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Auto Express
5 hours ago
- Automotive
- Auto Express
MG IM5 gets mega range, but there's a catch
Our first experience of the new MG IM5 has left us rather impressed. The numbers are class-leading, with range and charging figures to embarrass the likes of Tesla and Hyundai. It's a slight pity the IM5 can't quite replicate the magic of the MG4's driving dynamics, although the performance is pretty serious in the 100kWh versions. Refinement is a positive too. Advertisement - Article continues below MG's recent rise has been well documented and the Chinese-owned British firm has become a significant player in the electric-car market. In the past six years MG has been the second biggest-selling EV maker here in the UK for private retail customers, with only Tesla ahead – impressive stuff considering that MG is also selling petrol and hybrid cars. Even MG concedes that its rapid growth rate was always going to slow down, although it still has a target of five per cent market share to achieve; the brand is currently at four per cent so far in 2025. To help the firm expand, it's looked to its home market of China and in particular fellow SAIC-owned brand, IM Motors. Standing for 'Intelligence in Motion', IM Motors was only founded in 2020 and since then has launched the LS7 and LS6 in China. We saw them at the Geneva Motor Show in 2024 and those two cars have now morphed into the IM6 SUV and this, the new IM5 saloon. Skip advert Advertisement - Article continues below View Compass View Bayon View Range Rover Sitting above MG's regular model line-up – the MGS5 EV and MG4 – the more premium IM5 is pitched as a rival to the Hyundai Ioniq 6, BMW i4, Polestar 2 and Tesla Model 3. And the latter's styling drew plenty of comparisons when the IM5 was unveiled at the Goodwood Festival of Speed this summer. Advertisement - Article continues below Pricing for the IM5 backs up those premium aspirations with the Standard Range model costing £39,450, the Long Range (which we're testing here) coming in at £44,995 and the Performance range-topper priced at £48,495. The trim structure is fairly self explanatory. The IM5 Standard Range comes with a 75kWh battery and a 291bhp rear-mounted electric motor for a maximum range of 304 miles. The Long Range gets the larger 100kWh battery and a more powerful 402bhp motor on the rear axle with an outstanding range of 441 miles - five miles more than a Tesla Model 3 Long Range Rear-Wheel Drive. The Performance variant gets the same 100kWh battery and a dual-motor system that bumps power to a frankly insane 741bhp, while losing some range in the process, to a 357-mile maximum. Can't wait for the new MG IM5 to hit UK showrooms? Configure your perfect MG4 through our Find a Car service now. Alternatively, check out our top prices on used MG4 models... While the IM5's dimensions are actually closer to a BMW i5's than those aforementioned rivals', it's incredibly efficient. Having a huge 100kWh battery helps massively towards the IM5's overall range, but the car's drag coefficient is only 0.226Cd and it sits on an EV-dedicated platform. We weren't quite able to mirror the claimed 4.5 miles per kWh on the more sedate part of our driving route, but we did manage 4.1 miles per kWh - which translates to a still fantastic 410-mile range. Advertisement - Article continues below Skip advert Advertisement - Article continues below The platform that underpins the IM5 is the same as the MG IM6's, and the IM5 Standard Range with its 75kWh lithium iron phosphate battery has a 400V architecture; a maximum recharge rate of 152kW will see a 10 to 80 per cent top-up take 26 minutes. Despite the battery's bigger capacity, models with the 100kWh NMC (nickel, magnesium cobalt) pack get an 800V base, which allows the same recharge to take just 17 minutes with a maximum 396kW charging speed. Unlike the IM6, which gets adaptive air suspension in its range-topping Launch Edition trim, the IM5 saloon is fitted with passive springs and dampers whatever specification you choose - although we were told the suspension is tweaked in line with the changes in weight and power between the single-motor, rear-wheel-drive models and the dual-motor variant. Beyond this, the IM5 and IM6 were subject to further chassis development at Longbridge in the West Midlands to make them more suited to the driving styles of UK customers than the Chinese market. To get the full picture, we tried both the single-motor and dual-motor IM5. Starting with the single-motor IM5 Long Range, the first thing we noticed after testing the IM6 was the ride. It felt no worse than the IM6's air suspension, possibly a side effect of the IM5 weighing around 200kg less than the SUV and sitting on smaller 20-inch wheels (though the IM5 dual-motor gets 21-inch rims). The IM5 can sometimes thump into big potholes, although at high speeds the damping felt very well set up, erring just on the right side of comfortable without being too floaty. Low-speed comfort is decent too, with speed bumps smothered successfully. Even when we jumped into the dual-motor car with its larger wheels, we couldn't sense much of a change in the ride quality. Advertisement - Article continues below Skip advert Advertisement - Article continues below The IM5 is a quick car in any trim and most buyers will be perfectly happy with the performance in the single-motor version. The 75kWh-battery model's sub-seven-second 0-62mph time is nothing to be sniffed at, although our car's 402bhp motor enabled some properly quick progress, with enough power to sometimes break traction at the rear even with the electronic stability control turned on. There's a little bit of squatting as the single-motor version puts its power down, however it feels pretty natural in the IM5, with a steady build-up of torque rather than an immediate lump. If you're heavy with your right foot, the dual-motor model can be much more frantic, as you might expect, but overall, traction is far better than in the rear-wheel-drive model. While we were mesmerised by the MG4's surprisingly good driving dynamics when it was launched, the IM5's rivals include the Tesla Model 3 and entry-level BMW i4 eDrive35, so a certain level of engagement is expected. The IM5 drives better than the IM6 for starters thanks weighing less and having a lower centre of gravity, although it's not the electric sports car you might hope it would be - especially with up to 741bhp on tap. Advertisement - Article continues below Skip advert Advertisement - Article continues below You sit lower in the IM5 than in the IM6, but the driving position is very good. Visibility to the front is excellent, too, but the view to the rear is a joke, thanks to a tiny window and miniature rear-view mirror. For everyday use, the steering is perfectly acceptable, and the shape and size of the steering wheel are spot on. But what immediately makes you realise this is no sports car is the steering feel. We're told it has been specially calibrated by MG's UK development team, but that just makes us wonder how vague and light it must be in the Chinese cars. Push hard and you'll struggle to enjoy guiding the car through bends, which is a shame because there's precious little body roll, and the double-wishbone front suspension and multi-link rear combine to make the car extremely keen to change direction. MG has also taken measures to give the IM5 the refinement you'd expect of an executive saloon. Open the front doors and you'll spot sound-deadening material wedged into the front wing, for example. There's also double-layer soundproof glass and a double-glazed panoramic sunroof to cut wind and road noise at speed, which the IM5 does effectively. Like the polished suspension set-up, the seats are geared more towards comfort than sporty driving. Advertisement - Article continues below Skip advert Advertisement - Article continues below The selection of driving modes includes Comfort, Eco and Sport settings with an additional Custom mode to tweak things such as the steering weight and throttle response – but we'd recommend keeping the steering in Sport, because it's far too delicate in other modes. You can also adjust the brake regeneration, but the IM5 doesn't offer a one-pedal mode, although MG says it may consider adding it later on. The IM5's interior is pretty much the same as the IM6's. As in the SUV, there's a choice of a white or grey colour palette with a faux-leather upholstery for both. We were quite shocked to open the IM5's door for the first time and be greeted with bespoke crushed velvet floor mats, but we're told they're here to stay. With the same dashboard as the IM6, the IM5 comes with a 10.5-inch touchscreen on the centre console, which is tilted too far backwards - this isn't an issue in the SUV where you sit a little more upright. The infotainment system's screen (like the 26.3-inch dashtop-mounted screen) is impressive, with quick response and loading times. The design of the menus is also simple to understand and the customisable features for lighting and displays are decent too. But we're less impressed by the integration of climate controls into the screen, because they're not readily available. The interior space doesn't feel too dissimilar to the SUV's, with plenty of headroom all round. Kneeroom for rear-seat passengers is good too, although there's less room under the front seats for feet than in the IM6. Back-seat passengers don't get too much in the way of features - there's a USB-C port on the back of the centre console, a flip-down central armrest with cup-holders, and a pouch on the back of the front seats, but that's about it. MG has given the IM5 a 'frunk', but its capacity is only 18 litres, so it's good for charging cables and little else. The 457-litre boot has a fairly narrow opening but is pretty deep and comes with a flat floor. Model: MG IM5 Long Range Price: £44,995 On sale: Now Powertrain: 100kWh battery, 1x e-motor Power/torque: 402bhp/500Nm Transmission: Single-speed auto, rear-wheel drive 0-62mph: 4.9 seconds Top speed: 136mph Range: 441 miles Max charging: 396kW (10-80% in 17 mins) Dimensions (L/W/H): 4,931/1,960/1,474mm Share this on Twitter Share this on Facebook Email
Yahoo
08-03-2025
- Automotive
- Yahoo
10,000 miles in the best $100K sports car you can buy.
Porsche's GT4 means different things to different people. For some enthusiasts, it's the car you buy when you can't afford (or can't get an allocation for) a GT3. For me, it was simply my dream car. 414 horsepower of flat-six, four-liter, mid-engined, manual-transmission bliss. I wanted nothing more, nothing less. The Porsche GT4 first debuted at the 2015 Geneva Motor Show as a 2016 model. Based on the 981 Cayman, it made 385 HP from a 3.8 liter engine and was available exclusively with a manual transmission. It was a wonderful car in every way but worldwide demand far outpaced its limited run of just 2,500 first GT4 came toward the end of the 981 Cayman's model run, with the standard Cayman 982 (the 718, if you're nasty) and its four-cylinder turbo power already on the horizon. Divisive as it was for its forced injection and 'missing' cylinders, I still bought one, and thought it was fantastic. But when Porsche revealed the new 718 Cayman-based GT4 just two years later, with its naturally-aspirated four-liter engine, I was smitten. Porsche had made the perfect car in my eyes and I had to have one. While I always liked the look of the 981 GT4, I absolutely LOVED the appearance and stance of the 718 version, which dialed up the aggression and seemed to wear a finely-tailored suit in comparison. The fact that it now had an 8k redline and was twelve seconds faster around the Nürburgring wasn't exactly working against it, either. Not that I was keeping score. So, on Halloween of that year, I took delivery of my own new, manual transmission (a PDK option would come later) 718 GT4 at Porsche Colorado Springs. Beggars like me can't be Paint to Sample choosers so my GT4 arrived looking magnificent just the same in GT Silver, along with an MSRP of $99,200 (those were the days…) and just a handful of options—including said paint—for a grand total of $105,610. And while I was one of the lucky ones who got away with paying sticker for their new GT4, a hundred grand was (and is) serious money for me. But it's also about as cheap as Porsche GT car ownership can be had, and, my GT4 has proven to be an incredibly economical car to own and operate, as well. What's more, it provides one of the most engaging and exhilarating driving experiences available, for any price. And, now four years and 10,000 miles into my GT4 stewardship, here are my to begin? It's almost all good. There's the raspy sound of the flat-six as it builds to redline. It's a potent powerplant—the four-liter—one that manages to be plenty stout around town but really comes into its own when fully rung out. The handling is exceptional, rewarding late braking and keeping the car planted until its Michelin Pilot Sport Cup 2s gradually and predictably give up the ghost, inspiring a huge amount of confidence and coaxing you to push the car a little more with each turn. The car looks fantastic, of course, though I sometimes wish I'd had the chance to spec it in Porsche's stunning Meerblau or rich Brewster Green. I genuinely believe the GT4, in both its iterations, ranks among the best Porsches ever made. And when you consider the price? The 718 GT4 has nearly all the essential goodness (and even more performance) of a more expensive and more costly to maintain 997.2 GT3, which is a car I adore. There, I said 718 GT4 scrapes its front end. Everywhere. With just 3.1 inches of ground clearance (and even less with my middle-aged frame behind the wheel), the 718 GT4's nose is about as low as it gets in a modern car. The scraping is not a nice sound, but the car can take it, and, luckily, replacement splitters are only about $350. You will become extraordinarily proficient, however, at navigating up driveway aprons at a 45° angle, in reverse. And, there are times, especially here on Colorado's high-altitude mountain roads, when a bit more power (or forced induction) would be nice. But with the latter, you'd lose that incredible sound through the exhaust—and that's a tradeoff I'm more than willing to make. That's it. Sure, there are times when I wish my car had Porsche's gorgeous carbon buckets but, to be honest, there are just as many times when I'm glad it doesn't. Good question. In fact, at the time I bought my GT4, the Spyder could be had for even a little bit less than my hardtop. While it's mechanically identical to my car (and with a ride that's slightly more compliant), I never even considered one. I guess I'm just not really a convertible guy, and, the sun here in Colorado is no joke. Maybe I'm just a sucker for a good wing. In retrospect, I'm sure I would've been just as happy had I gone with the Spyder. Unlike the 981 equivalent, the 718 Spyder is a true GT car. My pal Dan's got one and his love for it is clear in the more than 86,000 miles he's put on it in less than three years. His is almost certainly the highest-mileage Spyder in the country, if not the world. Prove me wrong. Smiles for no secret that the 718 GT4 is an amazing and capable car. All modern Porsche sports cars are. What's truly impressive, though, is that even after over four years of ownership and 10,000 miles on the clock, I could list my car on Bring a Trailer tomorrow and sell it for exactly what I paid. Maybe more. The thing's a damn value proposition. Aside from fuel, annual services (mostly oil changes), and a new set of Cup 2 tires every few thousand miles, the car has cost me virtually nothing, even beyond warranty. It's bulletproof. The Porsche 718 GT4 was my dream car. Four years in, it still is. Love reading Autoblog? Sign up for our weekly newsletter to get exclusive articles, insider insights, and the latest updates delivered right to your inbox. Click here to sign up now!
Ya Biladi
17-02-2025
- Automotive
- Ya Biladi
Laraki, the Moroccan supercar maker behind King Mohammed VI's $2.2 million custom car
Before manufacturing its first electric car, by homegrown automobile company Neo Motors, Morocco had already been making strides in car manufacturing. We're talking supercars—the most expensive ones on the market, the ones owned by royalty and billionaire celebrities. In Casablanca, Moroccan high-performance sports car manufacturer Laraki Automobiles SA has emerged, challenging industry giants with its creations. The business was founded in the late 1990s by Abdeslam Laraki, a Moroccan designer and entrepreneur, with a forward-looking dream: building a Moroccan supercar. With experience in importing cars since the 1970s, the Laraki business started designing luxurious yachts and cars under the leadership of Abdeslam Laraki, the son, who studied automobile design in Switzerland. Morocco-made supercars The first creation from Laraki was the Fulgura, introduced in 2002. This sports car, unveiled as a concept at the 2002 Geneva Motor Show, is based on the chassis, frame, and mechanicals of a Lamborghini Diablo, a high-performance V12, rear mid-engined car. The Diablo driveline was swapped for a Mercedes-Benz V8 engine, paired with a cutting-edge sequential six-speed gearbox. This, along with the 600 bhp generated by the supercharged engine, ensures incredibly fast acceleration, according to car specialist websites. The car, crafted entirely from carbon fiber, features an exterior design with sleek and angular lines. Inside, we find a minimalist yet sophisticated dashboard with leather interiors. By 2005, Laraki unveiled its second creation: the Borac, first shown as a concept at the 2005 Geneva Motor Show. The Borac is designed as a grand tourer with a front-engine setup and even has the option of two small rear seats. Unlike the Fulgura, it's not based on an existing design. It's powered by a Mercedes-Benz 6.0 L V12, but without turbocharging like the Fulgura. This gives it an estimated 540 hp, a top speed of 310 km/h (193 mph), and the ability to go from 0 to 60 mph in 4.5 seconds. But the cherry on top was Laraki's Epitome, «a masterpiece on wheels», exclaim car enthusiasts. Unveiled at the Pebble Beach Concours d'Elegance in 2013, the car is equipped with a V8 engine from a Chevrolet Corvette Z06, which Laraki enhanced with twin turbochargers. Running on 91-octane gasoline, the car produces 1,200 horsepower. There's also a second fuel tank that can take 110-octane fuel, boosting the power to 1,750 horsepower. The body is made from carbon fiber, and the car weighs 1,270 kilograms. Priced at $2 million, the Epitome made headlines upon its release as the most expensive car on the market. In 2015, the car was purchased by USA-based Moroccan rapper French Montana, he proudly announced on his social media. A custom-made supercar for the King The car was so extra that the first model was further refined and updated. Laraki adopted the C7 Corvette as a base, calling the model Laraki Sahara, a creation that caught the attention of King Mohammed VI himself. It is believed that the Moroccan Sovereign purchased the only two units of the Laraki Sahara hypercar in existence. Each is priced at over $2.2 million, making it the most expensive African car in the world. The Laraki Sahara is just as impressive as the Epitome, «making 1,550 horsepower from its 7.0-liter turbocharged V8 tuned by Dallara», writes Luxury Launches. Its top speed is believed to reach 248 mph. The Sahara, commissioned by King Mohammed VI, was released in his signature color, a vivid sandy, gold shade that resembles the hues of the desert. The color was inspired by the Sahara Desert, hence the name, giving the car a luxurious and distinctive look with an elegant, earthy tone.
Yahoo
27-01-2025
- Automotive
- Yahoo
Sammy Hagar Rips His LaFerrari With Dan Rather Inside
Read the full story on Backfire News Sammy Hagar, the rock star who back in the day ranted in his famous song about not being able to drive 55 mph, recently took journalist Dan Rather for a ride in his white LaFerrari. The whole thing was recorded and the interaction is something to see, that's for Hagar hit it a little bit, and honestly he was probably just barely pressing on the accelerator, Rather seemed to find the ride enjoyable. He even called the hypercar 'a carnival ride.' Of course, it's even better when you're the driver and you can better fell all that power. Hagar sold the LaFerrari some time after this was filmed. The hybrid hypercar out of Maranello crossed the auction block at Barrett-Jackson's fall auction in Scottsdale, Arizona back in October, the gavel falling after the high bid of $4.25 million was placed. That's a big jump in value considering the Ferrari originally sold for $1.4 million. While the fact Hagar owned it might have helped, LaFerraris have appreciated in value considerably since they were released. Rather seemed a little scared to experience riding in the hypercar with Hagar behind the wheel and who can blame him? After all, the rocker is 77-years-old and the journalist is 93, so he knows how the reflexes and such slow with age. However, Rather also learned the brakes are just as impressive as the power an acceleration, so that seemed to calm him down some. For his part, Hagar talked the Ferrari up, saying there was none other as advanced and that it was loaded with 'all the latest and greatest' the Italian automaker has. Considering the LaFerrari was revealed in 2013 at the Geneva Motor Show, that's a little bit of an embellishment. Sure, the hypercar is still potent and respectable, but it's no longer cutting edge. Still, it was enough to take Dan Rather's breath away. Image via AXS TV/YouTube
