been known to have a bit of a wild streak at times. This is, after all, the automaker that wedged a 480-hp GT-R drivetrain into a Juke and actually sold it to people (now that should have been named "Rogue"). The new off-road-focused 2025 Nissan Rogue Rock Creek, then, might just be a sign that Nissan is starting to let its hair down again, even if it's hardly an overnight Jeep Wrangler competitor. A follow-on model to last year's light Rogue lineup refresh, this version is just the second Nissan to get the company's off-road-focused Rock Creek treatment after the larger Pathfinder. It uses the Rogue SV trim level as the jumping-off point, augmenting standard equipment like Nissan's Drive Pilot advanced driver aids with 17-inch wheels, 360-degree cameras, a beefy-looking roof rack, and some unique exterior and interior trim treatments , including orange-stitched seats with a leatherette and water-repellent cloth mix. Power comes courtesy of the Rogue's plucky 1.5-liter turbocharged I-3, which makes 201 hp and 225 lb-ft of torque, and drives the standard all-wheel-drive system via a continuously variable automatic transmission (CVT). Those cross-shopping a Subaru Crosstrek Wilderness, or Ford Bronco Sport will likely be quick to point out the off-road gear the Rogue Rock Creek lacks, such as specialized drive modes, underbody skidplates, and a suspension lift, instead rolling off dealer lots with the same generic “Off-Road” setting, felt-lined belly, and 8.2 inches of ground clearance as regular Rogues. The Rogue Rock Creek's sole concession to off-road capability is beefy-looking Falken Wildpeak all-terrain tires (though to be fair, the Nissan points to the 360-degree cameras, which can now be used at speeds up to 12 mph, as an off-road upgrades, too). Having learned the hard, expensive way with similarly spec'd “off-roaders” from the likes of Toyota and Volkswagen, our official recommendation for Rogue Rock Creek owners is not to stray too far from marked dirt forest roads, National Park trails, or your favorite hiking path's trailhead. Given how nicely this Rogue drives on pavement, however, that might not be so tough of an ask.

Ever since Nissan replaced the Rogue's old gutless naturally aspirated inline-four with the turbocharged three-cylinder, the Rogue has been our top pick in the compact family SUV segment, in part due to its punchy powertrain, agreeable handling, and comfortable ride. Just like both of those qualities can be screwed up by fitting a vehicle with larger, more fashionable wheels, they can be equally ruined by fitting an SUV with smaller wheels wrapped in larger, heavier tires. Thankfully, in giving into the off-road fashion of today's market, Nissan hasn't ruined the Rogue with the Rock Creek addition. The new all-terrain tires are immediately noticeable, but they don't detract from the Rogue experience. Nissan's I-3 remains powerful enough for the segment and smooth for the street, even if it doesn't feel quite as punchy as it does in non–Rock Creek models. Steering stays agreeable, requiring light effort and offering only a hint of the expected vagueness on-center, although the Rock Creek tracks straight without wandering on the freeway. The all-terrain tires have noticeably less grip when cornering on our favorite back roads, but if their howling doesn't slow you down, benign understeer will do the job. The brake pedal feels long and spongy but reliable and otherwise easy to modulate. Ride quality, long a Rogue strength, actually improves somewhat, with the Rogue Rock Creek taking advantage of the extra cushioning from its bigger tires to cut down on gut jiggle and head toss on truly rough pavement while also minimizing secondary body movements and roll. Those impressions bear out in our test results, where the new Rogue Rock Creek needs 8.8 seconds to accelerate from 0 to 60 mph and 16.6 seconds to cross the quarter mile at 85.0 mph; that's 0.4 second slower to 60 mph than the last regular Rogue we tested, and it's 0.2 second and 1.2 mph slower through the quarter mile. Despite mixed marks on the road, the Rogue Rock Creek does an admirable job of keeping up with street-tired Rogues in our braking and handling tests. It stops from 60 mph in 129 feet and laps our figure-eight course in 27.8 seconds at 0.62 g average. That's just 4 feet more in the 60–0-mph test than other Rogues and a tenth of a second slower in handling tests. You also notably drop a few mpgs on the EPA cycle with the Rogue Rock Creek; it's rated at 27/32/29 mpg city/highway/combined where other AWD Rogues net 28/35/31 mpg. There are some compromises to be made by opting for the Rock Creek package. If you're not interested in exploring anything beyond a dirt road, they could be useful in this case. The Rogue Rock Creek is great-looking for the segment, handles itself acceptably on the road, and keeps the roomy, comfortable cabin of other Rogue models. It's also a decent value. Prices started at $36,810, and our loaded test vehicle stickered for $38,224 thanks to the addition of a $425 premium paint and $800 premium package, which included a hands-free power liftgate, memory driver's seat, and a handful of other creature comforts.

Although the 2025 Nissan Rogue Rock Creek may ultimately not be the shot of adrenaline some of its predecessors were, it's a welcome sign of life from a beloved brand that's trying to return to its roots.

2025 Nissan Rogue AWD Rock Creek Specifications PRICE BASE $36,810 PRICE AS TESTED $38,224 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 1.5L Turbo direct-injected DOHC 12-valve I-3 POWER (SAE NET) 201 hp @ 5,600 rpm TORQUE (SAE NET) 225 lb-ft @ 2,800 rpm TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,669 lb (59/41%) WHEELBASE 106.5 in LENGTH x WIDTH x HEIGHT 183.0 x 72.4 x 66.5 in 0-60 MPH 8.8 sec QUARTER MILE 16.6 sec @ 85.0 mph BRAKING, 60-0 MPH 129 ft LATERAL ACCELERATION 0.78 g (avg) MT FIGURE EIGHT 27.8 sec @ 0.62 g (avg) EPA CITY/HWY/COMB FUEL ECON 27/32/29 mpg EPA RANGE, COMB 420 miles ON SALE Now

2025 Polestar 4

Ricky RicardoNovember 23, 2024Polestar

Polestar has quickly leapfrogged from having just one car in its showrooms, to now a whole line-up of new models in local dealerships. The latest one to arrive on local shores is the Polestar 4 – a new mid-sized SUV that competes against cars such as the Tesla Model Y and Kia EV5 in terms of size, but is unmistakably premium in its presentation. Polestar's design team has been deliberately avant-garde in its styling and packaging, moving the brand further away from its Volvo upbringing. This is a coupe-style SUV with a difference. Even before attending the national media launch in Adelaide, we're very keen to put this newbie up against a Tesla Model Y and let the two of these titans battle it out. However, without getting ahead of ourselves, this is the first drive of the Polestar 4 in Long Range Dual Motor guise. The Polestar 4 launch is an important one for the brand – an electric SUV that hits the sweet spot between affordability and luxuriousness. It comes to Australia in a simple two-strong range – buyers get a choice of a single-motor, rear-wheel-drive variant, or a dual-motor all-wheel-drive alternative. The former can travel up to 620km, while the latter gets a 590km driving range based on European WLTP testing. Both models come equipped with a 100kWh battery, of which 94kWh is usable. The battery can accept charge rates of 200kW from a DC fast charger and up to 22kW on an AC connection; However, that latter figure is only applicable for cars with the optional $8000 Plus pack. While we're talking about optional extras, the Polestar 4 comes with some pricey added extras available for buyers to pick and choose. However, the main point is that both variants in the range – the single- and dual-motor – are effectively identically equipped in terms of equipment. The main differences between the two concern their powertrains underneath. Price-wise, the Polestar 4 begins at $78,500 for the long-range single-motor variant and rises to $88,350 for the dual-motor AWD version, both before on-road costs. Polestar lopped between $3000 and $4700 off the price between the initial pricing announcement and this launch, meaning even the most expensive variant falls below the luxury car tax threshold for electric vehicles.

The Polestar 4 launch is an important one for the brand – an electric SUV that hits the sweet spot between affordability and luxuriousness. It comes to Australia in a simple two-strong range – buyers get a choice of a single-motor, rear-wheel-drive variant, or a dual-motor all-wheel-drive alternative. The former can travel up to 620km, while the latter gets a 590km driving range based on European WLTP testing. Both models come equipped with a 100kWh battery, of which 94kWh is usable. The battery can accept charge rates of 200kW from a DC fast charger and up to 22kW on an AC connection; However, that latter figure is only applicable for cars with the optional $8000 Plus pack. While we're talking about optional extras, the Polestar 4 comes with some pricey added extras available for buyers to pick and choose. However, the main point is that both variants in the range – the single- and dual-motor – are effectively identically equipped in terms of equipment. The main differences between the two concern their powertrains underneath. Price-wise, the Polestar 4 begins at $78,500 for the long-range single-motor variant and rises to $88,350 for the dual-motor AWD version, both before on-road costs. Polestar lopped between $3000 and $4700 off the price between the initial pricing announcement and this launch, meaning even the most expensive variant falls below the luxury car tax threshold for electric vehicles.

There are very few wild design details, minimal contrasting inlays, and a simplistic overall presentation. On the other hand, all the basics are done just right. With soft-touch materials aplenty and a comfortable interior ambience, the Polestar 4's interior is a highlight in terms of presentation. Overall, it's unfussy, and I'm here for it. All the materials are high-end and everything the driver feels premium in hand. The seats themselves are comfortable and offer good support under-thigh and around your sides, while the adjustability for the driving position is brilliant. The steering wheel moves electrically too – however, the full seats and steering wheel adjustment package is part of the $8000 Plus Pack. Unfortunately, most of the controls to change the side mirrors, the steering wheel, and even the air-conditioning vents are placed within the infotainment screen. This is simply too fussy to be functional. I understand the position memory aspect of the car will be able to remember where a driver sits, but, still, these adjustments should be through physical controls. Storage space is covered off thanks to a pair of cupholders in the center console and a decent-sized lidded compartment that houses a pair of USB-C ports. There's a volume adjustment knob near the big screen and a wireless phone charger slot too. On initial inspection, you might think it lacks stowage space, but underneath the flyover center console arrangement is more tray space for wallets, phones, and even a handbag. The second row of the interior is spacious. I wasn't sure what to expect from the whacky styling, but this is certainly a mid-sized SUV in terms of space. I had good head room above me, my knees had plenty of space behind my own driving position, and the seats were very comfortable. But it's not all good news in the back row – at least for me and my 194cm height. Unfortunately, a high floor means that your knees sit awkwardly mid-air and sway about as the car moves laterally. There is also no space to slide your feet under the seat in front. A fold-down center armrest comes down to reveal a pair of cupholders and no real extra storage, although there are controls for the reclining backrest that tucks itself underneath the space where a rear window would go. Amenities-wise, there are air vents and a digital control panel for adjustments, a pair of map pockets, bottle slots in the door panels, and twin USB-C ports. There are no grab handles above your head. Again though that full suite of rear seat recline, rear touchscreen, and three-zone climate control are all part of the Plus Pack. The boot opens electrically in every Polestar 4 specification to reveal a 526-liter space. This is slightly down on similar mid-size SUVs, though not altogether unusable. Keep in mind, there is a small pocket underneath the bonnet to put extra charge cables, for example. There's handy space underneath the floor to put the charge cables and the rear seats fold down in a 60:40 format.

2025 Polestar 4 Seats Five Boot volume 526L seats up 1536L seats folded 15L under bonnet Length 4840mm Width 2008mm Height 1534mm Wheelbase 2999mm The 15.4-inch infotainment display is one of Polestar's most interesting attributes. I love the script and iconography Polestar uses – the text looks great and is very readable on the big screen, while its functionality is easy to come to terms with. Moving from a portrait display in Polestar's other models to a landscape orientation in this car is a big positive. It feels like you can see more information on the screen simultaneously in this format. There's a map display hard-coded to the right-hand side, while the left-hand side is configurable with different tiles. Annoyingly, some important controls like air conditioning and seat heating are placed within the screen, but at least shortcuts are found along the bottom so you can see it no matter what menu or display you're viewing. The Google built-in system is very impressive and I love having that technology inserted into a car's native software. It means I barely have to connect my Apple CarPlay smartphone mirroring because the underlying functionality is so good already. The driver has a 10.2-inch digital cluster that shows a map display, speed information, and a live safety display of cars surrounding the Polestar. The Polestar 4 comes with an array of active safety measures as standard. These include systems such as adaptive cruise control, lane-departure warning and assistance, driver attention monitoring, and rear cross-traffic alert and braking. It's great to see that Polestar includes the Pilot pack as standard too. This includes lane-change assist and lane-centring for the adaptive cruise control. Although the Polestar 4 includes warnings for straying over the speed limit (that can be wrong, at times), at least the audible alert is quiet – and it can easily be turned off. Autonomous Emergency Braking (AEB) Yes Includes cyclist, junction, night-time awareness Adaptive Cruise Control Yes Includes traffic jam assist Blind Spot Alert Yes Alert and assist functions Rear Cross-Traffic Alert Yes Alert and assist functions Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist Road Sign Recognition Yes Includes speed limit assist Driver Attention Warning Yes Driver monitoring camera Cameras & Sensors Yes Front and rear sensors, 360-degree camera How much does the Polestar 4 cost to run? Polestar cars come with a free service plan for the first five years of ownership or 100,000km – whichever occurs first. This is matched by a five-year warranty on manufacturing defects, as well as an eight-year warranty on the high-voltage battery itself. On top of all that, Polestar provides five years of roadside assistance from the day the car is delivered. Insurance was quoted at $2066 per year for comprehensive cover based on a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances. Those same details returned a lower $1803 quote for a 2023 Hyundai Ioniq 5 Epiq or higher $2166 quote for a Tesla Model Y RWD. Energy efficiency 2025 Polestar 4 Long Range Dual Motor Energy cons. (claimed) 18.7–21.7kWh/100km Energy cons. (on test) 19.1kWh/100km Battery size 100kWh Driving range claim (WLTP) 590km Charge time (11kW) 11h (estimated) Charge time (50kW) 2h 15min (estimated) Charge time (200kW max rate) 30min (claimed 10–80%) What is the range of a Polestar 4? Polestar quotes a maximum driving range of 590km for the dual-motor variant. We didn't get a chance to see how it charges, so stay tuned until we get the car through one of our Drive garages for the detailed charge test. Polestar also quotes an efficiency between 18.7 and 21.7 kilowatt-hours per 100 kilometers. In my time with the car, my energy use was closer to the former figure. After a country-road blast, my time with the car ended up with a 19.1kWh/100km consumption figure. This isn't too bad for an electric vehicle of its size, although it lags behind the 15.6kWh/100km rating we've seen from a Tesla Model Y previously. However, the Polestar 4 is a performance-oriented SUV.

2025 Porsche Taycan GTS

Ricky RicardoNovember 21, 2024Porsche

Grand Touring Sport models typically join a Porsche product line sometime after the base and Turbo variants first break cover. The GTS formula invariably adds select Turbo-model gear otherwise unavailable on a base or S model to form a tantalizing new middle rung on the price/performance ladder. And so here we are driving the 2025 Porsche Taycan GTS seven months after its mid-cycle-enhanced breed first appeared. This pattern has played out for long enough to completely exhaust our supply of middle-child, just-right, 'tweener aphorisms. So let's quickly cover the litany of top-model gear that comprises the 2025 Taycan GTS package and get right into how this Malcom-in-the-middle model moves. The headline news is that electrical architecture and motor improvements made to this mid-cycle update bring lots of extra power. The previous Taycan GTS made 509 hp nominal, 590 with overboost/launch control; this one jacks those numbers up to 596 and 690. Porsche says that's enough to drop 0.4 second from the 0-to-60-mph time and 0.7 second from the quarter mile run (to 3.1 and 11.1 seconds). Standard equipment now includes adaptive air suspension with PASM (the GTS-specific tuning of which is credited with improving handling and roll-resistance by about 16 percent), Porsche Torque Vectoring Plus (an electronically controlled differential lock plus brake intervention), 20-inch rolling stock, and Porsche Electric Sound. Inside you get 18-way adaptive sport seats, the GT multifunction heated steering wheel, Sport Chrono package (with its push-to-pass feature to temporarily summon all 690 horses) and a Bose surround sound system. The cars we drove were further enhanced with Porsche Active Ride—a $7,150 option that, according to Porsche's internal spider-graphs, improves base-car pitch, roll, stability, and handling by about 80 percent while improving ride comfort by about half that. The GTS-specific tuning of this system supposedly ekes out a smidgen more handling and chassis roll resistance at some slight cost to pitch and overall body stability. Some older buyers may justify the price simply because it raises the body side whenever a door is opened to ease the climb in or out.

We selected a 2025 Porsche Taycan GTS Sport Turismo wagon variant for our drive route wound through the north-Georgia mountains. It's the most popular Taycan GTS body style, and all other long-roof Taycans are Cross Turismos with the SUV cosplay doodads. We'd spent the morning flogging the lightest 911 variant (a Carrera T) on these same roads and found it pretty ballsy of Porsche to invite comparisons with a car weighing a literal ton less. But it turns out, all the hardware and software Porsche throws on this new Taycan works some straight-up virtual-weight-loss miracles.

Sure, there's brute force involved: The Active Ride system's hydraulic pumps must have done Hoover Dam work to remove all pitch, roll, and dive as we worked the pedals and wheel for all they're worth (5kW per corner is the system's max instantaneous power draw). The driver remains blissfully unaware of both the Porsche Torque Vectoring and rear-steering working their magic at speed, however, and while the much more heavily laden helm can't match the 911's feel, it's darn decent as far as modern steering systems go.

We're still sore that of the myriad parameters a driver can adjust, one-pedal-driving is not among them. That said, the blend of regenerative braking (now up to 400kW worth!) and friction braking is completely seamless with remarkable brake feel. But we struggle to imagine anyone buying a $150,000 station wagon for track work, so the $9,070 carbon-ceramic brake option seems pointless unless your 150-mph autobahn commute gets frequently interrupted by clueless 60-mph left-lane interlopers.

The giant 265/35 front, 305/30 rear 21-inch Pirelli P Zero tires hung on with aplomb, only squealing a tiny bit right out at the raggedy edge of their friction circle. Speaking of which, passengers can monitor the lateral load on the $1,490 passenger display—ours noted a 1.14 g peak in a particularly squealy right-hander, and at least 1 g during a launch-control acceleration (the blue indicator “ball” that traces the friction circle covered up the decimal).

We pressed the push-to-pass button in the center of the mode-selector on the steering wheel after pulling out to overtake another car and felt a noticeable shove as the extra 94 horses and 48 lb-ft suddenly kicked in as if a giant polo mallet just struck us. Likewise, on a second pass within the 10-second power-boost window, cancellation of the boost was equally noticeable.

Price and On Sale Date Order books are open now for deliveries beginning late in the first quarter of 2025, with starting prices of $149,895 for the 2025 Porsche Taycan GTS sedan and $151,795 for the Sport Turismo wagon. The Carmine Red Sport Turismo we drove stickered at $199,935, but deleting the PCCB stoppers and everything else that didn't help it go, stop, or turn better would cut that to $163,205. Most people will find that pricey, but in the Porschesphere, it's right where a GTS goes: $62,000 more than the base Taycan, and $68,000 less than the top Turbo GT.

2025 Porsche Taycan GTS Specifications PRICE BASE $149,895-$151,795 LAYOUTS Front- & rear-motor, AWD, 4-5-pass, 4-door sedan, wagon MOTORS 596-690-hp/534-582-lb-ft (comb), AC permanent-magnet electric TRANSMISSIONS 1-speed auto (fr), 2-speed auto (rr) CURB WEIGHT 5,050-5,150 lb (mfr) WHEELBASE 114.2-114.3 in L x W x H 195.4-195.8 x 77.4 x 54.3-55.6 in 0-60 MPH 3.1 sec (mfr est) E.P.A CITY/HWY/COMB FUEL ECON TBD ON SALE March 2025

2024 Mitsubishi Triton GLS

Ricky RicardoNovember 21, 2024Mitsubishi

The new-generation Mitsubishi Triton brings an array of new technology and features missing from the old model. For all its strengths, Mitsubishi still has some work to do, particularly around refinement and driver-assist features. Likes TickIcon Vast improvements in infotainment and tech TickIcon New engine has plenty of mid-range oomph TickIcon Comfortable seats and spacious cabin Key Specs Power / Torque: 150kW / 470Nm Payload: 1075kg Warranty: 5 years 2024 Mitsubishi Triton GLS One of the latest brands- new model to hit Australia's booming dual-cab ute market is the 2024 Mitsubishi Triton. Loved for its value for money, uncompromising off-road prowess, and sharp styling, the Mitsubishi Triton has carved out its own subset of local fans with previous generations. But, the all-new version boasts a swathe of new technology to renew what was one of the oldest utes in its segment. It's also been gifted a healthy bump in the power and torque stakes, plus a refreshed new interior. Put simply, the new-generation car is basically unrecognizable put side by side against its predecessor. That's a good thing because it was looking tired up against rivals such as the Ford Ranger and Isuzu D-Max. With the new-generation car, a lot of attention centers around the flagship variant, the Triton GSR. But for this review, we've got a mid-spec Triton GLS to see whether there's better value further down the range walk.

The new Mitsubishi Triton dual-cab range now begins more expensive than ever before, up to $7600 more, depending on variant. Unfortunately, the car we'll focus on is the Triton GLS 4x4 dual-cab, which is the one that's $7600 more expensive than its predecessor at $59,090 plus on-road costs. But it's still priced in contention with its competition. You can also get into a similarly specified Ford Ranger XLT for $63,640 plus on-road costs or an Isuzu D-Max LS-U for $62,500 before ORCs. The new Mitsubishi is only available with a dual-cab ute body at the moment. Single- and extra-cab versions in run-out phase before the new-generation arrives at a later date, but you do get a choice of 4x2 or 4x4 drivelines. Each is powered by a 2.4-litre twin-turbo four-cylinder diesel engine that outputs 150kW and 470Nm through a six-speed automatic transmission. The GLS specification is the second-to-top model grade in the Triton line-up. It's distinguished by Mitsubishi's special Super Select II four-wheel-drive system that can be driven on sealed surfaces, a tray-liner for its tub, terrain select driving modes, wireless phone charging, 18-inch gray alloy wheels, and LED lights all around. All that kit sits on top of standard fare, such as the tech system that incorporates a 9.0-inch touchscreen with Apple CarPlay and Android Auto, and the 7.0-inch digital cluster. There is only one additional option – a $1500 Deluxe pack that brings leather seat upholstery with silver stitching, a power-adjustable driver's seat, and heated front seats. Our car doesn't specify that, so it makes do with cloth upholstery and manual seat adjustments.

Key details 2024 Mitsubishi Triton GLS Price $59,090 plus on-road costs Color of test car Blade Silver Options Premium paint – $740 Price as tested $59,830 plus on-road costs Drive-away price $61,730 (Melbourne) Ford Ranger Rivals | Isuzu D-Max | Mazda BT-50 Just like its exterior, the Mitsubishi Triton's cabin has had a major overhaul with the changeover between generations. Externally, it's a bigger car than before, which has been translated to extra interior space. The driver's seat is big and broad for taller drivers, while the space around the footwell and to the center console is generous. There's a new steering wheel with simple buttons to change tracks or radio stations, while the 7.0-inch digital cluster also has varying settings to swipe through. Storage nooks and crannies include dual cupholders in the center console, a spot underneath the center stack with a wireless smartphone charger, and big, wide door bins for large bottles. I also love the two-tier glovebox. The materials used inside the Triton GLS are a bit nicer than you'd find in sub-specs; the dash is soft-touch and I like the silver stitching for the door panels. The cloth fabric seats feel sturdy under hand and are plush enough to be comfortable on longer journeys. I'd expect to see electric seat adjustments for the driver at the more expensive end of the Triton range, but manual seat adjustments remain. Unfortunately, the front passenger seat gets no seat height adjustment whatsoever and there is no seat heating. Both seats get a rock-hard headrest, but the plush seat base is comfortable and supportive. I like how the air controls are still tweaked using physical buttons instead of those adjustments being placed within the infotainment system. A USB-C, USB-A, and 12-volt port are mounted just beneath the air-conditioning controls. In the second row, there's good space for tall passengers. I'm 194cm tall and I had great head room underneath the headlining, plus my legs were barely touching the seat in front. Second-row amenities include another set of 12V, USB-A and USB-C power ports (the same as the front), while Mitsubishi has stuck with the roof-mounted air vents of its predecessor. For the tub, the Triton GLS specification gets a plastic liner to protect the tray, plus tie-down points for securing loads. Our car specifies a roll-up vinyl tonneau cover from the Mitsubishi Genuine Accessories range that costs $900. Annoyingly, the central remote locking for the car does not extend to the tailgate. You'll have to go and manually lock yourself with a physical key. 2024 Mitsubishi Triton GLS Seats Five Tray dimensions 1555mm length 1545mm width 525mm height Length 5320mm Width 1865mm Height 1795mm Wheelbase 3130mm

It's nice to see Mitsubishi's 9.0-inch infotainment system make its way to the Triton. It's been ripped straight from the Mitsubishi Outlander, but that's no bad thing as the system works well and contains many of the features new-car buyers require. Cycling between menus and settings is made easy through the physical keys below the display, while the home screen is configurable with varying tiles too. I used wireless Apple CarPlay during my week, but provisions for digital radio and Bluetooth audio streaming are there too. It also gets a native satellite navigation system. Unfortunately, Android users must connect their phones with a physical USB cable for Android Auto. Despite being released later than the Ford Ranger, the Triton's main display (9.0 inches) is smaller than the Ranger's (12 inches). The Triton also misses out on a fully-digital instrument cluster. Instead, there's a smaller 7.0-inch display between two dials. This is the same sort of set-up you'll notice in rivals like the Isuzu D-Max. There's also no ability to connect a specific Triton to a smartphone companion app, at least for Australian examples. The Triton's six-speaker sound system is overly bassy as standard, but you can tweak it to your liking using the equalizer settings. The 2024 Mitsubishi Triton is rated a full five stars by ANCAP. This rating includes all variants. It achieved individual scores in the following categories: the vehicle was rated 86 per cent for adult occupant protection, 89 per cent for child occupant protection, 74 per cent for vulnerable road user protection and 70 per cent for safety assist. 2024 Mitsubishi Triton GLS ANCAP rating Five stars (tested 2024) Safety report Link to ANCAP report This new Triton has made vast improvements in the vehicle safety stakes compared to its predecessor. A suite of active safety measures is available across all model grades too.

However, there are some odd omissions that I would have expected on a brand-new car in 2024. It has adaptive cruise control, but it's not the type that'll queue in traffic by coming to a stop and then setting off again. Additionally, the adaptive cruise-control system is not accompanied by lane-centring. Combined with a heavy-feeling steering system, this Triton can be tiresome to drive on the freeway as you don't have the car's lane-centring to pick up on the steering slack. Since its launch, the Triton has attracted criticism for its overzealous driver attention monitoring system, which could often interpret a driver wearing sunglasses incorrectly. As a result, Mitsubishi says it has introduced updates to make it less sensitive. While I wasn't able to test the versions back-to-back, I don't think the driver attention warning function ruins the experience. It does alert you whenever you yawn or turn your head sideways, which can be intrusive, but it isn't the end of the world, for me at least. Autonomous Emergency Braking (AEB) Yes Includes cyclist and pedestrian detection, junction assist Adaptive Cruise Control Yes Does not include traffic jam assist Blind Spot Alert Yes Alert only Rear Cross-Traffic Alert Yes Alert and assist functions Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist Road Sign Recognition Yes Includes intelligent speed limiter Driver Attention Warning Yes Camera-based attention monitor and fatigue alert Cameras & Sensors Yes Front and rear sensors, 360-degree camera How much does the Mitsubishi Triton cost to run? Mitsubishi's models have been a go-to for buyers chasing consistency and reliability. This is because the brand will warrant its products for a decade so long as you service them at a Mitsubishi dealer each time. These visits are required every 12 months or 15,000km. Through Mitsubishi, maintenance costs $1467 (three years), $2445 (five years), or $6690 (10 years). Servicing elsewhere might help you on the hip pocket, but it shortens the warranty to five years/100,000km instead of 10 years/200,000km. Insurance-wise, the Triton GLS 4x4 dual-cab ute is quoted at $1578 to insure annually. This is based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances. For reference, expect to pay roughly $1679 for the Toyota HiLux SR5 and $2233 for the top-spec Isuzu D-Max X-Terrain. At a glance 2024 Mitsubishi Triton GLS Warranty Five years, unlimited km Service intervals 12 months or 15,000km Servicing costs $1467 (3 years) $2445 (5 years) $6690 (10 years) Is the Mitsubishi Triton fuel-efficient? Four-wheel-drive versions of the Mitsubishi Triton are claimed to consume 7.7 liters per 100 kilometers of diesel. This is dead accurate with what I experienced in my time with the car. It's also fairly efficient on the spectrum of dual-cab utes. The Triton has a 75-litre fuel tank that theoretically allows for a 974km total driving range on a single tank of diesel.

Cupra Tavascan

Ricky RicardoNovember 18, 2024Cupra

The Cupra Tavascan is a welcome improvement to the all-electric SUV formula we've already seen used elsewhere in the VW Group, sprinkled with Cupra's distinctive style. The Tavascan is spacious, rides well, offers good refinement and is full of interesting details that make it feel unique to the Spanish brand. At last, Cupra has been able to properly spread its wings. Key specs Fuel type Electric Body style Coupe/Crossover Powertrain 77kWh battery, 1x e-motor, rear-wheel drive 77kWh battery, 2x e-motors, four-wheel drive Safety 5-stars (Euro NCAP, 2024) Warranty 5yrs/90,000 miles Pricing for the Tavascan starts at around £47,500 for an entry-level single-motor 282bhp model in V1 trim, rising to just under £54,000 for a more lavishly equipped V2. The four-wheel drive-equipped VZ1 will cost around £56,000, while the top-of-the-range VZ2 comes in at around £61,000. In many ways, the Tavascan is the real beginning of Cupra as a brand. Yes, the Cupra Leon, Cupra Formentor and even the Cupra Born represented the start of something interesting from VW's sporty spin-off brand, but the Tavascan has been designed to put greater distance between Cupra models and other members of the Volkswagen group. In essence, this high-riding coupe-SUV creation doesn't really enter an existing market segment. Instead, it's designed to offer a different form, sitting lower than its Volkswagen ID.5 or Skoda Enyaq Coupe siblings, but not relinquishing the high-riding SUV stance.

The Tavascan will be available with two powertrain options, it's the higher-specification dual-motor 335bhp VZ model we've driven so far, but a single-motor 282bhp version will be launched alongside when the car hits the UK in the last quarter of 2024. In both cases, the Tavascan runs on nearly the latest version of the VW Group MEB platform, featuring a 77kWh battery pack and updated motors, but misses out on VW's new 79kWh battery unit and the increased range of benefits that come along with it. The electric powertrain is responsive and refined, but lacks the outright punch of some rival cars. Out on the road, the MEB platform's good points are on full display, which is to say the motors are very refined and come with excellent response and clarity through the throttle pedal. Regenerative braking is controlled via paddles behind the steering wheel, and the system engages smoothly regardless of the chosen driver mode. At low speeds, the Tavascan's turn of speed is very impressive, with that initial burst of torque making the car feel more potent than its 335bhp suggests. However, once up and running the level of acceleration isn't quite so thrilling, best described as adequate rather than rapid. This isn't unusual in the mid-size electric SUV class, but the Tavascan simply wouldn't be able to hold onto the back of a twin-motor Tesla Model Y, which isn't that much more expensive. Advertisement It is, however, the Cupra Tavascan's ride and handling that really help it stand out. Most of the dynamic elements are vastly improved compared to Cupra's other models, such as the steering which has been sharpened up with a faster ratio and heavier weighting. These improvements are made particularly welcome by the progress that's been achieved in the chassis department. The car's ride quality is a big improvement on previous MEB-based SUV models, even on the large 21-inch wheels of our test car (entry-level V1 comes with smaller 19-inch wheels). There's more travel in the springs and, therefore, more control when driving over larger undulations. Smaller, harsher bumps can be felt, but they don't push through the cabin to the extent that they do in a Cupra Born with the larger wheel option. This makes the Tavascan an excellent cruiser. Switch through the drive modes to the Performance or Cupra settings, and there's a marked change to the car's behavior as the ride tightens up significantly. Whether this actually improves body control is a more difficult question, but inherently the dynamics feel well resolved and engaging without the ride feeling overly firm or brittle.

One area where there's still work to be done is the brakes. The consistency of pedal feel is fine, but the weighting seems somewhat mushy and the blend of regenerative and friction braking is still a little off. The setup does little to inspire confidence when punting down a fast road, but potentially of more relevance is that it's hard to judge a fast and efficient stop in day-to-day driving. Model Power 0-62mph Top speed Cupra Tavascan V1 282bhp 6.8 seconds 112mph Cupra Tavascan VZ1 335bhp 5.5 seconds 112mph

The Tavascan's 77kWh battery allows for decent range, but charging speeds still have room to improve All Cupra Tavascan models have the same 77kWh battery pack. There's then the choice of single-motor or dual-motor four-wheel drive variants. Peak charging speeds are rated at a relatively low 135kW on DC fast charging, but it will still top up the battery from 10 to 80 per cent in a competitive 30 minutes. The dual-motor VZ1 is rated at around 323 miles on a full charge, with this range increasing to just over 350 miles for the single-motor variant. Insurance costs for the Cupra Tavascan are higher than those of its similar electric crossover coupe rival, the Skoda Enyaq Coupe. The Tavascan stars in group 34 for the entry-level V1, before jumping to group 38 for the four-wheel drive VZ1. In comparison, the Enyaq Coupe starts in group 27, and tops out in group 36 for the hottest vRS version. Depreciation for the Tavascan is also likely to be higher than that of the Enyaq Coupe. According to our expert data, the Tavascan is likely to maintain between 48 to 51 per cent of its original value over three years or 36,000 miles. Over the same period, an Enyaq Coupe will be worth between 53 to 57 per cent of its original value. Model Battery size Range Insurance group Cupra Tavascan VZ1 77kWh (useable) 323 miles 34E Cupra Tavascan V1 77kWh (useable) 352 miles 38E

The Tavascan's distinctive looks might not be to all tastes but the cabin is a huge step forward for Cupra. The complex, interesting design is even more prevalent inside the cabin, which is a total departure from other models in the lineup. Under the layered, curvy dashboard sits a central element that separates the driver and passenger, but it does get a little bit in the way of the charging pad and other storage areas behind. Quality is good, with surfaces wrapped in a mixture of modern synthetic materials that vary from wetsuit-like neoprene to suede. There's a lot going on, but much like the exterior, it's a welcome progression from the more regimented designs coming out of Volkswagen and Skoda at the moment. The tech package inside the Tavascan is based on VW's latest generation user interface, with a 15-inch central display skewed towards the driver. The embedded software is relatively easy to navigate with some acclimatization time, and is fast to react to input. There are some nooks and crannies within the system that you can get a little lost in, such as the process of changing the interior lighting scheme, but the main controls are easy to access. You do need to confront the haptic sliders and steering wheel switchgear for some controls and these are still irritating, just as they do in other VW products. Back to the interior lighting, which is quite spectacular inside thanks to the ambient lighting structure within the air vents, the communication light under the windscreen and the added lighting integrated into the door cards.

There's a surprisingly large amount of space inside the Cupra Tavascan, and some impressive packaging. Space inside is generous, with plenty of leg and headroom in the second row, despite the sloping glass roof. The combination of a flat floor and wide cabin makes squeezing three across the back row painless. The boot is 540 liters with a large, wide opening. Go for V2 trim and above to gain an adjustable height boot floor. There's some extra storage under the boot floor for your charging cables, but there's no front boot under the short bonnet, which is a shame. The second-row seats fold almost flat, but thanks to the slope of the tailgate, larger boxy items like furniture are less easily squeezed in. Dimensions Length 4,644mm Width 1,861mm Height 1,597mm Number of seats 5 Boot space 540-litres The Tavascan gets a five-star Euro NCAP rating and comes with plenty of safety tech as standard. The Tavascan gets a full five-star safety rating from safety experts Euro NCAP regulations. Its matches the scores of the Ford Capri in the adult, child, and vulnerable road user categories, but the Tavascan outdoes the Ford for safety assistance. The ‘always on’ functions like lane-keeping assist and traffic sign assist are typically intrusive, but they can be easily switched off via the touchscreen. Other active safety elements include active cruise control with lane-keeping assist, blind spot monitoring and autonomous emergency braking, to name just a few. Key standard safety features Euro NCAP ratings Lane-keeping assist Blind-spot monitoring autonomous emergency braking 5 out of 5 stars (tested in 2024) Adult occupant protection - 89% Child occupant protection - 86% Vulnerable road users - 80% Safety assist - 79 % The price of the Cupra Tavascan is competitive compared to in-house rivals like the VW ID.5 or Skoda Enyaq Coupe, also allowing the Tavascan to target high-spec versions of the Kia EV6, Hyundai Ioniq 5, Tesla Model Y and Ford Mustang Mach-e. If you're less interested in the SUV look and additional ride height then cars like the Tesla Model 3, BMW i4, Polestar 2 or BYD Seal could also be considered as potential alternatives. The Cupra Tavascan won't appeal to everyone, but if the styling does work for you there's no reason not to be won over. This feels like a good step forward for the Cupra brand in terms of tech, engineering and design – the only caveat being the talented rivals that are also available at a similar price point.

2024 BMW iX1 eDrive 20

Ricky RicardoNovember 18, 2024BMW

What happens when you combine the BMW X1 with electric power? You get the BMW iX1 – a stylish, entry-level EV that has opened the door to new buyers since its arrival on our shores earlier this year. Not only is it eligible for the fringe benefit tax concession, but it's also priced below the luxury car tax threshold, which could add further appeal for those shopping in the premium EV market. On the outside, the iX1 stands out with its tessellated double kidney grille, while the interior offers the sort of upmarket touches you'd expect from a BMW. There are plenty of upsides to the driving experience too. So, the iX1 certainly has a lot going for it, but is it enough to justify the price tag? We tested the entry-level iX1 eDrive 20 to find out. There are two iX1 variants on offer, starting with the iX1 eDrive 20 we have on test here. The front-wheel-drive entry-level grade is powered by a 150kW/247Nm single motor and is priced from $78,900 before on-road costs. The top-spec iX1 xDrive 30 starts at $84,900 before on-roads. Here you get it in all-wheel drive with a 230kW/494Nm dual-motor powertrain. Standard features on our test car included LED headlights, keyless entry, a power tailgate, dual-zone climate control, a 10.25-inch digital instrument display, a 10.7-inch curved infotainment screen, a head-up display, and a comprehensive suite of driver assistance technologies. Also fitted here are the optional 19-inch V-spoke style alloy wheels and the Enhancement Package, which adds an array of features such as a panoramic sunroof, heated steering wheel, front-row seat massage function, and a Harman Kardon sound system.

Key rivals of the iX1 include the Volvo Another big player is the ever-popular Tesla Model Y, starting from $69,900 for the mid-spec Long Range variant or you can nab the top-spec Performance grade from $82,900. All prices listed here exclude on-road costs. Key details 2024 BMW iX1 eDrive 20 Price $78,900 plus on-road costs Color of test car Phytonic Blue Options 19-inch alloy wheels – $1538 Enhancement Package – $5154 - Metallic paintwork - Heated steering wheel - Panoramic sunroof - Active Sports seats with massage function - Harman Kardon sound system - Choice of interior trim - Electric front seats with memory function - Front seat heating - Driving Assistant Professional Price as tested $85,592 Drive-away price $92,698 (Vic) Audi Q4 e-tron Rivals | Mercedes-Benz EQA | Volvo XC40 Recharge Despite being classed as a compact SUV and BMW's smallest electric vehicle, the iX1 feels rather spacious inside. At 4500mm long, it's longer than a Mercedes-Benz EQA250 (4463mm), but a bit shorter than a Tesla Model Y (4750mm). There's ample head room and roomy footwells for taller folks in both the front and the back, plus you get plenty of storage space to keep the cabin clutter-free. The floating center console allows a storage shelf beneath the armrest that's big enough to store a handbag, and a tiny storage bin on the top level that annoyingly opens towards the driver so it's a pain to see inside (a remnant from overseas left-hand- drive models). You also have cupholders, bottle holders in each door, and my favorite part – an upright wireless phone charger, complete with a latch that hugs your phone in place. Neat! Not only is it spacious, but the iX1's interior is stylish too. There's a lovely mix of colors and materials in the cabin – we have the 'Veganza' leatherette in Oyster paired with the Eucalyptus fine wood trim, and boy does it feel special. It's not without some scratchy plastics towards the bottom of the cabin, but it isn't conspicuous, nor does it detract too much from the overall high-end aesthetic. The seats are firm yet comfortable, providing a snug embrace with adjustable curvature to suit your preference. A novel addition as part of the optional Enhancement Package is the front-seat massaging function, offering modes like 'Relax' or 'Invigorate' to tailor the intensity of your massage. I particularly enjoyed having the seat automatically shift backwards when you unbuckle your seatbelt to give you more leg room as you exit and vice-versa when you buckle in

The iX1's safety credentials are based on the BMW X1's ANCAP safety rating. It's important to note that the front-wheel-drive eDrive 20 model is not included in the rating list. However, the results for this grade are expected to be similar, especially since our test car is equipped with the optional equipment package that includes the same safety assist systems as the rest of the models in the line-up. The range was awarded five stars in the 2022 assessment, achieving strong scores with 86 per cent for adult occupant protection, 88 per cent for child occupant protection, 76 per cent for vulnerable road user protection, and an impressive 94 per cent for safety assist systems . The iX1 is equipped with seven airbags: dual front, seat-mounted side, and full-length curtain airbags, as well as a center airbag between the front seats. BMW offers a few different levels of safety equipment and they are extensive. The iX1 eDrive 20 comes standard with the Driving Assistant Plus package, which includes braking assistant, front collision warning, lane-departure warning with lane return, adaptive cruise control, speed limit display and steering and lane-control assistant. There's also a Parking Assistant Plus package that includes a surround-view camera, automatic parking, an inbuilt dash cam and more. The optional Enhancement Package our test car was fitted with also adds the Driving Assistant Professional package, which includes extra features such as evasion assistant, crossroads warning with brake intervention, and lane-keeping assistant. For the most part, the features work seamlessly and are delightfully quiet. The surround-view camera is phenomenal and offers a bunch of different views for supreme visibility. The 3D view is especially novel, being able to see a rendered visualization of the car from the surrounding area may not be necessary, but certainly adds an extra layer of confidence when parking in tight or obscure spaces. There's even a car wash view, which is shown from a top front view and helps you guide the car into position. The lane-keep assistant can be somewhat overbearing, even bordering on aggressive. More than once, I found myself battling with the steering wheel when trying to change lanes, despite ensuring sufficient clearance. This also occurs when approaching a fork in the road, as it doesn't seem to like it if you want to change course. I suspect sometimes the system can't detect the lines clearly or quickly enough when the road changes. Certainly not ideal, especially when traveling at higher speeds. Thankfully, you can customize the intensity of the assistance features or toggle them off entirely if you prefer. A particularly handy feature that's standard in the iX1 is the Driver Recorder, which functions as an in-built dash cam. If the system detects an accident situation, it can automatically save a 360-degree video and record data such as date, time, speed and location. You can also use it to capture landscapes on a road trip or any other special moments on the road.

2025 BMW M5

Ricky RicardoNovember 12, 2024BMW

Cresting a rise on the autobahn northeast of Munich, we spot a nuclear cooling tower hulking in the near distance, billowing impenetrable clouds of steam. At the same moment, a solar array winks past on the right, backdropped by a huge wind turbine atop a hill. From behind the wheel of the 2025 BMW M5 Touring, it's a fitting panorama. We, too, are currently enjoying the confluence of a nuclear reactor—the 577-hp twin-turbocharged V-8 under the hood—and something a little more 21st-century green. Tucked between the 4.4-liter V-8 and its eight-speed automatic transmission is an electric motor that can produce 194 horsepower and 204 lb-ft of torque on its own. Occasional Appearances The G90 generation is the seventh M5 but just the third M5 Touring—that's a station wagon to you, Dwayne Elizondo Mountain Dew Herbert Camacho. Whack-a-Mole-ing as it has through the M5's history, the Touring has a particularly incongruous powertrain lineage. It first appeared in the second-generation M5, the E34, propelled in its later versions by a 3.8-liter straight-six. The next M5 long-roof appeared two generations later, getting its own E61 chassis code and a 5.0-liter V-10 where the old six had been. The 2025 car's 717-hp twin-turbocharged V-8 plug-in hybrid setup is obviously the natural progression from an 8,500-rpm V-10. This is the third M5 Touring but the first to be mass produced. M5 product planner Daniela Schmid tells us the first two generations were “basically hand-built,” with production of only around 1,000 units each. Schmid says that offering this generation as a wagon—the first M5 Touring to be sold in the U.S.—is a way to further differentiate the M5 from the standard 5 Series. Other than the longer roofline, the Touring isn't much different from the M5 sedan. It's a quarter-inch taller, and without obstructing the view out the back, you only gain a bit of cargo space. With the rear seats folded, however, you can squeeze in nearly 60 cubic feet of spare tires. (What else would you haul, uranium rods?) The wagon is only about 90 pounds heavier than the sedan, which is a little more foam on top of 5,390 pounds of pilsner.

Even with that Chevy Tahoe–esque mass to propel, the long-awaited M5 wagon scoots. BMW claims it'll accelerate from 0 to 60 mph in 3.5 seconds, although we expected to beat that figure when we hooked up our test gear. With all-wheel drive, a fat Michelin Pilot Sport S 5 at each corner (285/40ZR20s up front and 295/35ZR21s in the rear), and the combined torque of a twin-turbo V-8 and an electric motor hitting like a wrecking ball off the line, the M5 smashes you into the seat back, the pull unrelenting as the eight-speed auto snaps through the gears and the speedometer zips around to the heady digits so rapidly you'd think it's broken. Top speed is governed at 155 mph (or 190 with the M Driver's package). There's a digital sheath around the experience, though, as even the exhaust's Sport mode augments the pulses firing from the engine with dramatizations played through the speakers. BMW reps couldn't tell us precisely what speakers are in on the chassis, but we suspect those in the front door panels play a role. With the radio off, we consistently felt a little buzz in our outboard trousers under WOT. Regardless, slightly more natural exhaust noise does reverberate through the wagon's cavernous aft cabin than in the sedan's comparatively tidy back seat. A similar level of artificiality pervades the M5's dynamic performance on curvy roads, too. Its handling is remarkable, the lessons BMW has learned from decades of building supernaturally capable SUVs paying off here in a vehicle with a much lower center of gravity. There is no perceptible body roll, and the M5's grip is so endless it feels like it might just turn in on itself like a wiener dog catching its own tail. We appreciated the steering's heft in Sport mode, but there's little feel or feedback. Nor do you get any of those telltale twitches or feints through the seat that communicate grip levels at each tire. To be fair, though, as high as this car's limits are, the slightest little slip could mean disaster on a public road.

Whereas previous M5s have consistently defined what a sport sedan (or wagon) meant for their time, the current generation takes a different tack. When Schmid outlines the brief for the G90, it sounds like he's describing more of a grand tourer than any previous M5. “The car is confident in everything and very capable on a racetrack,” he says. “But the driver should always arrive relaxed.” If that sounds like a teleprompter talking points polished by a PR machine, know that Schmid is no puppet. She has, by her estimate, thousands of laps of the Nürburgring, including nine 24-hour races—one of which was a class win—and a couple of 24-hour bicycle enduros. She appreciates performance and the need to push things forward. Electrification is the way of the future; the next M3 will be an EV. Yes, the G90 gives up some of the tactility of previous M5s, but an internal combustion heart still beats under its hood. What it forfeits in emotional connection, it makes up for in respect. Plus, it has a D-pillar. This M5 may not define its moment the way its predecessors did, but it has certainly captured it.

2025 BMW M5 Touring (Wagon) Specifications PRICE BASE $123,275 LAYOUTS Front-engine, AWD, 5-pass, 4-door hatchback ENGINE 4.4L/577-hp/553-lb-ft direct-injected twin-turbo DOHC 32-valve V-8 plus 194-hp/207-lb-ft electric motor, 717 hp/738 lb-ft (comb) TRANSMISSION 8-speed auto CURB WEIGHT 5,500 lb (mfr est) WHEELBASE 118.3 in L x W x H 200.6 x 77.6 x 59.7 in 0–60 MPH 3.5 sec (mfr est) E.P.A CITY/HWY/COMB FUEL ECON Not yet rated EPA RANGE, COMB 340 miles (est) ON SALE November

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