RML’s Not-a-Priceless-Ferrari Comes Closer to Production
The RML Short Wheelbase (SWB) is not a Ferrari. It's inspired by the classic 250 GT SWB, but it's a new build powered by a modern-era 5.5-liter Ferrari V-12. Think of it as the best sort of homage—not a replica, not a restored, but something tweaked, improved, and usable. The images you're looking at are the first we've seen of the preproduction model, the one RML will use for durability testing. A lot of prepro mules are ugly, taped-together things with temporary lights and lots of warts. Not this RML—it's undeniably gorgeous.
This isn't RML's first rodeo. The outfit has been doing kits to make the Aston Martin DB4 and DB5 continuation cars road legal, and even converted an Aston Martin Vulcan for road use. It's dabbled in stranger projects, too, like building a Nissan-GT-R-powered Juke-R crossover for that automaker's European operations. The SWB, though, is something different.
And it's real. That's the important part. Whatever happens with the RML SWB at this point—and given where the market for things like this is right now, we doubt RML will lack for customers if they can bring the car to production—this prepro mule is a beautiful, physical testament to the enduring appeal of Golden Era Ferraris. RML says production will start soon, for whatever that's worth.
This car will be put through its paces at the UTAC proving grounds (formerly Millbrook, built by GM and modeled after the Milford facility in the U.S. ), which will surely create some wear and tear. Rather than finish it to a lesser standard before it deteriorates, RML decided to make it look nice and grab a set of beautiful images beforehand. This, we greatly appreciate, because who doesn't love to gawk at a beautiful shape? That said, we hope RML isn't afraid to show the SWB doing its thing on the track, warts and all.
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lincoln corsair Full OverviewThe 2021 Lincoln Corsair Grand Touring sounds like a losing proposition. Why pay Nautilus midsize SUV money for a compact SUV? Well, the Corsair's design for starters. The 2021 Lincoln Corsair's attractive curves gracefully slice through the luxury SUV noise—look elsewhere for angular or sporty styling. Now consider the Grand Touring model's plug-in hybrid powertrain, and the Corsair begins to make sense. This intriguing Lincoln is one refresh away from true excellence, but the Corsair Grand Touring already offers enough to steer open-minded shoppers away from Audi, Volvo, and Lexus dealerships.A Shrinking SegmentWith plug-in hybrid versions of the Mercedes-Benz GLC and BMW X3 discontinued for the U.S. market, only four players remain. Lexus burst onto the scene with the new NX450h+, Volvo has the long-running XC60 T8, Audi offers the Q5 TFSI e, and Lincoln sells the Corsair Grand Touring. All four deliver on the promise of plug-in hybrids—great efficiency like a hybrid, but with miles of electric-only range. Recharge them by plugging in at night, then set out the next day on EV-only propulsion once again. When it's time for a road trip, the SUV turns into a conventional hybrid; the gas-fueled engine takes you wherever you want to go. That's what makes plug-in hybrids so appealing. Despite their greater powertrain complexity, they can serve as an introduction to electric cars.If you aren't ready to try fully electric models, the Lexus NX350h also exists in this space. A standard non-PHEV hybrid, the NX350h undercuts the Lincoln and its direct competitors in price but can't match the flexibility a plug-in provides.Grand Touring = Best Performing Lincoln Corsair?Comfort and smoothness are higher priorities for Lincoln than sportiness, but who says you can't enjoy those qualities swiftly? The 2021 Lincoln Corsair Grand Touring (and essentially the unchanged 2022 model, which starts at $51,525 and would cost $62,125 similarly equipped) enter the plug-in compact luxury SUV segment with 266 hp from an Atkinson-cycle 2.5-liter I-4 and its electric motors. Acceleration to 60 mph takes 6.3 seconds, quicker than the base 250-hp Corsair 2.0 (7.3 seconds) and two tenths of a second ahead of the 295-hp Corsair 2.3. The Corsair Grand Touring's 6.3-second performance comes in hybrid mode; travel in EV-only mode, and responses are more leisurely unless you press the throttle all the way down—the Lincoln will then get the message and turn on the gas engine again.The 2021 Lincoln Corsair Grand Touring faces quicker competition outside of the Lincoln dealership. The last Volvo XC60 T8 Recharge we tested hit 60 in just 5.0 seconds. An updated model offered alongside the standard T8 Recharge version is said to shave a half second from that time, which would match a 2021 Audi Q5 plug-in hybrid we tested. The Audi hybrid reached 60 in only 4.5 seconds. As for the new NX450h+, a 5.5-second time means Lexus is still certifiably quick unless your other car is a Corvette or Tesla.What the Lincoln Corsair Grand Touring numbers don't tell you is how the engine sounds. For a luxury SUV, it's simply too loud. If you never drove the competition, you might never know to expect better, but of course we have—and we do. The Audi, for one, is quieter for around-town driving when the engine is on.Otherwise, the Corsair Grand Touring delivers on the unofficial Lincoln promise of quiet and comfortable cruising. An adaptive suspension is standard on the plug-in, and the ride quality is good, even on our test SUV's gorgeous 20-inch wheels. You'll experience slightly more body motions from the Lincoln than you might from the Audi, and the steering lacks feel. The Lincoln's planetary continuously variable transmission is smoother in everyday driving, however, and the brakes feel fine until the very end of their travel, when they pull back more than you'd expect. Drivers can get used to this Grand Touring quirk without much trouble, and no SUV in this four-vehicle segment has perfect brake feel. There's room for improvement, but Lincoln did a good job here.In 60-0-mph panic braking, the 2021 Lincoln Corsair Grand Touring comes to a stop in 115 feet, which compares to 131 feet for the 2022 Lexus NX450h+, 116 feet for the 2021 Audi Q5 plug-in, and 114 feet for the Volvo XC60 T8 Recharge. One note from our test team about the Lincoln: The brakes began to smell during this part of its time at the track, which involves four consecutive stops from 60 mph. In figure-eight testing, which evaluates braking, acceleration, handling, and the transitions in between, the Corsair fared surprisingly well for a luxury-first SUV. The Lincoln completed the MotorTrend course in 26.9 seconds at 0.64 g (average), far better than the 2022 Lexus NX450h (28.4 seconds at 0.57 g) and not much different from a 2020 Lincoln Corsair 2.3 (27.3 seconds at 0.67 g)On the road, the Corsair lacks the light and entertaining feel that defines the Ford Escape, one SUV the Lincoln shares its platform with. With Lincoln's focus on luxury, however, that's not a huge loss. Drive the Corsair Grand Touring sensibly, and the Lincoln remains in its element.Lincoln Range and Efficiency vs. Lexus, Audi, and VolvoRange is hugely important in a plug-in hybrid; models with greater range allow you more time to luxuriously glide along under electric power. The Lincoln has a 14.4-kWh lithium-ion battery pack and manages the second-best EPA-rated PHEV efficiency rating, behind only the Lexus. Electric-only range comes in at 28 miles, again second best to the class-leading Lexus. Volvo trails the pack in efficiency and EV range but is preparing another T8 Recharge model with a claimed 32 miles of EV range.Vehicle EV Range PHEV Efficiency, EPA Combined Efficiency as a Hybrid, EPA Comb. 2022 Lincoln Corsair Grand Touring 28 miles 78 mpg-e 33 mpg 2022 Lexus NX450h+ 37 miles 84 mpg-e 36 mpg 2022 Audi Q5 TFSI e 23 miles 61 mpg-e 26 mpg 2022 Volvo XC60 T8 Recharge 19 miles 57 mpg-e 25 mpg Show AllAfter your electric miles are up, the Lincoln's four-cylinder engine takes over seamlessly, and the luxury SUV operates as a hybrid. As with the competition, drive modes allow you to save your EV juice for later if you want. Put it all together, and the Lincoln can travel farther in EV or normal hybrid modes than the Audi and Volvo models presently rated by the EPA, but not as far as the Lexus.We just wish the Lincoln Corsair didn't have a worst-in-class 11.1-gallon gas tank. The tiny tank means you'll stop sooner on long highway road trips. But for day-to-day driving, the average luxury SUV customer will likely want the Lincoln's extra EPA-rated range over the electrifying speed of the Audi and Volvo. Once the updated XC60 T8 Recharge arrives in the U.S., the extra EV range may make it more of a player. The Corsair Grand Touring, however, undercuts that Volvo and others by thousands with its low-$50,000 base price. Our optioned-up test SUV carried an MSRP in the low-$60,000 range, like the Lexus and Audi but still below the Volvo.With the Lincoln, expect charging to take around 3.5 hours on a Level-2 240-volt charger, or 11 hours with a standard 110-volt outlet. As this is written, the Lincoln qualifies for a $6,843 tax credit. That's less than the $7,500 you can get for the Lexus and the 2022-model-year Audi but more than the Volvo's $5,419. (The new longer-range XC60 qualifies for the full $7,500.)Lincoln Luxury Inside Is a Mixed BagInside, the 2021 Lincoln Corsair's interior mostly justifies its $61,035 price, depending on what you seek from a luxury SUV. We still appreciate the Detroit Symphony Orchestra-sourced entry chimes and the soft material on the inside of the door pulls—the latter is a detail Lincoln and Lexus regularly get right. The center stack of controls might look intimidating at first, but over the course of our time with the SUV, we found them easy to use without even looking down. The Audi has a higher standard of interior quality, but more of the Lincoln's interior controls can be operated quickly, from volume and tuning to temperature and fan speed. That's thanks to the angle of the center stack—it's not completely vertical like so many other cars—and because of its mix of tabs and physical knobs.The biggest drawback inside isn't materials or the large Ford-sourced key fob. Rather, it's the tech. The Corsair's 8.0-inch screen isn't angled toward the driver the way the screens in the Audi and Lexus are, nor is it big enough to meet today's standards. No, bigger isn't always better, but in this case the size is a downer, whether you're using the split-screen display within Apple CarPlay or using the 360-degree camera system.Lincoln's 12.3-inch digital instrument cluster has style but could also use some updating. The configurable system's pared-back aesthetic looks premium, and there are even a couple plug-in hybrid-specific displays. Even so, we hope future Corsairs will display more characters in the audio display; with so much available screen space, the song title shouldn't cut off as often as it does. Elsewhere in this segment, we're not fans of the XC60's narrow, vertical infotainment touchscreen, but the 10.1-inch touchscreen in the Q5 and 14.0-inch touchscreen in the NX work well.In the Lincoln, you can sooth any tech frustrations with the available massaging seats. Thanks to the Corsair's lower base price, adding options still allows you—in terms of bang for your buck—to add even more options. That means it's easy to check the box for the massaging front seats and the superb 14-speaker Revel sound system. Also, despite the Corsair's smaller overall length compared to the others, it offers a good-sized 26.9 cubic feet of cargo space.The VerdictTry the Lincoln Corsair if you're comfortable driving a luxury vehicle that's no Lexus or Audi in terms of brand cachet. Where the Lincoln charts its own course in this segment is its clear focus on luxury, not sportiness—that's going to be a good thing for the right buyer. Although the Corsair Grand Touring lacks standout appeal in this foursome of SUVs, the Lincoln compensates for it with generally good scores almost everywhere else.Say it with us: There's no such thing as a perfect car. But if you can handle a small touchscreen and above-average engine noise, the Lincoln Corsair Grand Touring is worth considering, even against rivals from Audi, Volvo, and Lexus. We just can't wait for the refresh.Looks good! More details? 2021 Lincoln Corsair (Grand Touring AWD) SPECIFICATIONS BASE PRICE $51,485 PRICE AS TESTED $61,035 VEHICLE LAYOUT Front-engine, front/rear motor, AWD, 5-pass, 4-door SUV ENGINE 2.5L port-injected Atkinson-cycle DOHC 16-valve I-4 plus permanent-magnet elec motors POWER (SAE NET) 163 hp @ 6,250 rpm (gas), 67+48 hp (elec); 266 hp (comb) TORQUE (SAE NET) 155 lb-ft @ 4,500 rpm (gas), 173+111 hp (elec) TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 4,573 lb (54/46%) WHEELBASE 106.7 in LENGTH x WIDTH x HEIGHT 180.6 x 74.3 x 63.8 in 0-60 MPH 6.3 sec QUARTER MILE 14.8 sec @ 95.1 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 34/32/33 mpg (gas), 83/72/78* mpg EPA RANGE, COMB 430* mi ON SALE Now *EPA blended-PHEV (charge-depleting) mode testing, with vehicles set to their default drive and brake-regeneration modes. Show All
honda hr-v Full OverviewProsHigh-quality interiorSpacious cabin for a small SUVStandard active safety tech ConsSlow, even for an entry-level SUVSmall 7.0-inch touchscreen on two of three trimsLess efficient than beforeTime for some crazy talk: The redesigned 2023 Honda HR-V might soon be the company's only SUV with an MSRP comfortably less than $30,000. That's not big news for car enthusiasts, but buyers not aware of the new 2023 Honda CR-V's upmarket move are in for a surprise. Suddenly, price-conscious CR-V intenders will be kicking tires on the more affordable HR-V, which takes on a more important role in Honda's SUV lineup. Those buyers will find in the 2023 Honda HR-V a refined ride with influences from the excellent Civic as well as from the outgoing HR-V—the latter not quite in the way we'd like.0-60-MPH Acceleration Versus Its RivalsAt MotorTrend, we track-test cars—even small SUVs like the 2023 Honda HR-V—so we can establish how each vehicle's performance compares to the competition. And in this Honda's case, it's not a great story.Every new HR-V is powered by a 158-hp naturally aspirated 2.0-liter I-4 good for 138 lb-ft of torque. Those numbers match the latest Civic, which uses the same engine. As you'd expect, the engine sweats less with the front-wheel-drive Civic sedan, which is hundreds of pounds lighter than our 2023 HR-V EX-L test SUV with more features and all-wheel drive.OK, so let's compare the new HR-V's 9.8-second 0-60-mph time to vehicles its own size. A 2022 Toyota Corolla Cross XLE AWD is nearly a half-second quicker (9.3 seconds), while a Subaru Crosstrek with a 2.5-liter engine is a startling 2.0 seconds quicker. As if that isn't enough, the AWD Subaru is also more efficient. Even against the last-gen HR-V, the new model comes up short; a 2019 HR-V Sport AWD we tested reached 60 mph in 9.6 seconds.Behind the wheel, the HR-V feels slow, but you can still execute highway passes as long as you plan them out a bit. That type of compromise used to be a given in this segment, but that's no longer the case. The Kia Seltos, Subaru Crosstrek, and a couple other competitors won't feel quite as slow as the HR-V. It's not the end of the world, and it won't be the top priority for most buyers, but it's worth noting. This engine doesn't show much power until it revs past 4,000 rpm.Braking and HandlingThe 2023 Honda HR-V doesn't gain competitive ground in 60-0-mph panic-braking, either. Or, rather, it covers more ground than its competitors. A distance of 125 feet is fine for a small SUV like this one, but so is 120 feet (the Corolla Cross), 114-124 feet (two Crosstreks we've tested), or 114 feet (a 2019 HR-V). Clearly, this Honda isn't a numbers car, but at the test track we found brake-pedal feel to be fine for a daily driver. The brakes also remained trustworthy and consistent across our figure-eight testing, being both effective and predictable.On the figure-eight course—a MotorTrend evaluation that assesses acceleration, handling, braking, and the transitions in between—the 2023 HR-V finished in 28.5 seconds at 0.56 g (average), placing it behind the most recent Subaru Crosstreks, and the Toyota Corolla Cross and Kia Seltos Turbos we tested. The steering felt a little heavy but was precise. The engine displayed merely adequate power, and made lots of noise.The new HR-V's story improves away from the track. Its continuously variable transmission feels well-tuned around town and on the highway, delivering smoother performance than any conventional or dual-clutch automatic ever could. The suspension is well-damped for a small and inexpensive SUV, too. In other words, put up with the mild acceleration and there's a payoff in the general feeling of solidity you don't get with all of the HR-V's rivals.Ups and DownsHonda backs up that feeling with an interior sprinkled with surprising and delightful touches. There's soft material on the side of the center console (perfect for resting your leg against during a long red light), and you get the honeycomb dash-trim design we've seen on the Civic and CR-V. That real metal trim disguises air vents and separates two physical knobs on top to control the audio system (volume and tuning), as well as three knobs below for the HVAC system. A small open storage area can hold your keys, and the back seat is spacious for such a small SUV.You simply don't get these touches on every HR-V competitor. Where many of them make up ground is digital screen-space. The 2023 HR-V LX and Sport trims come standard with a 7.0-inch touchscreen—smaller than what you can get elsewhere; a larger 9.0-inch unit comes on the top EX-L trim. Apple CarPlay and Android Auto are standard across the line, but we'd welcome a bigger screen or one tilted a bit toward the driver on the lower two trims. By the way, we asked Honda whether it expects any feature omissions due to parts shortages affecting the industry, and the automaker said all HR-Vs should have "the full features and functions listed for each trim level." Great.The entry-level SUV segment is much larger than it was when the first-generation HR-V arrived, which helps put the Honda's pros and cons into perspective. With fuel economy and driving range, for example, it doesn't quite keep up with our chosen competitive set. An EPA-rated 26 city/32 highway mpg with FWD and 25/30 with AWD is not bad on its own, but it's inferior to the 2022 Toyota Corolla Cross—31/33 mpg with FWD and 29/32 with AWD—and the AWD-only Subaru Crosstrek. For the 2023 model year, the Subaru comes in at 28/33 mpg with its standard 2.0-liter engine and 27/34 with the 2.5-liter unit.The Subaru also holds a huge advantage compared to the Honda in combined city/highway driving range; you'll travel about 100 miles farther in either automatic-transmission Crosstrek than you will in the Honda.The TakeawayThe Honda HR-V remains a good choice in its second generation. But with its physical growth, the new 2023 model is slower and less efficient than a couple key competitors. The former isn't a huge deal for an entry-level SUV, but if you don't need to make that compromise, why should you? In the HR-V's case, it would be because of the trust some have in the Honda name and because the SUV drives well. The Civic-based platform means the 2023 Honda HR-V feels good on the road before you even consider its spacious interior. Standard Honda Sensing safety tech and good anticipated safety-test results should also provide buyers with confidence.Honda loyalists should also appreciate the new interior design and improved HVAC system, but cross-shoppers will want to consider what they really want from an inexpensive SUV. The Kia Seltos is spacious and much quicker, but it lacks a five-star overall safety rating from NHTSA. Subaru's popular Crosstrek offers standard AWD, better efficiency, and a good driving experience, but doesn't look like a traditional SUV.Especially in LX and Sport trims, the 2023 Honda HR-V represents the brand well enough in this crowded space. For the rare customer seeking a loaded HR-V EX-L, however, we suggest giving a closer look to the competition, and especially the new 2023 CR-V.Looks good! More details?2023 Honda HR-V AWD (EX-L) Specifications BASE PRICE $30,195 PRICE AS TESTED $30,590 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L port-injected DOHC 16-valve I-4 POWER (SAE NET) 158 hp @ 6,500 rpm TORQUE (SAE NET) 138 lb-ft @ 4,200 rpm TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,271 lb (58/42%) WHEELBASE 104.5 in LENGTH x WIDTH x HEIGHT 179.8 x 72.4 x 63.4 in 0-60 MPH 9.8 sec QUARTER MILE 17.5 sec @ 83.0 mph BRAKING, 60-0 MPH 125 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 28.5 sec @ 0.56 g (avg) EPA CITY/HWY/COMB FUEL ECON 25/30/27 mpg EPA RANGE, COMB 378 miles (est) ON SALE Now Show All
bmw m5 Full OverviewThe new 2022 BMW M5 CS (short for Competition Sport) is not only the most outrageous version of the F90 (sixth generation) M5, but also one of the most ridiculous production BMWs of all time. It's certainly the most powerful: The S63 M TwinPower twin-turbo 4.4-liter V-8 makes 627 hp at 6,000 rpm and 553 lb-ft of torque between 1,800-5,950 rpm. The peak-torque figure is the same as you find in the M5 Competition, but it's available in the M5 CS for an additional 90 rpm. That might not seem like much, but keep in mind the M5 Comp's peak-torque rpm-range already exceeds the standard M5's by 170 rpm. In terms of M5-vs.-M5-vs.-M5 horsepower comparisons, the M5 Competition makes 617 horsepower at 6,000 rpm, and the standard M5 600 hp.The 2022 BMW M5 CS gets more than just additional power and revs compared to its "lesser" versions. It features the same chassis and suspension upgrades the M5 Comp boasts over the M5—stiffer engine mounts and suspension springs, 0.2-inch lower ride height, more negative front camber, and a stiffer rear anti-roll bar and toe-link ball-joint mounts. BMW says the M5 CS receives additional "spring and Dynamic Damper Control tuning" compared to the M5 Competition "to take advantage of the lower vehicle weight and of the optionally available (no-cost) Pirelli P Zero Corsa ultra-high-performance tires." Take note of the point about the rubber, as we'll circle back to it shortly.Ah, speaking of weight, the M5 CS tipped our scales at 4,089 pounds, whereas BMW says the M5 Comp checks in at 4,344 pounds. We have not had the opportunity to weigh an M5 Comp but suspect it would check in lighter than its official weight, due to the parameters under which BMW estimates its cars' curb weights. Either way, this is a notable difference between the two models, and the M5 CS' diet consists of additional carbon-fiber-reinforced plastic pieces, including the hood with vents in unpainted carbon fiber, the front splitter, mirror caps, rear diffuser, and rear spoiler. The engine cover is also made from CFRP, and further weight reduction comes thanks to less sound-deadening throughout the car.So, what do these upgrades yield in performance terms? We ran the 2022 BMW M5 CS through our standard battery of MotorTrend tests, with impressive outcomes.Gas ItIn our acceleration testing, the 2022 BMW M5 CS produced its best launches via its launch-control mode. This produced consistent, clean, and smooth yet explosive launches, and we noted how well the car put the power down without drama. Indeed, it exhibited zero, or almost zero, wheelslip; the AWD just dug in and blasted the car down the track. Our best 0-to-60-mph time came in at a double-take—hell, triple-take—inducing 2.6 seconds. That's the fifth-quickest time we've ever recorded to 60 mph, behind cars like the Tesla Model S Plaid, Ferrari SF90 Stradale Assetto Fiorano, Porsche Taycan Turbo S, Porsche 911 Turbo S, McLaren 720S, Lamborghini Aventador SVJ, and Audi R8 V10 Plus, to name a handful. It also means the CS is even quicker than BMW claims: The company says this M5 reaches 62 mph in 2.9 seconds, so even if we knock off 0.2-second to estimate a 60-mph time of 2.7, our 2.6-second time remains ahead.The BMW's performance through the quarter mile was no less stunning, with a time of 10.7 seconds at 129.7 mph. Only eleven MT-measured quarter-mile elapsed times have been quicker: the same cars mentioned above (and a bunch more). If you're employed as a wheelman by nefarious characters who appreciate the quickest of getaways, look no further; if Hollywood remade John Frankenheimer's 1998 cult-classic Ronin today, we know which new production car should feature in it.Slow Your RollDespite BMW's boast about the M5 CS' reduced poundage, the fact remains that a car of this size and a two-ton curb weight needs to stop as well as it goes. No problem there, as the standard carbon-ceramic brakes brought the M5 CS to a halt from 60 mph in just 101 feet, beating Cadillac's CT5-V Blackwing by 1 foot and trailing the Porsche 718 Boxster GTS 4.0—which weighs 916 pounds less—by only 2 feet. The brake-pedal feel was firm and consistent, and we felt good bite from the 20-inch Michelin PS4S tires. Our only knock against the overall setup is that the firm pedal's short-release travel makes it difficult to trail brake precisely into corners.DynamicsAh, did we just mention tires? As impressive as the 2022 BMW M5 CS performed on the Michelins, it really wants to live on its available, more aggressive, and stickier Pirelli P Zero Corsas. When we say, "available," we mean theoretically offered by BMW, but that's where things went slightly sideways for our test. (You can get the car smokingly sideways easily, too, for the record.) Unfortunately, supply-chain shortages affecting all walks of industry have hit the tire business as well, and despite our best efforts we were unable to source a set of the Italian rubber. Not only would it have almost certainly provided an even shorter stopping distance in our braking test, but it also would have improved the CS' performance on the skidpad and around our figure-eight course.Nevertheless, the big sedan pulled an average of 1.04 g on the skidpad, and it recorded a best figure-eight lap time of 23.2 seconds at 0.92 g average. The skidpad number equaled that of the CT5-V Blackwing, and the BMW bettered the Cadillac around the figure eight by 0.2 second and 0.03 g.These are all solid numbers, and we achieved them despite the M5 CS exhibiting loads of understeer on the skidpad and quite a lot of oversteer when exiting corners around the figure eight. Indeed, it was easy to see the M5 CS simply could not reach its full potential on these tires, which was a shame.Yes, You Want OneDespite being unable to record the absolute best test results, we saw more than enough from the 2022 BMW M5 CS to tell us the mechanicals are there. The engine is brilliant, the outright speed is breathtaking, and the brakes are good. The steering in its sportiest setting is quite nice, too; it loaded and unloaded clearly on the skidpad, which told us precisely when the front tires gained or lost grip. This is a proper driver's car, and then some, and it's the most capable BMW M5 of all time, by far. For all these reasons, we're still cursing the damned supply chain.On second thought, perhaps we're looking at this all wrong: We now have a legitimate excuse to get our greedy hands back on the 2022 BMW M5 CS when the better shoes become available—and we'll be thrilled to run it to its mega limits all over again, with even more impressive performance.Looks good! More details?2022 BMW M5 CS Specifications BASE PRICE $143,995 PRICE AS TESTED $148,995 VEHICLE LAYOUT Front-engine, AWD, 4-pass, 4-door sedan ENGINE 4.4L Twin-turbo direct-injected DOHC 32-valve 90-degree V-8 POWER (SAE NET) 627 hp @ 6,000 rpm TORQUE (SAE NET) 553 lb-ft @ 1,800 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,089 lb (56/44%) WHEELBASE 117.4 in LENGTH x WIDTH x HEIGHT 196.4 x 74.9 x 57.8 in 0-60 MPH 2.6 sec QUARTER MILE 10.7 sec @ 129.7 mph BRAKING, 60-0 MPH 101 ft LATERAL ACCELERATION 1.04 g (avg) MT FIGURE EIGHT 23.2 sec @ 0.92 g (avg) EPA CITY/HWY/COMB FUEL ECON 15/21/17 mpg EPA RANGE, COMB 342 miles ON SALE Now Show All
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