Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

A matte gray BMW station wagon drives on a winding road through a mountainous, rocky landscape under a clear sky—Review: 2025 BMW M5 Touring weighs in as a great allrounder for any adventure.

By Kirk Bell – July 21, 2025

Review: 2025 BMW M5 Touring Weighs In As A Great Allrounder

Most car buyers still think of wagons as boring mom machines with fake wood paneling. But to automotive enthusiasts, any performance car is cool, and a performance wagon is even better. It offers the practicality of a crossover with the handling of a car. Ideal. If you know, you know. The 2025 BMW M5 Touring is definitely an IYKYK machine, but its plug-in hybrid powertrain creates compromises. With 717 horsepower, it’s the most powerful M5 yet, but it’s also slower than the last-generation model due to a big weight increase, and it costs appreciably more as well. So, was it worth it for BMW to add a green aspect to its midsize performance machine? That’s a matter of priorities. Slower or not, the new M5 remains stunningly quick. Its twin-turbocharged 4.4-liter V8 makes 577 horsepower and teams up with a synchronous electric motor in the eight-speed automatic transmission to produce a whopping 738 pound-feet of torque to go with its 717 horsepower. The motor aids acceleration with up to 194 horsepower and 207 pound-feet of its own, and that torque is available from a stop, so there is no noticeable turbo lag. The engine belts out a deep, rising thrum, especially with the artificial M Sound enabled. It supplies relentless neck-snapping thrust when I dig deep into the throttle. BMW quotes a 0-60 mph time of 3.5 seconds, and it feels every bit as fast as that. However, Car and Driver recorded a 2.6-second 0-60 mph time for the previous generation M5 Competition sedan, which used a 627-horsepower version of the same engine and weighed in at 4,096 pounds. The M5 Touring tips the scales at an astonishing 5,530 pounds. The powertrain’s behavior can be tailored to the driver’s taste. BMW doesn’t provide drive modes, per se, but the Setup button on the center console lets drivers program the red M1 and M2 toggles on the steering wheel and choose settings for the drivetrain, regenerative braking, transmission, suspension, steering, brakes, all-wheel-drive system, and engine sound. An M Hybrid button on the center console adjusts the hybrid system, too, offering an Electric mode, balanced hybrid assist for improved fuel economy, or dynamic hybrid assist for extra power. Thanks to a 14.8-kWh battery, Electric mode allows for 25 miles of full electric driving as long as you don’t exceed 87 mph or push the accelerator past a detent at the end of pedal travel. I recommend using the battery as often as possible for normal commuting to get the most benefit. Otherwise, the M5 Touring returns just 13 mpg in combined city and highway driving, according to the EPA. I’m averaging 13.7 mpg over 141 miles of mixed driving. The M5 mostly charges the battery on its own, either with regenerative braking or with the engine. Owners can also charge it in a few hours on a Level 2, 240-volt outlet via the 11-kW onboard charger. At 200.6 inches long on a 118.3-inch wheelbase, the M5 Touring is 3.2 inches longer than the last-generation sedan on a wheelbase that’s 0.9 inch longer — another reason it’s gained weight. For perspective, it’s almost two inches longer than the three-row Ford Explorer, and it weighs about as much as a Chevy Tahoe. But BMW does what it can to mask the weight and provide the track-ready handling M5 buyers expect. The M5 retains a double-wishbone front suspension, a five-link rear suspension, and adaptive dampers, but BMW saves weight by employing aluminum and unique sheet metal construction for the front suspension components. The toe and camber links, and the trailing arms are revised to improve dynamics, and numerous M-specific braces are employed throughout the body to increase longitudinal and torsional stiffness. This all combines with a near-perfect 50/50 front-to-rear weight balance to help the M5 Touring wear its weight well. On a twisty road, that includes a 180-degree switchback, the M5 stays planted and rotates with neutral balance. The 285/40ZR20 front and 295/35ZR21 rear Pirelli P Zero R tires provide stubborn grip, and the big body barely leans in defiance of the G forces acting upon it. When I get on the throttle a little before the apex, the standard electronically controlled rear differential lock shifts power to the outside rear wheel to help mitigate understeer and send me rocketing out of the corner. When the road gets rough, I adjust the M2 mode to choose the dampers’ Comfort setting. Even then, the ride is overly firm, which could turn off some buyers. The variable ratio steering gets quicker the farther I turn the wheel and tops out at a 14.2:1 ratio. It’s quick and direct, but like most BMWs these days, it’s light to the touch and offers little road feel through the chunky steering wheel. Standard rear-axle steering can turn the rear wheels up to 1.5 degrees opposite of the fronts, but in faster corners, it’s actually turning slightly with the fronts to provide stability. My test car wears the optional ($8,500) M Carbon ceramic brakes that save 55 pounds of unsprung weight. The massive 16.5-inch front rotors are grabbed by gold six-piston calipers, and single-piston rear calipers clamp down on 15.7-inch rear rotors. That’s a lot of braking power, but this is a lot of car. The cockpit has a sporty, extroverted look with its carbon-fiber and piano black trim and two-tone black and cherry tomato red leather that extends to the dash and doors. Technology is at the forefront, too, with a standard one-piece curved display that includes a 12.3-inch digital instrument cluster and a 14.9-inch touchscreen. When parked, owners can stream YouTube videos on the touchscreen or play games on the screen using their phones as the controller. Voice commands can be used for in-car controls, such as adjusting the seating position or setting the temperature. The front buckets are wide enough for larger drivers, and they hold me firmly in place during aggressive cornering. The second-row seats are comfortable and supportive as well, but the biggest advantage of the Touring body style is cargo space. It boasts 17.7 cubic feet of cargo room behind the second row, and that expands to a generous 57.6 cubic feet with rear seats folded down. The 2025 BMW M5 Touring is priced at $125,275, which includes a $2,600 gas-guzzler tax and an $1,175 destination fee. That tops the 2023 M5 sedan (there was no 2024 model) by more than $15,000. It’s larger than the outgoing car, and slower both in a straight line and around a track. However, with 25 miles of all-electric range, most commutes can be handled without gas. The wagon body style also gives the Touring most of the practicality of a compact crossover SUV. That all makes the 2025 BMW M5 Touring a great all-around performance car, even though you wouldn’t expect a wagon to be so quick. IYKYK. View All BMW M5s For Sale Images Source: BMW

By Gabriel Vega – December 02, 2022

2023 BMW M4 CSL First Drive Review: Focused, Raw, and Exc...

The standard BMW M4 is already a wildly capable car. Despite its sizable footprint and hefty curb weight, it has enough power, suspension, and brakes to eat up a canyon road. However, BMW felt it left performance on the table and decided to push on. The result is the 2023 BMW M4 CSL, a hardened, lightened, track-focused special edition variant that ditches all notions of daily driving comfort in favor of outright speed and performance. With a starting price of $140,895, the CSL is a whopping $61,300 more than an M4 Competition. Therefore it has to offer an incredible driving experience to live up to that price tag. It may already hold the title for the quickest production BMW ever to lap the Nürburgring, but what matters here is how much of that raw speed translates to fun in the hands of someone without a racing license. And after hustling it up a canyon road, it's clear that the CSL has more than enough theatrics to back up its hefty price tag. The CSL, in its name, used to stand for Coupe, Sport, and Lightweight, a moniker used only twice before it made it onto the back of this M4. It first appeared in the 3.0 CSL of the mid-1970s, then on the e46 M3 CSL of the early 2000s. Today, however, the German carmaker wants to replace the meaning of that first letter with "Competition," mainly as a nod to this latest car's incessant pursuit of lightness and performance. The CSL starts with a pair of manually adjustable M Carbon bucket seats which eliminate 53 lb while also removing its rear seats and accompanying hardware to save an additional 46 lb. This special M4's unique wheels, springs, struts, and carbon-ceramic brakes save another 46 lb, while a significant reduction in sound deadening cuts a further 33 lb. 2023 BMW i7 First Drive Review: Better With Batteries The M4's diet doesn't stop there, however. It may look far more aggressive than the car upon which it's based, but its carbon-fiber-reinforced plastic roof, hood, and trunk lid are mainly there to remove weight. With its molded rear lip spoiler, the trunk saves 15 lb by itself. Combine these weight-saving efforts, and the CSL's curb weight shrinks to 3,640 lb. Although still hefty by sportscar standards, it's 240 lb lighter than an M4 Competition. The other side of the CSL's equation is its beefed-up output. Thanks to revisions to its engine management system and boost pressure up from 24.7 psi in the Competition to 30.5 in the CSL, its twin-turbocharged 3.0-liter straight six now develops 543 hp and 479 lb-ft of torque. These figures come in at the same 6,250 rpm and 2,750 rpm, respectively, as they do in the Competition, but thanks to this car's updated throttle calibration, they come in much more aggressively. Like the e46 M3 CSL that preceded it, this latest interpretation is only available with a ZF eight-speed torque-converter automatic transmission. Power also only goes to the rear wheels, making the CSL's run to 60 mph 0.2 seconds slower than an xDrive-equipped M4 Competition, at 3.6 seconds. As it's free from an electronic limiter, this sporty coupe tops out at 191 mph, whereas the standard car stops pushing at 155 mph. From the instant you press its red start button and its straight six's blaring cold start roars through the cabin, the CSL doesn't let you forget that it's special. With little sound deadening to protect your ears, its raspy exhaust note is always present, with no need to pipe it in digitally. This car is not concerned with quietness or comfort, it's built for fast driving, and that's all it wants to do. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class Thanks to its solid engine and transmission mounts, the CSL vibrates far more than any M4 before it. It retains the same drive modes, Comfort, Sport, and Sport+ modes, as the standard car, except that the first only slightly eases up the CSL's firmed-up suspension. It's harsh around town, but that's what we'd expect from a track-ready sports car. The CSL's tight suspension delivered a composed and neutral drive up a twisty canyon road. There's no body roll to speak of, and this beefed-up M4 confidently puts all of its power down. Since its lightweight wheels and brakes significantly reduce its unsprung weight, it's not surprising that it is also quick on its feet to turn into a corner. Plus, with its Michelin Pilot Sport Cup 2 R tires brought to proper operating temperature, it delivers a substantial amount of grip, pushing its limits far beyond what I can explore on a public road. Like in the M4 Competition, the CSL's steering is far from talkative but is impressively fast. Even subtle wheel movements result in substantial direction changes. It's the type of steering that rewards thoughtful inputs while punishing ham-fisted maneuvers. Driving this car at speed requires your total concentration. It may be incredibly capable, but drive it aggressively, and it can easily bite back. Its powertrain is in part to blame for its on-edge nature. It may have peak power and torque figures as an M4 Competition, but its throttle calibration is more of an on/off switch, which is great for a hot lap on a track, but tricky for on-road use. This is also evident around town, where the CSL can be jerky out of full auto mode, lurching forward like an early 2000s supercar. Combine the quick steering with near-instant power delivery, and you get a sports car that is both exciting and a bit terrifying. Thankfully, the M4 CSL's carbon-ceramic brakes offer plenty of stopping power and are surprisingly easy to modulate around town. They are perhaps the most docile part of the car. A new titanium silencer saves a further 9 lb and adds more noise and tone to the M4's already raspy note. Like the rest of the car, it sounds much more aggressive than standard, as it fully uncorks the CSL's straight-six. It's over the top and fits the car's character perfectly. Although its matte gray paint hides most of its exterior carbon bits, its interior leaves them exposed for you to enjoy. The most prominent is its exposed carbon center console, which plays off the carbon inserts in the steering wheel, paddles, and dashboard. There are lightweight materials regardless of where you look. Instead of sitting in the CSL, you plop into its fixed-back manually-adjustable M Carbon seats. Like in a proper track car, there's no quick height adjustability, and along with the leg-splitting carbon insert found in most M products, these particular seats add tons of bolstering with minimal padding. Although these make the CSL miserable to drive around town, they add to its sense of occasion. The rest of the M4 CSL's interior is like any of its standard production siblings. Screens, tech, and safety systems and all. BMW plans to build just 1,000 units of its latest special edition coupe, each with a starting price of $139,900 plus $995 for destination. This planned production run makes it the rarest CSL ever, as the German carmaker produced 1,383 M3 CSLs and 1,265 3.0 CLSs. While the 2023 BMW M4 CSL may cost $61,300 more than a standard Competition model, it offers its driver substantially more as well. It feels raw, engaging, and thrilling to a heightened degree. While the standard M4 is a wildly capable car, it is often muted and a bit disconnected from its driver. It's far from as tactile as older M models. The CSL, however, is a step in the right direction, piping in real noise, vibrations, and terrifying performance that makes for an exhilarating drive. If anything, the CSL highlights what the current-gen M4 is missing. It's too subdued, quiet, and compliant. The CSL demonstrates what BMW's M division can accomplish when tasked with building a car that chases a particular goal instead of a wide gamut of behaviors. The CSL is focused, raw, and exciting, but due to its limited run, it's one of the best M cars few people will ever experience. View All BMW M4s For Sale

By Gabriel Vega – November 30, 2022

2023 BMW i7 First Drive Review: Better With Batteries

The BMW 7 Series just took a significant leap forward, and all it took was ditching its fossil-fuel-burning powertrain to do it. In terms of sales, the Mercedes-Benz S-Class dominates the full-size luxury sedan segment in the U.S. In 2021, the sedan with a three-pointed star on its hood sold nearly twice as many units as Bavaria's best. In fact, the last time the 7 Series outsold its closest competitor was a decade ago, in 2012, so something had to change. Enter the 2023 BMW i7. It's the first ever fully electric 7 Series based on the new G70 platform and it’s gunning for the S-Class and its electric counterpart, the EQS 580. With nearly Rolls-Royce interior noise levels, a cleverly-tuned air suspension system, and an interior cabin that feels truly opulent, this electrified seven may just be the best yet, if you can stand to look at it, that is. From a glance, it's nearly impossible to tell that the 2023 BMW i7 is not just another gas-burning large sedan. Its long hood, chunky proportions, and upright nature allude to an engine under its hood. And that's because, in some configurations, there is. This latest G70 7 Series is still available with a twin-turbocharged V8 only for the U.S. market. The rest of the world will have to plug in if they want the best performance figures. Its more traditional styling has its pros and cons, though. For starters, this i7 will do well with folks that don't necessarily want to drive around in an egg-shaped aero-focused sedan. Instead, it gently nudges its customer base toward an electrified future without drastic changes. On the flip side, however, this i7 lacks some critical features found in cars envisioned as EVs from the start, such as a front storage space. The i7 is quite a sizable machine. At 212.2 in long, 76.8 in wide, and 60.8 in tall, it is larger in every metric than its direct competitor, the Mercedes-Benz EQS 580 4Matic, and 5.1 in longer than its predecessor. This translates to both a formidable road presence and a truly roomy cabin. More on that later. The elephant in the room, however, is its styling. Its front end builds on the G11 generation car that it replaces with even larger kidney grilles, thin split headlights, and sharp angles in its lower front fascia. Although these design choices look much better in person than in photographs, they'll still likely split opinions like the rest of the brand's current catalog. However, one thing that will lead to a more general consensus is how the i7 performs on the road. Having driven this electrified sedan back to back with its gas-powered sibling, it is undeniably better with batteries. Although the German carmaker has gone to great lengths to mute the sounds and vibrations from its twin-turbocharged V8 up front, it can't match the absolute silence the i7 delivers. Like a proper flagship luxury sedan, the i7 is quiet and quick. No road noise, wind, or harsh road imperfections disturb the i7's interior. It achieves Rolls-Royce levels of interior noise for substantially less money. However, thanks to two electric motors, one in each axle, the i7 still instantly delivers 536 hp and 549 lb-ft of torque. BMW estimates it'll reach 60 mph in 4.5 seconds before continuing onto a top speed of 149 mph. 2022 Porsche Cayenne GTS Review: A Proper Athlete With a 101.7 kWh battery in its floor, BMW estimates that the i7 will deliver up to 300 miles of range. It can charge at speeds of up to 195 kW, adding up to 80 miles in ten minutes plugged in. Like other German carmakers, BMW includes three years of free unlimited charging at Electrify America stations. Although the i7's electrified powertrain delivers excellent power and range, it comes at the cost of weight. While the V8-powered 760i xDrive has a curb weight of 4,969 lb, its electrified sibling tips the scales at 5,917 lb, a 948 lb difference. This is marginally heavier than the 5,888-lb EQS 580 but substantially more than the 5,236 Lucid Air. The added weight rears its head in the handling department. The 760i xDrive is a surprisingly willing dance partner through the corners. It hides its size and weight well and, thanks to its clever air suspension, remains relatively flat through the bends. The i7, however, never lets you forget that it's packing a few extra pounds. It's not nearly as agile or grippy and leans considerably more as you push it. Thankfully, its electrified powertrain and all-wheel drive system allow it to shoot out of corners confidently. From a daily driving perspective, none of this matters because the i7 is a star in traffic. Its air suspension complements its already quiet nature by seemingly eliminating road imperfections. The only vehicle I've driven in recent memory that achieves this is the Rolls-Royce Phantom, which starts at over $400,000. As far as large luxury sedans go, there's no longer a clear winner. BMW and Mercedes-Benz are dueling it out on level ground. Tap the i7's door handles, and its new automatic doors swing open to reveal a genuinely stunning cabin. While its curved 12.3-in instrument cluster and 14.9-in central display screens are executed beautifully, it isn't this car's flashy tech that impresses most. Instead, its massively improved interior materials steal the show. From soft-touch leather seemingly everywhere to glass details throughout, the i7 screams opulence. The G70 is not just an improvement over the outgoing model in terms of its interior. It is a massive leap forward. And aside from the excellent sound deadening mentioned earlier, it's outstandingly comfortable. As standard, the i7 gets what BMW calls its "multi-contour" seats which offer both heating and cooling as standard in the i7 with an optional massage feature available as well. They're plush, easily adjustable, and great to spend a lot of time in. 2022 Mercedes-Benz S580 4MATIC Review: Punching Way Above Its Class The i7's longer wheelbase translates to substantially improved interior space. With the optional Executive Lounge option, you get rear seats that can recline up to 42.5°. While other executive sedans have reclining seats, none offer the optional 31.3-in 8k touchscreen display found in my tester's second row. It folds from the roof when called upon from a small touch screen embedded in the rear doors and offers vibrant colors. At this price point and segment, these unique touches, like its seats, 8k screen, and automatic doors, set cars apart, and the BMW i7 is littered with them. It feels like BMW has given its flagship sedan significantly more attention than in the decade or so prior. It rivals not only its closest competitors but also knocks on the door of the Rolls-Royce's that sit above it. The 2023 BMW i7 starts at $119,300 plus $995 for destination fees. For context, the 760i xDrive mentioned earlier starts at $114,595, including destination, while the cheapest 740i starts at $94,295, including destination. The 2023 BMW i7 may be the brand's first electric flagship sedan, but it excels because of how much time and thought has gone into its development. From how it drives to how quiet and comfortable it is to ride in, the new seven is a much better car when batteries power it than fossil fuels. BMW is taking a gamble with the i7, betting that luxury consumers will prefer a more traditional look than a futuristic aerodynamic aesthetic. Whether that is the case or not, there is no doubt the i7 is properly equipped to be one of the best luxury products the carmaker has ever made. View All BMWs For Sale

By Gabriel Vega – September 09, 2022

2022 BMW M5 CS Review: M Performance At Its Best

Since its introduction in 1985, the BMW M5 has stepped on the toes of giants. Quicker than a supercar in a straight line and agile enough to keep up in the corners, but with enough room for a family, the M5 is a sports sedan swiss army knife. However, as the decades pass, raising that bar has required bending the laws of physics and morphing our perception of what a big-body sedan can do. With its latest attempt, BMW pushes these boundaries even further, producing the quickest and most powerful car ever. It's called the BMW M5 CS, which stands for "competition sport," and it's what you get when you take an M5 Competition, boost power, upgrade its suspension, and reduce weight. On the street, this car is nothing short of an apex predator. No Lamborghini, Ferrari, or McLaren is safe on a canyon road. After a week behind the wheel, numerous minor changes add up to a driving experience that confirms that the M5 CS is BMW M at its best. Styling/Design The "standard" BMW M5 is already a distinctive sedan with its flared wheel arches, quad exhaust tips, and aggressive body lines. The M5 CS dials things up by focusing on the details. Bronze finished details replace the typical chrome bits around the kidney grilles, side markers, and badges. These complement a set of standard 20-inch forged wheels wearing the same shade of paint. Unlike the standard car, the CS is only available in three finishes, Brands Hatch Gray Metallic, Frozen Deep Green Metallic, and Frozen Brands Hatch Gray Metallic. Our matte gray tester absorbed light beautifully, which made it a peach to photograph and allowed all of its bronze details to shine. To the untrained eye, it's just another fast BMW, but those who pause for a closer look can quickly tell they're looking at the special one. The M5 CS isn't just marginally lighter than an M5 Competition. Its 230-lb diet is significant. This is mainly due to the extensive use of carbon fiber reinforced plastic. Large items such as the hood, front splitter, rear diffuser, and roof feature the material utilizing a mixture of the body color and unpainted carbon fiber. Alone the changes are small, but together they add up to significant weight savings. In front, the headlight design remains the same. However, the CS gets LEDs that feature yellow accents during the day and switch to white at night. While BMW cites these lights as "racing-inspired," their true benefit is how well they match up with the car's plentiful bronze accent pieces. You'd be wrong if you thought BMW was done adding bronze pieces. That's because the quad-exhaust setup also features the color and genuinely shines in the sunlight. BMW could've easily slapped a CS badge on a normal-looking M5, but their extensive changes add up to a sports sedan that looks truly unique. Performance/Handling While the BMW M5 CS is a lovely thing to look at, it's far better to drive. As mentioned in the intro, it's the brand's quickest and most powerful production vehicle ever. Its twin-turbocharged 4.4-liter V8 delivers a supercar-slaying 627 horsepower and 553 foot-pounds of torque. It puts that power down to all four wheels via an eight-speed Steptronic transmission and a rear-biased AWD system. As it fully uses its output, it sprints to 60 mph in 2.9 seconds and continues onto a top speed of 190 mph. The CS feels even quicker on the road than its stats suggest. Peak torque comes at a very low 1,800 rpm, allowing you to rocket out of corners and instantly pick up the pace on the open road. Turbo lag remains virtually nonexistent as the M5's engine remains eager to rev. As you work your way up the RPMs, those quad exhaust tips start to sing their guttural, although thanks to over insulation, most of what you get inside the cabin comes through the car's speakers. In 4WD Sport mode, the M5 CS sends most of its power to the rear wheels with minimal to the front. The grip is immense. Unlike some of its closest competitors, it doesn't default to understeer as you test its limits. Switch over to 2WD, and all power goes to its back wheels, allowing the rear to rotate when provoked. Our tester benefitted by not having the optional Pirelli P Zero Corsa tires, which have historically needed quite a significant pace to get up to temperature. Instead, it wore a set of Michelin Pilot Sport 4S shoes that delivered all the on-road drivability and grip required for a quick canyon drive. Aside from just clinging on for dear life, the M5 CS remained totally planted and neutral as we chucked it into corners. Despite tipping the scales at 4,114 lb, body roll was virtually nonexistent. BMW's main improvements for the CS include 10 percent stiffer springs, 0.2-in lower ride height, increased front negative camber, and firmer anti-roll bar and toe link ball-joint mounts. The result is a car has incredible front-end agility. Point and the CS will follow. However, like many modern sports sedans, this is a double-edged sword. The M5 CS is a massively capable machine, but it's a victim of its success. It's so easy to drive at brain-melting speeds that there isn't much driver involvement. Sure its steering is heavy, but it doesn't communicate much, and with Mercedes S-Class levels of sound isolation, there isn't much natural sound for your ears either. You don't wrestle this car around corners. You're more so along for the ride. Thankfully, when it's time to stop, the M5 CS serves up tons of stopping power from its standard carbon ceramic brakes. They may take a bit to warm up, but once they're up to temperature, there's a solid initial bite that doesn't let up. Thanks to generous pedal travel, they're easy to modulate as well. Even around town, they don't prove too eager to stop. Despite their high performance, they're more than up to daily duties. So far, the M5 CS has proven a capable canyon carver, but it hasn't forgotten its luxury sedan nature. Around Los Angeles, even its stiffened suspension soaked up bumps, well, all things considered. Perhaps even better than the X4 M Competition we tested a few months ago. Leave it in its normal mode, and this large executive supercar hunter is equally happy on a drive to the office as it is up in the canyons. Interior/Tech Inside, the BMW M5 CS sets itself apart as it's the only model variant to feature four bucket seats. Although you lose one seat in the second row, all your passengers will remain in place as you pick up the pace. Surprisingly, even these aggressive chairs proved more comfortable in the CS than in the M4 Competition we tested a few weeks ago. The larger door opening makes ingress and egress old-folk-friendly. While they're still stiff as rocks, they're tolerable for a quick daily drive. Just like with the exterior finish, the CS' cabin features few available options. All cars feature a combination of black leather and Alcantara with contrasting red accents. Like the exterior, there's plenty of carbon fiber reinforced plastic in the dashboard, center console, door cards, and on the seats themselves. At no point does the CS let you forget you sprung for the special model, a major upside considering its price tag. More on that later. The rest of the cabin is standard M5. You get the same digital instrument cluster, infotainment screen, and smartphone connectivity (Apple CarPlay and Android Auto.) Since the base car nails these basics and build quality is on par for the segment, there's not much to report here. If anything, we wish BMW had taken a Porsche 911 R approach and removed sound deadening to increase driver involvement. For those looking for a purely luxurious experience, there's the standard M5, but this is the CS. Let it have its own personality. Pricing The 2022 BMW M5 CS has a base price of $142,00 plus $995 for destination charges. However, they're limited to one model year, and they're all sold as the model year comes to a close. According to BMW, there isn't a limited number of these cars out there, so we'll have to wait and see just how many they actually produced. Given the limited amount of available options, our tester has an as-tested price of $148,995. Closing Thoughts The more miles we racked up on our M5 CS tester, the clearer it was just how much of an engineering achievement it was. As a sports sedan, it is a master class on how to build a capable supercar slayer. It's quick, composed, and outrageously easy to drive. It is a genuine canyon carver despite its size and weight. The CS is light on its feet in ways its competitors aren't. However, as a driving experience, the M5 CS isn't as electrifying as we had hoped. Given its clever suspension updates and extensive use of lightweight materials, we really expected this car to set our hair on fire. All things considered, though, the M5 CS achieves precisely what it sets out to do, deliver tons of performance for the price with on-road capabilities that'll leave exotic car buyers wondering why they spent so much just to see the CS' tail lights. See All BMW M5s For Sale

By Gabriel Vega – August 11, 2022

2022 BMW M4 Competition xDrive Convertible Review: Lone S...

How do you judge a car that has no competitors? This seldom happens in the auto industry as fierce rivals create carbon copies of each other's work to get their slice of that segment's pie. However, in the case of the 2022 BMW M4 Competition xDrive Convertible and its tongue-twisting name, it seemingly stands alone. As of writing, you can't order a Mercedes-AMG C63 Cabriolet, and Audi never produced a drop-top variant of the current-gen RS 5. Despite a running start, the convertible M4 doesn't take its early lead for granted. With an as-tested price of $107,095, including a $995 destination fee, this sporty Bavarian falls in a performance sweet spot. More than an Audi S5 Convertible or AMG C 43 Cabriolet, but less than an SL Roadster or R8, the M4 Convertible's top competitor is its coupe sibling. With the same 503 horsepower straight-six under the hood, engaging driving experience, but with the added benefit of glorious exhaust noises, this drop-top proves the coupe shouldn't immediately be your top pick. Styling/Design For the most part, the 2022 BMW M4 Competition xDrive Convertible is a big handsome-looking thing. While its controversial nose is still a point of contention for some, strong sales figures suggest that the folks actually lining up to buy an M3/M4 become quick fans of the design. As our week with the M4 Competition closed, its unusual front-end styling still hadn't worked its magic on us. Luckily, its appeal does seem to be quite dependent on color. For example, the Brooklyn Grey Metallic finish on our tester highlights the front's large intakes, while stealthier finishes such as Tanzanite Blue II Metallic, Isle of Man Green Metallic, and Black Sapphire Metallic allow them to hide in plain sight. View All BMW M4s For Sale Front-end aside, the M4 Competition xDrive Convertible has a menacing presence. Its generous dimensions may convince you it's a GT at first sight, but its widened bodywork, strong shoulder line, and low stance scream sports car. Its staggered set of 19/20-inch M Double-Spoke wheels wrapped in Michelin Pilot Sport 4S rubber is a particular highlight as their two-tone finish helps them appeal larger, visually filling out the large wheel wells. The main focal point of this car's rear end is its enormous carbon-fiber diffuser housing four large exhaust tips. Supplemented by aggressive lines in the rear bumper, these elements combine to widen the car visually. There's no mistaking an M4 for a standard 4-Series. While its predecessor counted on a folding metal roof, this newest version returns to the soft tops of old. According to BMW, this has profound weight benefits as the new fabric top is 40 percent lighter than the outgoing hard-top. From a visual standpoint, the black roof provides a nice contrast against the lighter paintwork, matching darker carbon fiber elements and the two-tone wheels. It takes 18 seconds to retract and can do so at up to 31 mph. Fans of the nose will find no other gripes with the rest of this car's styling. It's sleek and imposing while drawing on styling elements of previous generations while looking squarely at the brand's future. However, it'll take only one drive to have even the harshest critics forgiving its looks. Handling/Performance Over the last ten years, performance cars have become astronomically fast. Supercar-quick is an understatement, and the 2022 BMW M4 Competition xDrive Convertible is no exception. It is a proper powerhouse, powered by a twin-turbocharged 3.0-liter inline-six-cylinder engine delivering 503 hp and 479 lb.-ft of torque. Despite a curb weight of 4,306 lb, 327 lb more than its coupe equivalent, it still reaches 60 mph in 3.6 seconds. The 0-60 penalty is only 0.2 seconds compared to an equivalent coupe. In the real world, however, these slight differences are imperceptible. No one climbing out of the drop-top can tell its straight-line performance apart from its lighter sibling. Its xDrive all-wheel drive system is to thank for this. While it remains a rear-biased system, it helps the M4 put all its power down. In contrast, a rear-drive M3 Competition we tested last year proved eager to light up its rear tires during a launch. Hit the canyons, and the M4 Competition Convertible's all-wheel drive nature comes to the forefront. There's significantly more grip through the corners, and its limits proved higher than its rear-drive counterparts. While you sacrifice outright front-end agility, you get a higher level of composure as you try and test its limits. Dialing back stability control is an excellent example of this. Where a rear-drive M4 may become squirrely, its xDrive sibling seemingly claws its way out of corners. The onboard eight-speed ZF automatic transmission proves that a dual-clutch box isn't necessary to make an engaging sports car. While we have yet to drive a three-pedal M3/M4, this ZF unit proved incredibly quick in its most aggressive settings while neatly fading into the background around town. Its only downside is that you won't get those crisp downshifts you got in the previous model. It's quick, just not razor sharp. Also Read Our Lamborghini Huracan STO Review: A Proper Race Car for the Road Although chassis flex is a common topic when dealing with 2023 convertibles, there's none to report here. Within that 327 lb gain between an xDrive coupe and the convertible, you get all the additional strengthening BMW implemented to retain rigidity. Even after multiple runs in the canyons, we couldn't detect any unusual movement. Sure, at 4,306 lb, the drop-top is a chunky thing, but wobbly it is not. With the top down, its active exhaust delivered a wonderful throaty note. As its predecessor was far from the best-sounding M car, this was a welcomed addition. This will be the most significant deciding factor between this and its coupe counterpart, as this drop-top sports car matches its sibling in every other performance aspect. Its steering is hefty. In traditional BMW fashion, it goes from weighty to downright heavy as you move up to the most aggressive drive modes. While the wheel is willing to communicate, it only seems to do so when you're really pushing this car. If you're cruising along, it's more weight than actual feedback. As a result, you're only properly connecting with this car when tackling corners faster than you probably should. Our tester did not feature the optional carbon-ceramic brakes for $8,500. However, the standard compound brakes proved strong, even after multiple spirited drives. Given this car's heft and tremendous pace, we were glad that they were not only effective but very consistent throughout a full day of testing. So then, the BMW M4 Competition Convertible is a proper M car, even without a roof. However, if this car has any flaw, it's that it doesn't ever dial itself back. Sure, a stiff, planted two-door is ideal for a Sunday drive, but during the week around town, its adaptive suspension never entirely leaves stiff mode. Around Los Angeles' poorly maintained roads, it proved bouncy while translating even the smaller road imperfection into in-cabin discomfort. However, one key interior option may make all the difference. Tech/Interior Inside, the 2022 BMW M4 Competition xDrive Convertible feels like a premium product, even with a six-figure price tag. Our tester featured carbon fiber seemingly everywhere and an ultra-bright shade of Kyalami Orange leather with a contrasting shade of black. This interior is not for everyone. It is a true love-it or hate-it scenario. In our case, it was a major win, especially on an otherwise executive-friendly car. While their leather finish is a winner, the seat's ergonomics are not. Our tester featured the optional $3,800 M carbon bucket seats. While they are stunning to look at with a full carbon back and pass-through sections around your torso, sitting comfortably in them proved challenging. The main culprit is the side bolstering, which holds you in quite tightly if you're of any size and makes ingress and egress a struggle. In the canyons, their track-focused nature means you won't shift around through high-speed corners. However, around town, you may find yourself searching for personal space. Add a sizeable carbon-fiber centerpiece between your thighs, and you'll need to be properly slim to sit comfortably. Combined with the M4 Competition's stiff suspension, you'll have a sports car that can't double as a cruiser. However, the move here is to leave the M4's standard seats. They offer excellent bolstering, plenty of padding, and work to offset some of the suspension's harshness. The rest of the interior proved well-built and nicely laid out. In front of the driver, a configurable 12.3-inch instrument cluster relays all the relevant information with stunning graphics. At the same time, a 10.25-inch infotainment screen in the center houses iDrive 7.0 and wireless Apple CarPlay and Android Auto connectivity. It's worth mentioning that during our week, the M4 never made a strange rattle or had even the slightest trim misalignment. With the top up, interior noise remained minimal, even on the highway. While it may not be exactly as quiet as its coupe sibling, it delivers the sound-deadening you'd expect from a premium product. Pricing Our tester comes in at $107,095, including a $995 destination fee. It starts at $86,300, but costly options such as the M carbon bucket seats for $3,800, M carbon exterior package for $4,700, and M driver's package for $2,500 quickly get us to that elevated as-tested figure. Looking through the configurator, our tester was only a few available options, such as the $8,500 carbon-ceramic brakes. Closing Thoughts As the 2022 BMW M4 Competition xDrive Convertible proves that it can go toe-to-toe with a comparable coupe in handling, speed, and enjoyment, the main deciding factor will be the drop-top experience. With this latest iteration, BMW has eliminated most of the common drawbacks associated with convertibles, leaving customers to decide solely on the type of experience they'd like. However, while this specific M4 proves to be an excellent sports car, its price tag makes it not the one to get. At $107,095 as-tested, this M4 has nearly every available optional extra. We'd have no problem recommending them if they genuinely altered the driving experience. However, this M4 Competition Convertible xDrive comes with everything you need right out of the box. So if open skies on a Sunday drive are a must, avoid costly options, and you'll have a properly priced sports car that won't disappoint. View All BMW M4s For Sale

By Andrew Nabors – March 13, 2019

Reviewed: 2018 BMW 650i Convertible

Reading and speaking about the BMW 6 Series in past-tense is tough. While a Gran Coupe version still exists, the 2-door versions were discontinued after the 2018 model year. BMW has been hard at work on the new 8-series for years, and production has finally commenced. But what about our old friend? We wanted to know if 2018 was a proper ending for such a potent machine. BMW built more examples than dealers normally order because the 8-Series convertible isn't widely available yet. So, we spent a week with the big six, one last time. You can't deny the size, this is a big car. Like all convertibles, the doors are heavy with side impact protection. Entry is easy because the ride-height is not as low as the competitors. BMW also managed to keep the beltline low to provide excellent visibility. The vertical rear glass also acts as a wind deflector when the top is down. A nice styling update arrived in 2015, which will make the final 4 model years collectible in the future. If you don't need a twin-turbo V8, the 640i offers a twin turbo straight six with plenty of power. But this 650i packs their 4.4L twin turbo V8 with 445 horsepower available. All wheel drive was also onboard to keep us safe. But it also adds to the hefty weight of the 6 Series. Because it rides on a shortened 5-Series sedan platform, it is a plus-size superstar. Weight does have one advantage: ride quality. The 650i hugs the road, and it does so without any compromises normally associated with a convertible. Yes the rear seats are small and the trunk is not enormous. BMW makes up for that by offering 29 MPG on the highway. Once you are up to speed, the turbos are bypassed. It allows the 4.4L to easily cruise at triple-digit speeds. Conversations are easy thanks to the well-insulated top, and there is no silly fake engine noise fed into the audio. Normal convertibles lead a life of neglect, but this car will be cared for. Because it has no discernible quality issues, the final 6 Series will be in demand for years. Our dealers have several examples on their lot, so click the link below and reward yourself with the world's best convertible. Shop BMW 6 Series For Sale " width="680">

By Andrew Nabors – November 07, 2017

Reviewed: 2017 BMW X4 M40i

Imagine an M3 with room for a family. Wouldn't it be nice to have a twin-turbo straight six with room for groceries? What if it was AWD and loaded with the latest in safety & convenience? The BMW X4 M40i offers 355 horsepower and the ability to reach 60 mph in only 4.7 seconds. As the latest creation of BMW USA, it is built in Spartanburg, South Carolina and sold around the world.We were curious as to its abilities, so the factory sent us a fully-loaded example for a week of thrills. At first glance it seems unassuming. It wears a style similiar to other X-series models, albeit with an aggressive wheel/tire & brake package. Our publisher had an X5M as a daily driver for 3 years, and its twin-turbo V8 was spectacular. The only issue with the X5 was weight. After a few minutes behind the wheel, it feels like the X4 is lighter than most luxury sedans.It rides on 20" wheels, with 245/40 tires up front and 275/40 on the rear. This allows the Sport Activity Vehicle to offer more grip than you will ever need. Try as we might, the xDrive system and Dynamic Stability Control work to keep the X4 glued down. In our lap of St. Petersburg, we found delight in brake-boosting the 3-liter six to engage launch control. Each turbo handles 3 cylinders, making the exhaust sound quite unique. At full boost, it sends 343 lb-ft of torque to all wheels. Paddle-shifting the 8-speed auto is fun on twisty roads, and the big brakes have fade control to keep you from smoking the pads.Nothing for sale in the US compares to the abilities and quality of the X4. It can be had with a turbo-four, but the M40i is more fun than a barrel of monkeys. With the Technology Package and LED lighting, the MSRP is $67,495. That's a bargain price for wood & aluminum trim, Harmon Kardon audio and Oyster Nevada leather. Check out the listings below for the BMW that's right for you, and stay with us for more insightful reviews.View BMW X4 For Sale

By Edward Jones – August 01, 2016

2016 BMW X1 xDrive28i Review

The crossover has become very popular in the United States over the recent years. Because of this, BMW has created their own take on the crossover: the X1. What they call a Sports Activity Vehicle, the X1 xDrive28i combines the size of an SUV with the handling and performance of their sporty cars.The example we had was powered by BMW's inline four-cyliner engine, equipped with their TwinPower turbos. At just 2.0-liters of displacement, it still generates 228 hp and 258 lb-ft of torque. This power combined with the X1's small stature and 8-speed automatic transmission (with manual shift mode) made for a sporty ride that you can't normally find in a full-size SUV. As for handling, BMW's Dynamic Stability Control came into play, which made cornering at higher speeds easier and safer.As I mentioned previously, the 2016 X1 is definitely not a full-size SUV, fitting in more with the crossover segment. But even though its not as big as its relatives, it still boasts 27-cubic-feet of cargo space behind the rear seats, with additional space underneath the floor. When it comes to space for the driver and passengers, I can't say that any of us that were in the car ran into any issues-- and that includes passengers over 6-feet tall.Being a BMW, there are plenty of options and technologies that a buyer can include in their car. First off is the Driver Assistance Package ($1,150) and Driver Assistance Package Plus ($700). The most important inclusion in these options would have to be the rear view camera. Other packages included the Cold Weather Package ($500), Premium Package ($3,250) and Technology Package ($2,500). I can definitely say that the most impressive options had to be the Driver Assistance Package and Premium Package, with the latter adding a multitude of create comforts like a panoramic moonroof and lumbar support.Those looking for a fun drive that will provide space when needed ought to look into getting a crossover. If you want to add some German flavor to your garage, look no further.View All X1s For Sale

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