Welcome to the BMW M5 ’30 Jahre’, German for ’30 years’.
It’s built to celebrate the 30th Anniversary of the BMW M5, which first escaped M Division headquarters in E28 guise back in 1985. Just 300 will be built, and there’s currently just one left for sale in Australia, for which you’ll need $238,400, an $8000 premium over the standard car.
There’ll be no alcoholic drinks served at this party, but the M5 30 Jahre is equally intoxicating, thanks to the 4.4-litre twin-turbo V8 being wicked up to 441kW/700Nm. Claimed 0-100km/h in 3.9sec, but there’s a couple of reasons why that’s an irrelevant figure.
Firstly, with so much power, getting an M5 off the line cleanly is next to impossible, and secondly, at 100km/h it’s only really getting into its stride. From 100-200km/h, the M5 is without doubt one of the fastest cars in the world, capable of giving 911 Turbos a severe hurry-up. Top speed can be optionally lifted to 305km/h – without a limiter, 325km/h+ should be achievable.
The engine is a masterpiece, with superb throttle response (in Sport Plus at least), masses of torque, yet still a strong top-end, but it’s a shame the artificial engine noise makes it sound like it’s running on seven cylinders at a cruise; even at full noise there’s something odd about it.
At 4.9m long, 1.9m wide and 1870kg, the M5 is a very big car, and feels it. Combined with its eye-watering speed, this makes it a challenge on the public road. Communication isn’t exactly its strong point and when the grip does run out it does so suddenly.
If there are any M5 owners out there, though, I urge you to take your car to the racetrack. Not necessarily to thrash around doing hot laps – you’ll run out of tyres and brakes in short order if you do that – but with wide open spaces and no speed limits this super sedan makes a lot more sense.
The key is to be smooth. Smooth with the brakes to avoid overloading the front tyres, smooth with the steering to manage the weight and smooth with the throttle to avoid frying the rear rubber. Do that and the M5 is stunningly, dizzyingly fast and capable. Try and bully it around and it’s going to be an unhappy relationship.
Extend this approach back to the public road and the M5 begins to shows its strengths. Find your preferred combination of settings (for me it’s Sport throttle and steering, Comfort damping, ESC in ‘MDM’ mode, just in case), dial the commitment back to seven- or eight-tenths, and you’ll cross country in great comfort at incredible speed.
I’ve not always been the biggest fan of the new M5, but it’s combination of pace and space – not to mention the fact that it looks the absolute business in 30 Jahre spec – has won me over. Not having driven any of the others, I’m not in a position to comment where it ranks in the pantheon of M5 greats, but if you have, let us know in the comments below which one you’d take.
Specs: Engine: 4.4-litre V8, DOHC, 32v, twin-turbo Power: 441kW @ 6000-7000rpm Torque: 700Nm @ 1500-5750rpm Weight: 1870kg 0-100km/h: 3.9sec (claimed) Top speed: 305km/h (limited) Price: $238,400 4/5
Welcome to the BMW M5 ’30 Jahre’, German for ’30 years’.
It’s built to celebrate the 30th Anniversary of the BMW M5, which first escaped M Division headquarters in E28 guise back in 1985. Just 300 will be built, and there’s currently just one left for sale in Australia, for which you’ll need $238,400, an $8000 premium over the standard car.
There’ll be no alcoholic drinks served at this party, but the M5 30 Jahre is equally intoxicating, thanks to the 4.4-litre twin-turbo V8 being wicked up to 441kW/700Nm. Claimed 0-100km/h in 3.9sec, but there’s a couple of reasons why that’s an irrelevant figure.
Firstly, with so much power, getting an M5 off the line cleanly is next to impossible, and secondly, at 100km/h it’s only really getting into its stride. From 100-200km/h, the M5 is without doubt one of the fastest cars in the world, capable of giving 911 Turbos a severe hurry-up. Top speed can be optionally lifted to 305km/h – without a limiter, 325km/h+ should be achievable.
The engine is a masterpiece, with superb throttle response (in Sport Plus at least), masses of torque, yet still a strong top-end, but it’s a shame the artificial engine noise makes it sound like it’s running on seven cylinders at a cruise; even at full noise there’s something odd about it.
At 4.9m long, 1.9m wide and 1870kg, the M5 is a very big car, and feels it. Combined with its eye-watering speed, this makes it a challenge on the public road. Communication isn’t exactly its strong point and when the grip does run out it does so suddenly.
If there are any M5 owners out there, though, I urge you to take your car to the racetrack. Not necessarily to thrash around doing hot laps – you’ll run out of tyres and brakes in short order if you do that – but with wide open spaces and no speed limits this super sedan makes a lot more sense.
The key is to be smooth. Smooth with the brakes to avoid overloading the front tyres, smooth with the steering to manage the weight and smooth with the throttle to avoid frying the rear rubber. Do that and the M5 is stunningly, dizzyingly fast and capable. Try and bully it around and it’s going to be an unhappy relationship.
Extend this approach back to the public road and the M5 begins to shows its strengths. Find your preferred combination of settings (for me it’s Sport throttle and steering, Comfort damping, ESC in ‘MDM’ mode, just in case), dial the commitment back to seven- or eight-tenths, and you’ll cross country in great comfort at incredible speed.
I’ve not always been the biggest fan of the new M5, but it’s combination of pace and space – not to mention the fact that it looks the absolute business in 30 Jahre spec – has won me over. Not having driven any of the others, I’m not in a position to comment where it ranks in the pantheon of M5 greats, but if you have, let us know in the comments below which one you’d take.
Specs: Engine: 4.4-litre V8, DOHC, 32v, twin-turbo Power: 441kW @ 6000-7000rpm Torque: 700Nm @ 1500-5750rpm Weight: 1870kg 0-100km/h: 3.9sec (claimed) Top speed: 305km/h (limited) Price: $238,400 4/5
Lexus has put the Europeans on notice, announcing its RC F will arrive locally at a price that “significantly undercuts” its Bavarian competitors.
When the RC F goes on sale in February the two-door coupe will wear a $133,500 price tag. Accompanying the base model will be a Carbon variant; embellishing an RC F with a bonnet, boot spoiler, roof panel and interior trim in bare carbonfibre for an extra $14K.
Importantly, the RC F should fare strongly against its Euro rivals: Price wise, BMW’s twin-turbocharged M4 weighs in at $166K, or some $30K more than the Japanese-built performance coupe. Its other current German rival, the all-wheel-drive Audi RS5, also lobs for far more than the RC F at $156K.
The Lexus has both covered for power too. Its 5.0-litre naturally aspirated V8 producing 351kW and 530Nm – versus the M4’s 317kW and 550Nm and the RS5’s 331kW and 430Nm.
Big thanks to Yamaha, then, who were let loose on the IS F’s engine and went as far as upping the engine’s compression and quality of its internals to achieve the power figure.
However it’s not all about outputs, when it lands we’re confident the Lexus will have the float in its feet to match the sting of its punch – our recent drive of the RC 350 revealing glimpses of greatness in the RC’s chassis and platform.
Arriving late to the party will be Mercedes Benz’s brutal 375kW and 700Nm C63 ‘S’ as details on its pricing and a coupe variant are yet to be confirmed.
Lexus says selected dealers will take receive preview RC F models this December before it launches in January.
MAZDA will launch a new CX-7 after it dropped the previous model in 2012. To sit between the CX-5 and CX-9 – with the CX-3 as the entry point to Mazda’s SUV lineup – a second generation CX-7 would broaden Mazda’s presence in the SUV market, which has been booming for 20 years and shows no signs of slowing.
One possibility understood to be under serious consideration from Mazda for an all-new CX-7 is a stretched version of the CX-5 – bringing with it a longer wheelbase and seven seats to compete with the new breed of mid-sized seven-seat SUVs such as the Nissan X-Trail and Mitsubishi Outlander.
SUV sales grew 5.5 percent in the first 11 months of 2014 in a market that softened 2.2 percent. Most of the growth has been in the small and medium segments, the latter where the CX-7 would slot.
Speaking at the recent Los Angeles motor shows two senior Mazda executives hinted the CX-7 could make a return, something confirmed as a likely scenario to
“SUV will become much bigger volume,” said Mazda managing executive officer Masahiro Moro.
Reaffirming expectations that a CX-7 could be added to the Mazda SUV family are the forecast and actual sales of the CX-5 that went on sale in 2012.
“CX-5 projection [when it first went on sale] was 160,000 [global sales annually] – this year [2014] 350,000,” said Moro, explaining it would likely remain the brand’s top selling SUV.
He said while the CX-3 had big sales expectations the larger dimensions of the CX-5 would likely make it more appealing to more people.
The CX-7 was Mazda’s first SUV, first arriving here in 2006. It was replaced by the CX-5, which was slightly bigger inside but smaller on the outside.
Moro said there was a shift away from conventional sedans, wagons and hatchbacks into SUVs.
“Almost all countries demand shift from conventional C [small] car into an SUV and C/D [medium] car into an SUV and maybe future B [light] car into SUV.
“This is a very obvious trend.”
The program manager for the CX-3, Michio Tomiyama, also hinted there was room for SUV expansion within Mazda.
“If you look at the evolution of Kodo design from CX-5 to CX-3 you can tell what evolution will be taking place from CX-3 to CX-9.”
MERCEDES-BENZ has revealed its BMW X6 combatant, the GLE Coupe, but here’s the proof that an AMG version is in development. The GLE is based on what would have been the Mercedes M-Class, but the German maker’s new naming system sees the next M-Class badged as ‘GLE’. That makes the GLE Coupe basically an M-Class coupe, in the same vein as the BMW X6 is an X5 Coupe. And this AMG version a direct shot at the rival to the BMW X6M.
Under the bonnet of the GLE 63 AMG Coupe will be the 4.0-litre twin-turbo V8 that’s found in the new AMG GT and forthcoming C63 AMG sedan and wagon. The new engine replaces the former ‘6.3-litre’ V8 (which is actually 6208cc) that did without turbocharging, but the new engine brings with it clever packaging advantages. This includes fitting the two turbochargers with the engine’s vee, saving space and improving throttle response through shorter plumbing.
The GLE 63 will crown the GLE range, which will include the new AMG Sport models that will be show at the Detroit motor show in January. So far, Mercedes has confirmed the GLE 450 AMG that’s powered by a petrol V6 and the diesel V6 GLE 350D. Mercedes still hasn’t pointed to whether the GLE Coupe is a four-seater, like the BMW X6, however company insiders have hinted that it is likely to keep the regular four-door GLE’s five-seat arrangement.
The Mercedes GLE Coupe will be shown at the Detroit Motor Show and will arrive in Australia in late 2015. The G63 AMG version is set to follow in 2016.
Q: Tesla Model S? Isn’t that an electric car?
A: Yep, sure is.
Q: But this is MOTOR, I want to read about fast cars.
A: Well, the Model S qualifies on that count. Thanks to its rear-mounted 310kW/600Nm electric motor, Tesla claims the P85+ sprints from 0-100km/h in just 4.4sec. We believe it, too, judging by the way it storms off the line. Even more impressive, though, is its mid-range acceleration. Despite weighing 2.2 tonnes, its overtaking punch feels every bit as potent as an M5 or RS6.
Q: Ok, it’s fast, but 2.2 tonnes? It must handle like a sack of potatoes?
A: You’d think so, but no. If ever there was advertisement for the benefits of a low centre of gravity, the Model S is it. Yes it weighs a truckload, but all the mass is stuck to the floor of the car – the aluminium body actually weighs very little. Yes, it still feels big and reasonably heavy, but more like 1700kg and it changes direction with incredible deftness for its size. Combine that with the massive torque and it’ll destroy your favourite road at a pace that would be difficult for most conventional cars to match.
Q: Nothing comes free, so what’s the catch?
A: As ever with electric cars, it’s range. The Model S sets a new benchmark by offering up to 500km from a single charge, but we managed about half that and couldn’t use the performance anywhere near as much as we wanted. And the problem remains that you can’t just duck in to a petrol station to fill up, if you run out of juice, it’s a 10-hour wait for a full charge, even on one of Tesla’s 40-amp wall chargers.
Q: Anything else?
A: Well, yes. It’s also strange to drive. With massively strong regenerative braking, you often don’t need to do anything other than press the accelerator and steer. There is also a complete lack of any traditional visual or audible cues, such as a tachometer, engine revs or gear selection.
Q: So the future isn’t quite ready yet?
A: Not so fast. As an everyday tool, the Model S is an absolute revolution. It’s incredibly quiet and because there are no mechanicals, the cabin is enormous and the luggage space has to be seen to be believed. Then there’s the control interfaces, adjusted through that enormous 17-inch touchscreen in the dash. There’s far too much to go into here, but you’ll be able to learn more in our February issue.
Q: What’s the verdict?
A: For a first effort, the Model S is incredible. There are a few clues that it’s not the product of a mass manufacturer (fit and finish for instance) but the technology is superbly executed. It’s currently hampered by the lack of infrastructure in Australia, so it’s usefulness will depend on how quickly and effectively Tesla can roll out its supercharger stations across the country, which provide a 50 per cent charge in 20min.
4/5
Specs: Electric motor 310kW/600Nm 0-100km/h 4.4sec Price Approx. $180,000
Ubisoft’s The Crew is the next generation in action-driving games, delivering players the richest possible gaming experience by integrating the latest technology resulting in a living, breathing online world, that’s fresh and unique every time you log on to play.
At the centre of the game is a rather unique element – you. You build the game and play it the way you want, roping in your real-life crew through cutting-edge social connectivity, and taking on over 10,000km of open roads as you redline it across the entire USA!
With a line-up of exotic vehicles from a range of manufacturers, your garage is as exciting and dynamic as the gameplay and to further personalise the experience, you can customise your car to suit your tastes or to suit your next challenge which, for the record, can incorporate a range of motorsport disciplines across a range of surfaces and venues.
The Crew defines what freedom truly means in an action-driving game. In a world without barriers you’re free to cruise the streets and taunt the local Police in to a high-speed chase, or round up your mates and work together to tackle the game’s challenges in campaign mode.
YOU’RE CONNECTED
With your crew helping you race and win you’re never alone during gameplay, but when you’re away from your console the fun doesn’t need to end. Continue the experience on iOS and Android tablets, and online. Stay connected and find out what your crew is up to while you’re away, tune your car remotely to prepare for your next race and even communicate with your crew to do your bidding!
Ubisoft call The Crew a living, breathing game and with social connectivity this rich, you’ve never been able to live the game like this before.
YOU’RE IN CONTROL
CHOOSE
With an arsenal of high performance cars collected from manufacturers around the world, The Crew is like a candy shop for the performance enthusiast. Choose from Paganis, BMWs, Aston Martins, Bentley’s, Lamborghinis, any number of high-powered American pick-ups and iconic muscle cars including the quintessential 1967 Shelby GT500, or even Ferrari’s dream machine, the LaFerrari.
MOD
Diversity is the key to the success of The Crew and given that you’ll be expecting 110% from your car to tackle the challenges and take down the 510s gang, you’ll need to prepare your car appropriately. Tune your car to suit Raid, Street, Dirt, Performance or Circuit; then personalise it further with aesthetic and performance upgrades collected during gameplay.
RACE
The challenges are as wild and diverse as the gameplay, and will test every shred of your rev-head fibre! Timed hill climbs, a unique discipline that pitches your car off a ramp towards a bullseye target, precision driving through narrow gates, slalom challenges and a number of raw speed contests designed to push both driver and car. Of course if this all gets too much, you’ve always got thousands of kilometres of open road to hoon around on with your mates.
THE CREW is out now on PS4, Xbox One, PC & X360. http://www.thecrewgame.com
Pity the poor Mercedes-Benz S63 AMG owner, what with their measly 430kW/900Nm 5.5-litre twin-turbo V8.
With such a piffling amount of power, it’s amazing it can get up a steep hill. Thankfully, German tuner Mansory, best known for creating ghastly affronts to automotive taste, has the answer with its M1000.
With an uncharacteristically restrained effort that brings to mind the best work of Brabus, Mansory lifts outputs to a much-more-like-it 735kW/1400Nm, the latter electronically limited because anything more would surely be excessive.
This gargantuan power is able to shift two-plus tonnes of S-Class to 100km/h in a claimed 3.2sec and hit a limited top speed of 300km/h. If that all sounds a bit much, Mansory do offer an M800 with 588kW/1200Nm, but why have second best?
Externally, there’s a reasonably tasteful body kit, slightly wider front guards, a new bonnet, reshaped LED daytime running lamps and 22-inch wheels wrapped in Vredestein tyres 255/30 up front and 295/25 at the rear.
Thankfully, the superb interior of the new S-class is largely left untouched, save for some Mansory logos. Individualisation is available on request, however, should Mansory’s usual clientele wish to spec the traditional ostrich feather seat covers or crocodile skin dash with gold highlights.
MINI has today revealed its latest ball-tearing hot-hatch, the Cooper S John Cooper Works.
Powered by a 170kW/320Nm 2.0-litre turbocharged four-pot, the new model is packing an extra 29kW over the standard Cooper S and can hit 100km/h in 6.3 seconds in standard manual guise. Opting for the 6-speed automatic transmission with paddle shifters sees that sprint time drop to 6.1 seconds – down from 6.7 seconds in the standard 141kW Cooper S.
The new JCW is the most powerful series production MINI ever built, though we suspect there’s more poke to be extracted from the 2.0-litre with the same ‘B48’ motor making 180kW/350Nm in BMW’s 328i sedan.
While the new model still isn’t available with a mechanical limited slip differential, the traction and stability control programs are able to simulate an electronic diff lock to give the car better traction by individually braking each wheel when wheel spin is detected.
Stopping power in the JCW is supplied by a newly developed Brembo braking system and the suspension has been retuned for better handling while adaptive dampers will be available as an option.
At 1205kg, the new car is around 40kg heavier than its direct predecessor though the car has grown significantly and swapped the old 1.6-litre engine for a larger 2.0-litre.
Visually, the JCW wears a new roof spoiler and more aggressive front and rear bumpers with extra cooling vents compared to the standard S and rides on new 17-inch alloy wheels shod in 205-section tyres.
Inside, the hot hatch is fitted with sports seats, John Cooper Works steering wheel, stainless steel pedals and unique badging.
The new-generation MINI Cooper JCW is expected to arrive in Australia mid-2015.
HOLDEN is shopping around for someone to share empty office space at its Port Melbourne headquarters as the car maker starts to wind down ahead of its 2017 manufacturing exit.
Almost a year to the day Holden announced it was quitting, an expression of interest to rent part of the car maker’s Salmon Street-based headquarters was listed on the website of commercial real estate specialist Mirvac, offering 7000 square metres – about half the area of a footy ground – of space split across three levels.
As part of its end to six decades of local manufacturing, Holden is shedding up to 2900 jobs – 1300 of them Victorian – across its Elizabeth, South Australia car-making plant, its $400 million Port Melbourne engine-casting facility, and its Salmon Street office.
It is believed Holden is seeking expressions of interest in sub-leasing areas of its office – purpose-built for the car maker in 2005 as part of a $2 billion, five-year investment plan and adjoining its V6 engine-casting plant and an idled four-cylinder one – as it reduces its white-collar headcount.
The advertisement on the Mirvac website notes that the office is only three kilometres from the heart of Melbourne, and includes access to a multi-storey car park.
As well as Holden marketing and sales staff who will survive beyond 2017, tenants will rub shoulders with foreign and local talent tied to General Motors’ global design office – the only part of manufacturing aside from the Lang Lang proving ground in Victoria’s south-east to survive the car-making cull.
Wheels contacted Mirvac to ask about the terms of the Salmon Street lease, but the company did not return our call.
Holden media spokesman George Svigos told Wheels the Australian arm of GM would keep its head office at the site beyond the end of local manufacturing.
“On behalf of Holden, [real estate services group] CBRE is exploring opportunities for any tenants to locate with Holden at 191-197 Salmon Street,” he said.
“Holden will remain headquartered at 191-197 Salmon Street.”
Holden is expected to sell off land that houses its Elizabeth facility and its Melbourne-based V6 engine plant once potentially costly environmental clean-ups at both sites are completed.
Meanwhile, Toyota announced late last week it would consolidate its sales and marketing operations in Melbourne once it becomes a full-line importer in late 2017, shuttering its Sydney-based operations. The Sydney closure affects about 350 workers.
