
BMW Unveils The Lighter, More Powerful 2026 M2 CS
The 2026 BMW M2 CS
Despite some uncertainty regarding the future of its current internal combustion engine lineup, BMW has unveiled the most powerful M2 model ever: The 2026 BMW M2 CS. With less weight, more power, and an MSRP of nearly $100,000, all signs point to it being quite the ravenous little coupe.
The previous F87-generation BMW M2 CS was impressive across the board, so, naturally, BMW had to go all out for this latest model. The Bavarian brand cut out a respectable 97 pounds by bolting up lightweight forged wheels (19-inch front, 20-inch rear) and carbon fiber body panels—including a sharp rear ducktail spoiler—and fitting carbon fiber bucket seats as standard, which are optional on the base M2. This drops the curb weight from 3,814 to 3,770 pounds. Then, output from its ravenous, twin-turbo 3.0-liter inline-six is rated at 523 horsepower and 479 pound-feet of torque, 50 more hp and 36 more lb-ft than standard.
The 2026 BMW M2 CS
When it comes to putting all that power to the ground, this angry M2 is solely available with rear-wheel drive and BMW's venerable eight-speed automatic gearbox—sorry, three-pedal manual enthusiasts. We'll be interested to see how grippy (or not grippy, in a fun oversteer-ready fashion) it feels, as it produces the same amount of power as the all-wheel-drive-equipped M3 and M4 Competition.
To make the most of this bump in power and drop in weight, BMW revised the M2's suspension by upping spring stiffness, re-programming the adaptive dampers, ABS, and traction control systems, as well as revising the throttle mapping and electronically controlled limited-slip differential. Then, for even more focused, lap-time-dropping performance, lightweight carbon ceramic brakes are available. I didn't have much to complain about when I drove a lightly equipped 2024 model year example with a six-speed manual, I can only assume that this will feel significantly more athletic. The specs certainly point to it, too: 0-60 mph takes just 3.7 seconds.
Production is set to begin later this year with pricing starting at $99,775 after destination.
The 2026 BMW M2 CS

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New York Times
30 minutes ago
- New York Times
F1 penalty points: How they work and why they're needed even though drivers have doubts
Between the Racing Lines | Formula One is complicated, confusing and constantly evolving. This story is part of our guide to help any fan — regardless of how long they've watched the sport or how they discovered it — navigate the pinnacle of motorsports. 'I don't like how we're racing at the moment,' Williams' Alex Albon said ahead of the 2025 Austrian Grand Prix weekend. His comment, part of a longer answer, was not in regards to how his team was performing as Formula One neared the halfway mark of the 2025 season, but rather about the racing guidelines documents shared publicly by the FIA for the first time ever ahead of the race weekend. Advertisement The purpose of F1's penalty and driving standard guidelines is to help stewards 'with fair and consistent decision making,' and the latter document is a set of rules about how the drivers can go wheel-to-wheel racing. The publication of these comes at a time when the FIA faces calls for more transparency and questions about the current officiating system. The specific penalty point system, in particular, has come under fire in recent years, with drivers arguing it needs to be changed. Infringements beyond just dangerous driving can result in penalty points, and they can add up quickly, putting some drivers in the past on the brink of a race ban, which Max Verstappen reached at the 2025 Spanish GP. 'I think it's a little bit harsh to see drivers getting race bans for trying to create action,' Haas' Ollie Bearman said. Penalty points are just one of the numerous punishments that the stewards can hand to the drivers for various infractions, ranging from some safety car and virtual safety car infringements to causing a collision with another driver. The system was introduced at the start of the 2014 season and a limit does exist. Once drivers reach 12 points in any 12-month span, they receive an automatic one-race ban. The slate is wiped clean after the ban is served, or if they avoid a race ban, penalty points will start dropping off a driver's super license once the 12-month mark of each infringement passes. For example, heading into the 2025 Austrian Grand Prix weekend (June 27-29), Verstappen had 11 penalty points. But two points were set to drop off his license on June 30th, a year since he received two penalty points for causing a collision with Lando Norris at Red Bull Ring. The most recent case of a driver receiving a one-race ban for accumulating too many penalty points within the 12-month stretch was Kevin Magnussen, who was sidelined during the 2024 Azerbaijan GP. Advertisement 'You get punished, and then you come back, and you're all ready to… f— s— up now!' Magnussen joked when he returned to the paddock during last year's Singapore GP weekend. 'It's funny how that works.' Penalties as a whole are left up to the discretion of the stewards, a rotating panel of volunteers from the motorsport world. Ahead of the 2025 Austrian GP weekend, the FIA made two documents public that are there to help stewards 'with fair and consistent decision making': the 2025 F1 Penalty Guidelines and the 2025 Driving Standard Guidelines. It was released ahead of the next FIA presidential election in December. The penalty guidelines document alone covers around 100 common infringements, as well as what penalties and penalty points should be given out depending on the situation occurring in practice, qualifying and the grand prix. A caveat to highlight is that some of the penalty points listed in the guidelines are 'the Maximum Number of Penalty Points depending upon the severity of the infringement,' and it is ultimately up to the stewards' discretion how many might actually be dished out. For instance, a driver can receive a maximum of three penalty points for 'causing a collision with no immediate and obvious sporting consequence' during practice, qualifying or the grand prix, but they could get less depending on exactly what happens in each incident. But when an incident results in a fine or a reprimand, penalty points cannot be given. 'The points indicated are intended to be the norm for a particular offence. The Stewards may vary these, taking into account mitigating or aggravating circumstances,' the FIA noted at the bottom of the guidelines document. 'However, the authority of the Stewards to increase the points assessed is intended to be used only in exceptional circumstances.' With the way the current penalty point system is set up, in certain circumstances a driver can end up on the brink of a race ban without making a particularly dangerous maneuver. 'We saw Kevin (Magnussen) last year get a race ban. Although it obviously helped me, I felt like he was really hard done by to have that race ban from all of these tiny infractions,' said Bearman, who filled the seat at Haas when Magnussen had his race ban. 'At the end, he tries an overtake, and it doesn't work. They both cut the corner. It's no harm, no foul. Everyone keeps going, no dangerous maneuvers, no damage, and two penalty points. Advertisement 'Those add up quickly, so it's a shame.' It's a tricky balance to strike because, as Bearman noted, 'drivers need to be punished in some way to stop them from doing some things.' But is the current penalty system going too far with the types of infractions that can result in penalty points being added to super licenses? There is a difference between making a mistake and dangerous driving, the latter of which is only when Fernando Alonso feels penalty points should be used as a sanction. He gave a few different scenarios that he considers driving mistakes, such as crossing the white line at the exit of a pit lane. The Aston Martin driver said mistakes should result in five-second or drive-through penalties only. 'When you are pushing someone into the grass in the middle of the straight, or when you are doing different things, that should be a penalty point, because it's a dangerous driving,' said Alonso. Both Isack Hadjar and Pierre Gasly of Alpine stressed during the Austrian GP FIA news conference that they don't like penalty points, with the Racing Bulls driver going as far as to say, 'I think it's very clean field. It's not very needed.' And it's unlikely that the drivers will change their approach to racing, a question Verstappen faced after reaching the brink of a ban. 'You're joking? Is this like a trap?' the Red Bull driver said in Austria, having faced similar questions at the previous race in Canada. 'I'm getting this question every single time, every weekend.' Motorsport will always be inherently dangerous, as drivers race at fast speeds and make daring moves en route to fighting for points, podiums and wins. It's clear where the limit is, but mistakes do happen. But should penalty points apply for those moments or only when a truly dangerous move does occur? It's clear what the drivers think, but deterrents such as this have become necessary as rows over stewarding decisions became ever more common place in the modern era. Advertisement 'I think the level we have in Formula One – we are professional in what we do,' Gasly said. 'We obviously push things to the limits, but to have a race ban potentially… I was (once) in that situation, and I don't think I was a dangerous driver on track. So, for me, it's something that can be reviewed. Maybe there's another way of applying some sort of penalty without getting into the risk of having a driver missing a race.' Illustration: Dan Goldfarb / The Athletic; David Ramos, Rudy Carezzevoli / Getty Images


The Verge
30 minutes ago
- The Verge
Lamborghini Revuelto review: perfect harmony
With the dawning of a new era of hybridization in the automotive industry, more and more manufacturers are integrating electric propulsion into their lineups. Mild-hybrid systems are well-established, and more beneficial plug-in hybrid systems keep getting better and better. Even Lamborghini's participating in the latest wave of hybridization, which might come as a surprise to some. That's because this Italian company's outlandish supercars have never been regarded as thrifty, or ever trying to be thrifting. They've always returned old-truck-like fuel economy thanks to their ravenous 10- and 12-cylinder engines. And their innate ability to make those behind the wheel drive them as inefficiently as possible doesn't help, either. But by God, it's a reality in the 2025 Lamborghini Revuelto, the Italian brand's top V12-powered model. Its plug-in hybrid system is mainly there to up the thrills, but surprisingly, it can also return respectable fuel economy with no downsides to its ravenous driving experience. Here's how $612,858 (before costly options) worth of Lambo slots into our current golden age of hybridized high-performance. Lamborghini goes out of its way to call the Revuelto its first-ever plug-in hybrid HPEV (high-performance electric vehicle), and it truly is: a 3.8 kWh battery sends juice to two AC motors mounted on the front axle, and another attached to the transverse-mounted eight-speed dual-clutch gearbox. By default, the mighty Lambo comes to life without firing up its engine, instead sending power to the front motors for backing up (there's no reverse gear), as well as offering up to five miles of EV-only range. That may sound comically low, but considering just 30 miles of normal driving can fully top it back up, it's more useful than one might assume. If I was allowed more mileage for my press loan, I would've loved to run the battery down on the highway, firing up the engine until it was recharged, and repeating the process until the tank ran low. Its plug-in hybrid system is mainly there to up the thrills. After all, it's rated at 23 MPGe—12 combined without hybrid assistance. The latter barely beats its Aventador predecessor and means this thing carries a $4500 gas guzzler tax for not meeting minimum fuel efficiency standards. Not many PHEVs can claim that honor. That said, I was pleasantly surprised by how easy it was to come close to 23 MPGe. Over a generally traffic-free, 15-mile stretch of Los Angeles freeway with radar cruise control set to 75 mph, I was able to easily exceed 21 MPGe. Not only that, it prioritized EV propulsion for passing slower cars while the engine sat dormant at a very calm 2,000 rpm in eighth gear. Despite some significant road noise, this brutish supercar was rather relaxing on the highway. But exiting off and transitioning to twistier blacktop high up in California's San Gabriel Mountains, it quickly became anything but. As the Revuelto is Lamborghini's flagship V12 supercar, the specs are insane: its 6.5-liter naturally aspirated V12 screams to 9,500 rpm and produces 814 horsepower and 535 lb-ft of torque. The three motors contribute up to an additional 296 hp and 364 lb-ft, reaching a peak total output of 1,001 hp and 1,044 lb-ft of torque. You'd never know from behind the wheel that this thing weighs 4,290 pounds, as 0-60 mph happens in just 2.5 seconds, and 150 arrives in less than 10. If the main reason for hybridization is pure excitement, then I'm here for it. Launching off the line, you feel the motors punch down low as the V12 revs up, and once the tach needle reaches the midrange, all hell breaks loose in wonderful electron-flowing and fuel-burning harmony. The specs are insane The Revuelto doesn't hold back in its pursuit of filling the cabin, and several city blocks in either direction, with glorious V12 music. It's endlessly entertaining regardless of mode and RPM, even lightly cruising around between 3,000 and 4,500 RPM. I'd never been so content having a ringing in my ears as I did filling up its 22.5-gallon fuel tank twice in one weekend. The shove back in the seat while ripping off the line is truly something special, too. I've had the honor and privilege of driving some thrilling hardware during my tenure in automotive journalism, but this takes the cake for all-out savagery. Upshifts seamlessly continue the effort forth towards felony offenses, and once it's time to slow down, some light gearbox whine and sharp puck noises make for buttery smooth, GT3 race car-like downshifts. It's all intoxicating. The Bolognese brand didn't just make the Revuelto faster and optionally thriftier. Active aerodynamics sitting atop the rear deck to help it cut through the air 66 percent more efficiently, as well as bleed off speed. Carbon fiber and aluminum comprise its chassis and bodywork, making it 10 percent lighter and 25 percent more rigid than its predecessor. Combined with a mix of adaptive dampers and double-wishbone independent suspension, its rectangular battery pack mounted in what used to be called the transmission tunnel, all-wheel drive, plus its mid-engine layout, this thing is a monster at corners. Conveniently, switching between damper and motor settings, as well as drive modes, was quite easy as they're all done on the steering wheel. I've never been a big fan of complication here, but Lamborghini's method works great. This thing is a monster at corners The steering itself possessed decent weight under cornering and sufficient communication, tack-sharp front-end response, and above all, the perfect ratio for high-performance driving. It was so nice being far tilted back in the Lambo's sport seat (this was very necessary, as headroom is at a high premium for tall folks), hands at nine and three, and getting into a daze-like rhythm of carving corners at breathtaking speed. While power delivery was merciless, it was quite easy to tame with smooth inputs and thoughtful downshifts, which weren't as frequent as other exotic fare thanks to the engine's sky-high redline. The end result was reaching well-traveled mountain top landmarks in a shockingly short amount of time. All while experiencing an immensely good ride quality in either its stiffer or softer damper mode, too—a testament to how much engineering went into this beast's chassis dynamics. The 2025 Lamborghini Revuelto is unlike anything I'd ever driven before. I may not have fit very well inside, the seat back may have been designed for someone a foot shorter than me, but goddamn was it totally worth it. Not only was the sensation of a screaming, 6.5-liter V12 behind me something beautifully unique, but behind all the drama was a chassis tremendously potent in its grip and athleticism. Then, its unparalleled mix of 12-cylinder ferocity plus hybridization created a harmoniously hilarious good time. It even returned admirable fuel economy numbers for a supercar, if I wanted… but I mostly didn't, as its consumption proved to be one of the wisest financial investments ever. Photography by Peter Nelson / The Verge


CNET
31 minutes ago
- CNET
After Years of Testing Wi-Fi Routers, Here's the Best Spot for Your Mesh Router
When it comes to optimizing your internet connection throughout your home, router placement is key. So you might want to reconsider before hiding your mesh system. The truth is, most Wi-Fi routers are pretty ugly. Your first impulse is probably to tuck your router away and hide ugly cords to reduce clutter. But if you've noticed your Wi-Fi struggling in certain rooms, it's worth rethinking your router placement -- even with a mesh system. As an expert, I've been testing and reviewing router performance for years, and I've found that few things are as critical to Wi-Fi speeds as the location of your router. While a traditional Wi-Fi router sends out a signal from a single point in your home, a mesh system uses multiple devices to emit signals from various points. That makes it more like a team of routers that work together to relay your traffic back to the modem. It's a much better approach to home networking, particularly in large, multistory homes, where a traditional, single-point router will likely leave you with dead zones in the rooms that are farthest away. Still, location is everything when setting up your router and satellite extenders, which are also sometimes called nodes (or Points if you use Nest Wi-Fi). Their specific location significantly affects the system's performance. Internet is already expensive, with over 63% of US adults paying $195 or more on average, so if you've invested in a mesh router system, you should be getting the speeds you're paying for. Here are some guidelines to keep in mind as you go. (You can also check out our tips on the best location for your Wi-Fi router and how to protect your home Wi-Fi network from hackers.) Where is the best location to place your mesh router? Mesh routers and other Wi-Fi devices perform their best when they're located out in the open, and up off of the ground. Netgear First, you'll want the main router, or the mesh device wired to your modem, to be located as centrally in your home as possible. That's the same approach you'd take with a single router, and the reasoning is the same: Routers put out Wi-Fi signals in all directions, so placing your router in a central location within your home will maximize your connection. Locating local internet providers That goes double for mesh systems, where the strength of the connection near your nodes will largely depend on the strength of the incoming signal from the main router. A stronger connection between the two will help ensure you're getting the fastest Wi-Fi speeds throughout your home. Your options for moving the router might seem limited by the location of your modem and the incoming wiring for your home's internet connection, but an extra-long Ethernet cable can come in handy here, allowing you to move the router away from where the modem sits if necessary. If that's impractical or you'd prefer to keep the cables to a minimum, you'll at least want to move that main router out into the open, preferably as high off the ground as possible. This guide from Asus highlights a mesh rule of thumb -- for the best performance, try to keep each device in your setup no more than two rooms away from another one. Asus Move those extenders around Once the main router is situated in the best spot possible, you'll want to pick out good spots for the extenders. With most systems, you can connect each device to the main router with an Ethernet cable for the fastest speeds possible, but most people prefer to connect everything wirelessly to reduce clutter. Since Wi-Fi is slower than Ethernet, you'll want to be extra strategic about where you place the extenders throughout your home. To learn more, read our guide on the difference between a Wi-Fi vs. Ethernet connection. Again, out in the open and off the ground is your best bet for a clear signal, but you'll also want to consider the layout of your home, as physical obstructions between the main router and the extenders can slow things down. Generally speaking, a good rule of thumb is to try and keep the devices in your mesh setup no more than two rooms away from each other. The thickness and material of your walls can interfere with your Wi-Fi signal, especially if they're built with dense materials like brick or concrete, which can make it difficult for Wi-Fi signals to penetrate. You'll also want to watch out for electronic interference from TVs and other large appliances. If you're sticking a mesh extender in the kitchen, resist the urge to hide it on top of the fridge; move it away from your appliances altogether. Most mesh systems come with companion apps that include placement guides for your devices, signal strength checks, and other diagnostic tools to help you make sure you've got everything in the best spot possible. Screenshot by Ry Crist/CNET Furniture can also block Wi-Fi signals, so if you have anything large or bulky between two of your mesh devices, consider relocating it. Aquariums are another classic antagonist for your mesh setup, as Wi-Fi has difficulty transmitting through water. The best way to ensure that your mesh network is as well-connected as possible is to open its app and check the signal strength of each device, which is something most systems offer. You can also find system-specific guidance online at the links below: Avoid these dead zones If you've got a back corner of your home where the signal drops out, it might be tempting to stick a mesh extender smack in the middle of that dead zone to boost your speeds. In a lot of cases, that'd be a mistake. Remember, like your phone or laptop, your mesh extenders need to connect wirelessly with the main router in your setup. If that back corner is a dead zone for your phone or laptop, it'll likely be a dead zone for your mesh extender too. The better approach is to place that extender adjacent to the dead zone in a spot where it'll have an easier time connecting with the main router. In some cases, that might be halfway between the dead zone and the main router, but you might need to experiment a bit. Hit the sweet spot, and the Wi-Fi signal it puts out should be a healthy one, and one that'll extend into the dead zone to bring it back to life. A good speed test will help you understand how your Wi-Fi is holding up from room to room. James Martin/CNET Run a speed test Apart from the diagnostic tools in your mesh router's app, the fastest way to check on your system's performance is to run speed tests. There are plenty of free services online that we recommend, any of which will tell you in a minute or less the upload and download speeds on whatever device you're using. However, our top recommendation is Ookla thanks to its consistency and reliability. This is also a tool that we often use to determine speeds offered by different internet providers. (Disclosure: Ookla is owned by the same parent company as CNET, Ziff Davis.) For the best intel, grab your laptop or phone and run multiple speed tests in each room of your house where you need a usable Wi-Fi signal. Ultimately, you should have a good ballpark sense of where speeds are the steadiest and where they dip. From there, you could try moving your extenders to try and balance things out, or you could consider buying an additional extender to fill in any gaps. Either way, your home should be all set with a strong signal wherever needed. Running a speed test can help you figure out the best spot to put your mesh router. Chris Monroe/CNET Other considerations for your mesh router Just remember that your mesh router can only offer speeds that are as fast as what you're paying for from your ISP. If speeds are widely insufficient in your home, then it might be time to consider upgrading to a faster plan (and it might be worth seeing if your ISP will let you try a faster plan for a few days to see if that is, indeed, the problem). Your ISP might also be able to provide you with an updated modem that'll bring better, faster speeds to your mesh system to begin with. Can't hurt to ask. If speeds still seem slower than you'd like, and your ISP isn't the answer, there are a few other things you can try. For starters, if your provider's modem is a gateway device that doubles as a router, you'll want to disable its Wi-Fi network so that it doesn't interfere with your mesh system's Wi-Fi network. Speaking of interference, it's possible that a neighbor's Wi-Fi network is interfering with yours. To remedy that, hop into your mesh router's app and look for channel settings that let you tune your network to a different part of the Wi-Fi airwaves, potentially steering away from whatever channel nearby networks use. You'll also want to ensure that your mesh system's firmware is updates, which should be easy to check within its app. For more, check out our picks for the best Wi-Fi 6 routers, and how to find free secure Wi-Fi wherever you go. Mesh router placement FAQ Where is the best mesh node placement? The best place for your mesh router nodes depends on the layout of your house and whether there are any dead zones. Additionally, you'll have to decide if you want to connect your mesh nodes with an Ethernet cable, for the fastest possible speeds, or wirelessly. If you opt for an Ethernet cable connection, you'll be more limited with how far away you can place the nodes, but a good rule of thumb is to keep the mesh nodes no more than two rooms away from each other, away from blockage from bulky furniture or electronics and in an upraised position. Instead of placing your mesh node in the middle of a dead zone, try placing it adjacent to or near the dead zone. That way, your node will still be close enough to your main mesh router to carry the signal. ...Read more Does mesh make internet faster? A common misconception about mesh routers is that they make your overall internet speeds faster. A mesh router network is perfect for ensuring consistent speeds throughout the house -- and keeping any dead zones to a minimum -- but they won't necessarily bring faster speeds. Like a standard Wi-Fi router, mesh router systems can only deliver the speeds that you're paying for from your ISP. Updated router equipment, optimized router location and an Ethernet connection are ultimately the easiest ways to get faster internet speeds. ...Read more What is a major disadvantage of a mesh network? One of the major downsides of a mesh router system is its high price: High-performing mesh routers tend to be more expensive than traditional Wi-Fi routers. If you're trying to boost your Wi-Fi, you should exhaust other options before investing in a brand-new mesh router system. Additionally, mesh routers tend to have fewer ports for connecting USB jacks or Ethernet cables, and some don't have any extra ports at all. ...Read more