Latest news with #ZF
Time of India
3 days ago
- Automotive
- Time of India
For ZF, the Indian aftermarket is ripe for the picking
Andre Scholle handles business in some of the world's most conflict-hit regions today which include Ukraine, Iran, Russia, Yemen, Israel and Palestine. Yet, the Vice President & Head of Region India, Turkiye, MEA, CIS at ZF Group (Aftermarket Division) does not make such a big deal out of this because the show will have to go on. 'So if there is any political upheaval in some part of my region, we will find ways to overcome it. I think that is a good thing for my aftermarket team in that region. We are very used to dealing with these kind of upheavals and need to find pragmatic solutions,' he told ET Auto during the course of a recent media roundtable. In this backdrop of volatility and uncertainty, Scholle said he was super excited about India where he maintained that the sky was the limit for ZF's aftermarket business. 'I think the biggest growth will happen in India and if you look back in the last 20 years, India has been neglected especially on the aftermarket score,' he added. Hence, that is something that 'we need to change very quickly' because it is very clear to the company that the rapid growth of the aftermarket will happen in countries like India. 'Every time I come here, I am astounded how much of infrastructure is added to the system and how much development is happening in such short time with so many vehicles coming into operation,' said Scholle. My vision is to have India as a hub, not only for India, but also for aftermarket production that is then sold into Africa or into the Middle EastAndre Scholle India as global hub It is precisely for this reason that the German auto component maker is upbeat about the growth potential here. 'We all strongly believe that the biggest growth is happening in India, Middle East, Africa and Asia Pacific. My vision is to have India as a hub, not only for India, but also for aftermarket production that is then sold into Africa or into the Middle East,' he elaborated. ZF has been facing strong headwinds in the aftermarket regions of Europe and North America even while there was a 'very, very strong' tailwind across the Middle East and India in 2024. However, this (tailwind) is now getting 'lesser and lesser' and Scholle predicted a more difficult market environment going forward. 'I would not go as far as mentioning it is moving towards a crisis because I think especially in India, also in Middle Eastern markets as well as Turkey, the demand is still way more healthy than it is in Europe or North America,' he said. As the second largest aftermarket manufacturer of the world, we are strengthening our footprint here. Andre and his team are making us future ready for the next wave of technologies coming into IndiaAkash Passey The Indian aftermarket remains a competitive landscape that is developing and 'getting tougher' as well with stakeholders now aware that this is a 'very interesting business' that brings margins. 'So they also want a piece of the cake. This makes the whole aftermarket environment in India in 2025 more challenging than it was in 2024,' said Scholle. Akash Passey , ZF Group India President, added that it is the aftermarket team which keeps the customer happy and brings them repeatedly back to the company. 'As the second largest aftermarket manufacturer of the world, we are strengthening our footprint here. Andre and his team are making us future ready for the next wave of technologies coming into India,' he elaborated. I would not go as far as mentioning it is moving towards a crisis because I think especially in India, also in Middle Eastern markets as well as Turkey, the demand is still way more healthy than it is in Europe or North AmericaAndre Scholle Key centre of gravity According to Scholle, India is one of the aftermarket centres of gravity for ZF in the future. 'Our key sense we have identified in the aftermarket is that it is maximising uptime mobility. That means we want to provide efficient, reliable and sustainable solutions for our customers,' he said. From ZF's point of view, the whole landscape in the aftermarket is changing tremendously. 'We cannot focus anymore on purely the demand of our distributors but need to create a pull effect for our products and solutions coming from the retail, workshop or fleet operational levels. This is then optimising the uptime for anybody who is having a vehicle on the road in India,' said Scholle. The key, therefore, lies in sticking to partnerships with distributors and other allies while expanding the product range to have a 'certain reach and depth' into the Indian aftermarket. 'This is why we are looking into local production of our product portfolio in India. But this will not be enough to be successful in the ever-changing ecosystem which requires new solutions also from us,' he added. Also Read: For ZF, differentiation is key in electric amid Chinese onslaught The other top priority is to strengthen the depth within Tier 2 and Tier 3 customers beyond just 'the main epicentres" of India. 'We are already looking at more than 700 delivery points with approximately 500 direct customers and 18,000 plus retail partners throughout all the four business lines that we have,' said Scholle. These comprise cars, commercial vehicles, industrial business and digital which are driving 'our opportunity management and our business' going forward. 'We need to talk about more local production and more product launches purely dedicated for the Indian aftermarket. We are looking into local production of our product portfolio in India. But this will not be enough to be successful in the ever-changing ecosystem which requires new solutions also from usAkash Passey Player, driver and shaper ZF would ideally like to become a key player, driver and shaper of the aftermarket in India through products as well as new approaches. 'This is why we are committed to investing in this space and are already talking about 40,000 customer touch points overall,' he explained. The workshop expansion together with our workshop programmes is very important for the passenger car group. 'If you look at commercial vehicles and industrial solutions, the drivers are a bit different. especially when it comes to the strong OE heritage that we already have in the Indian aftermarket,' said Scholle. ZF acknowledges that it needs a strong aftermarket team on the ground in India to drive the necessary changes and development which go far beyond pure buying and selling. 'It is much more than that. We need a very, very strong, independent, aftermarket organisation which is creating a link towards the ZF legacy that we already have built up for many, many years,' he added. This should be accompanied by the entrepreneurial mindset to develop things 'sometimes also in a very startup-driven mindset'. As Passey summed up, 'Today, the technology aspect of the vehicle is much more electrical and electronics than physical and the traditional mechanical. And that is why we see excellent opportunities because our future and our strengths are also around technology.' Also Read: ZF Group inaugurates ₹192 crore manufacturing plant in Coimbatore
Top Gear
23-07-2025
- Automotive
- Top Gear
Aston Martin Vanquish Volante Review 2025
You thought BMW was into big grilles? Just have a look at the faces of the current Aston Martin range. The new Vanquish Volante is an absolute stunner though, and everything about this open-topped, self-proclaimed 'Super GT' is big. The mouth itself is apparently 13 per cent bigger than the one on the previous DBS Superleggera Volante. That's to help with cooling, of course, but we reckon the designers didn't mind having to go large. There's also a 25mm wider rear track and an extra 80mm in the wheelbase compared to the old car. Heck, just look at the length of the carbon bonnet. Advertisement - Page continues below What's under that bonnet? Has Aston been downsizing? Absolutely not. Said bonnet hides a twin-turbo 5.2-litre V12 that sends a terrifying 824bhp and 738lb ft of torque to the rear wheels through an eight-speed auto gearbox by ZF. Aston freely admits that it wants this car to be just a little bit scary, and it's got the proportions of a proper old school muscle car. Oh, and if for some reason you can't see the roof, you'll be able to tell the Volante apart thanks to its lower rear lip spoiler. The floating 'shield' is still there on the rear though and can be specced in myriad different ways. So, is it fast? Absolutely. The Volante may be saddled with an extra 95kg over the Vanquish coupe thanks to the roof mechanism and some extra body strengthening, but it's still alarmingly quick. That should be obvious with an on-paper 0-62mph time of 3.4 seconds (one tenth slower than the coupe) and a top speed of 214mph. But it's the way it gets there that's so visceral, particularly if you spec the lightweight titanium exhaust option and spend 14-seconds dropping the neat 'K-fold' roof. Advertisement - Page continues below And it's not just straight-line speed either, the big Aston gets an e-diff on the rear axle and will go round corners too. Click through to the Driving tab of this review for all the detail. And it's not just straight-line speed either, the big Aston gets an e-diff on the rear axle and manages to shrink itself when things get twisty. This is a near two-tonne car so it's not the last word in steering feel, but it's got a sharp front end and drive modes that allow you to change its character. Click through to the Driving for a full debrief. Tell me more about that roof… Ah yes, that's why you're here isn't it? Aston has gone for a fabric top that can pop back up again at the touch of a button in just 16 seconds. You can operate it both ways at speeds of up to 31mph, and while stowed it sits at just 260mm tall so the rear deck can remain remarkably flat. It also has many layers of insulation, and Aston claims that it offers 'a level of thermal insulation directly comparable to Vanquish Coupe'. Blimey. How much does it cost? Prices should start at around £15k more than the Vanquish coupe, so you're looking at an entry price of around £345,000. Yikes. And you'd better ask the bank manager for even more than that, because the options list is endless and Aston says that over 70 per cent of Vanquish coupes sold so far have had some form of bespoke work carried out by its special Q department. You'll want to get in quick too, because Aston will only build 1,000 examples of the Vanquish each year, with the coupe and convertible both contributing to that overall number. It's probably worth noting that you will actually be saving yourself some cash if you go for the Vanquish over its main rival, though. That's the £366,500 Ferrari 12Cilindri Spider, which also features a whopping V12 engine but does without turbocharging. Your call. Failing that, the bargain bin option is the Bentley Continental GTC. Not something we ever imagined saying about a Bentley. Or a V8 hybrid with more power than a Le Mans Hypercar. But here we are. What's the verdict? ' It doesn't feel as though chopping the roof off has had an adverse effect on the ride and handling ' The Vanquish Volante's headline figures and muscle car looks might make you think that it'd only tell a bedtime horror story, but this is actually a car with a real breadth of ability. It'll sing you a nice lullaby too if you ask it nicely and stick with its softer GT mode. We're yet to drive it back-to-back with a coupe, but it doesn't feel as though chopping the roof off has had an adverse effect on the ride and handling, and it just means that booming V12 sound is even more accessible. Plus, even though it's a fabric roof you could still comfortably cross continents in this thing while still chatting to a passenger or making hands-free calls. Just remember to hang up when things get twisty, because with over 800bhp heading to the rear wheels, the Vanquish still has the ability to transform into a supercar that demands your full attention.
The Drive
22-07-2025
- Automotive
- The Drive
2026 Aston Martin Vanquish Volante Review: Like Riding a Pegasus
The latest car news, reviews, and features. The 2026 Aston Martin Vanquish Volante is a triumph of automotive artistry. The design, inside and out, is an exceptional blend of quintessential supercar with refreshing new fixtures. Half the joy of driving it is just appreciating how pretty it is as you walk up to it. The other half? A twin-turbo V12 that'll take you up to 214 mph. The Volante experience is what I imagine riding one of those magical flying horses is like. Y'know, a pegasus. The 12-cylinder Aston Martin Vanquish has historically been, and is once again, the British brand's flagship. The madcap Valkyrie hypercar and extreme Valhalla supercar are more purely performance- and cash-flow-focused. The super grand touring coupe and the drop-top Volante are most emblematic and essential Astons on the road right now. Aston Martin proclaims this is 'the world's fastest, most powerful front-engine convertible,' substantiating that with some head-spinning specs: 824 horsepower, 738 lb-ft of torque, 0-62 mph in 3.4 seconds, and a top speed of 214 mph. According to Aston's Vehicle Performance Director Simon Newton, the top speed is not governed by the position of the roof. I'm sad to say my test loop in and around New York City did not allow me to rate the wind chill at that speed. Aston Martin The V12 sends its power to the rear wheels only, with a ZF eight-speed automatic transmission allowing the driver to shift via the paddle shifters. Despite the engine's impressive size and the car's very long hood, Newton said the weight balance was close to 50/50 front and rear because the motor's packed mostly towards the cabin. The drop-top is about 209 pounds heavier than the coupe, but my test car tried to compensate by sporting the lighter $14,400 titanium exhaust. 'Stainless [exhaust system] is a little more, fuller, more rounded,' Newton told The Drive . 'Titanium has a higher-pitched, sense of urgency.' Both the coupe and convertible were developed in parallel. Differences between the two, besides the roof, are reportedly just minimal rigidity enhancements underneath and a 7% increase in spring stiffness on the convertible. Trunk's cargo space is not particularly generous, but there's plenty for a couple's weekend luggage. The rest can be shipped to their vacation villa or luxury hotel ahead of time, after all. The gauge cluster and infotainment screens are substantial, but not annoyingly large, and more importantly, very nicely integrated into the dashboard. Interesting shapes of carbon frame the screens and give them some depth, while Apple CarPlay Ultra lets you run automotive functions like driving modes and climate control without leaving the Apple interface. Refreshingly, quite a bit of the car controls are accessed through beautiful knurled metal knobs that are as much fun to spin as they are nice to look at. The Vanquish Volante's starting price is about $480,000, and personalization can quickly send that way north. A set of 21-inch satin black wheels is $6,700, custom interior colorway is $11,200, and interior carbon trim pieces $28,300. You can get carbon exterior bits too, for about another $33,000. The cheapest option I saw was an umbrella (made in England!) for $600. At this level, it's not about value for money. It's all about vibes. The new Vanquish face and silhouette will be pretty familiar to anyone who has ever seen an Aston Martin, but I absolutely love what the designers did with the unique taillights, exhaust, huge fender vents, and intense hood sculpting. This generation Vanquish does a great job adding just enough unexpected flourishes to make the car feel fresh and interesting while retaining its classy and classic persona. Aston Martin The interior is similarly appointed. Beautiful knobs and switches crafted from exceptionally elite materials abound, and a few key decorative features do a lot of heavy lifting to differentiate the design from everything else out there. Those little wings around the gauge cluster and the gorgeous center console knobs are super cool. I will admit, I felt a little skittish burbling through Manhattan in a convertible car this loud—and I'm not just talking about the exhaust. There were quite a few eyes on me while I idled at stoplights. I assume those who noticed me were trying to figure out if my dad was famous or what—but this is not a machine for a wallflower. Things got a lot more comfortable when I started steaming up alongside the Hudson River. The Vanquish ride is not plush, but it is compliant. NYC potholes are pretty rough, but I didn't hit anything jarring while leaving the city. Once I broke out of the boroughs, I stepped on the throttle a little more and felt the absolute abundance of power accompanied by an insistent intensity of the titanium exhaust note. The exhaust has a loud-mode button, but it's not as instantly dramatic as similar systems I've tested on Porsches and other vehicles. Idle, low-speed loping, and free-revs sound pretty much the same, until you get hard on the gas and the open-valve setting is triggered by a little button on the dash. Then the engine note becomes downright dastardly. Aston Martin I'm sure none of you will be surprised to read that an 800-hp car felt fast—but the big takeaway with this Aston V12 is how unbelievably deep its energy reserve feels. There's a huge sensation of thrust with a fairly modest application of gas pedal, and as your foot goes down, it just keeps climbing and never lets off. It doesn't matter if you hit the gas from a slow roll or a canter—there's a tsunami of power at the ready from pretty much any engine rpm. In a way, this much juice is almost more exciting to experience in a luxury touring car than it is in a pure sports car. When you're strapped into a firm seat and riding on stiff suspension, you expect a snappy response on the throttle. When you're surrounded by the luxurious trappings of private jet—and in a convertible, no less—the rocket-ride whoosh of a twin-turbo V12 can catch you by surprise even after you've been driving for a few hours. The car's not difficult to handle (despite feeling enormous from the driver's seat), but it does manage to be delightfully intimidating. You can scare yourself well before the gas pedal makes contact with the carpet, and no passenger will ever question its 200-plus top speed. There is a Wet Mode that softens power delivery, should slippery conditions dare to arise while you're out road-yachting in your Vanquish. I didn't test this, but even decent drivers will appreciate its existence when needed. I enjoyed some exciting twisty roads around New York's Bear Mountain State Park on a lovely sunny day, which I pretty much had to myself in the middle of the week. The car's certainly enjoyable to link turns with and doesn't beg to be driven hard despite its obvious capability. It's a lot of fun to carve corners in at a relatively socially acceptable speed, then briefly surge on straightaways before being easily reeled back in by its enormous carbon ceramic brakes. I don't even want to think about what your local Aston Martin shop charges for a new set of pads on this thing, but again, if you can buy the car, you probably don't need to read price tags. Aston Martin Only two chinks in the Vanquish Volante's shiny armor manifested themselves during my test drive. I found the cabin to still be fairly noisy even with the roof up. Aston's people said there were eight layers of insulation in the quickly retractable roof, but after my test, I can confirm that you shouldn't expect a similar level of isolation as the hardtop. The other thing is cabin cooling. I taxed the air conditioning hard; it was about 90 degrees and very humid that day. Even with the seat coolers on, it was toasty. Considering some of Aston's best customers live in the Middle East, that might be suboptimal. While not the biggest detractors for a convertible, you're kind of left hoping for a bit more out of a $610,000 car. Sidebar: I was not enamored with Apple CarPlay Ultra. The selectable Apple-style main gauges make the car look like a kiddie toy, and I'd rather just split the main screen between my map and car controls. I could easily be impressed by high-dollar hardware because I usually drive jalopies. However, that's not the case. If anything, my real-life basicness makes me even more dismissive of things as conceptually absurd as a half-million-dollar toy. So from a realist's perspective, there's no financially logical reason to buy one. There never is. But an Aston Martin Vanquish Volante is not for people who logically decide their purchases. This is a car for somebody who wants an exceptional motoring experience and can afford it—and I have to admit, it delivers. It's unforgettably gorgeous, fast, smooth, engaging, fun to drive at any speed, and intimidating enough to make you feel alive behind the wheel. If the Pegasus comparison was a little too abstract for you, the Vanquish Volante feels closer to a Fountain powerboat than a car, but considerably less crass. It's hard to imagine a grander touring car. And as far as making the ultimate quintessential Aston Martin, there's nothing I would change about the Vanquish Volante. Aston Martin 2026 Aston Martin Vanquish Volante Specs Base Price (As Tested) $483,000 ($610,300) Powertrain 5.2-liter twin-turbo V12 | 8-speed automatic | rear-wheel drive Horsepower 824 @ 6,500 rpm Torque 738 lb-ft @ 2,500-5,000 rpm Seating 2 Dry Weight 4,120 pounds 0-62 (100 kph) 3.4 seconds Top Speed 214 mph EPA Fuel Economy (Coupe spec, Volante TBA) 13 city | 21 highway | 16 combined Score 10/10 Spectacularly grand tourer with regal design and a warrior king's bearing.
Scottish Sun
21-07-2025
- Automotive
- Scottish Sun
Vintage Aston Martin from the 60s so rare only a handful were ever made hits the market for eye-watering price
The vintage motor features a sought after five speed manual transmission RARE FIND Vintage Aston Martin from the 60s so rare only a handful were ever made hits the market for eye-watering price Click to share on X/Twitter (Opens in new window) Click to share on Facebook (Opens in new window) A RARE vintage Aston Martin has hit the market for a staggering price. The super rare Aston is described as a classic grand tourer and could be yours for a whopping £250,000. Sign up for Scottish Sun newsletter Sign up 5 The rare motor is one of just 268 Mk 1 DB6 Saloons ever made Credit: Jam Press/Iconic Auctioneers 5 The stylish vintage car is expected to fetch a quarter of a million pounds Credit: Jam Press/Iconic Auctioneers The 1966 DB6 Mk1 Vantage comes fitted with a manual ZF gearbox. Finished in silver originally, the vintage motor has now been refinished in slate grey. The new colour perfectly compliments the rare motor's stylish black leather interior. The DB6 is to be sold at auction by Iconic Auctioneers at Silverstone, Northants on Saturday August 23. Well looked after by its previous owner, the Aston has clocked up just a few thousand miles since 1991. It has only logged 68,733 miles in total and a full restoration of the vintage car was completed in 2010. Its listing states: "The car was fully restored between 2008 and 2010 by Aston Workshop and Pugsley & Lewis with a colour change to slate grey. "More recently, the ZF gearbox was fully overhauled and there is correspondence from the Aston Martin factory thanking the owner for allowing his DB6 to be used for assessing a new gear set design for the ZF 'box. "EJX 342D was purchased by our vendor from the Aston Workshop in October 2017 with an indicated mileage of 68,733 from new, with less than 5,000 of these added since 1991. "Recent maintenance includes a full service by Hilton and Moss in July 2023 (£10,000) including renewing rear seals, new hubs, electric window refurb and new tyres. Fully restored first edition of iconic Ford motor to be auctioned for huge price after £130k spent on its renovation "Later attention in February 2025 by Farringtons of Knutsford included a full service and the wheel arches and under body were ice blasted and then retreated. "The car is supplied with its V5C, history file, a quantity of expired MOTs dating back to 1991 and the current MOT valid until 2nd April 2026. "While this attractive Aston would make an impressive addition to any collection and would surely be welcome at prestigious classic car events anywhere, we can't help feeling that its best years are still ahead. "Make no mistake, these are now rare cars. "The factory only produced 268 Mk1 DB6 Saloons to a Vantage specification and very few of these were fitted with the manual 5-speed gearbox - the ultimate incarnation. "This is a great opportunity to own a classic Aston which is totally usable and a delight to drive." An initial estimated price of £200,000 - £250,000 has been listed for the super rare vintage motor. Car Auctions: How To Nab A Bargain Car auctions are a way to sell vehicles based on a bidding system with the highest offer securing the deal. Auctions aren't restricted to the rich and famous as thousands of cars are sold at motor auctions in the UK each week. Here's what you need to know before attending an auction: Be prepared: Do your research on the car you would like to purchase beforehand. Check the car: Cars will usually be lined up before the start, so make sure to arrive early to inspect the desired car thoroughly. Have a back-up: Be ready for disappointment as your desired motor may be sold to someone else and select a few back-ups. Be realistic: Realise that there won't be a "perfect" car at an auction and adjust expectations accordingly. Set a budget: It is easy to overspend in the heat of the moment during bidding. Ensure you have set a budget and do not go over it. Key phrases to look out for: 'No major mechanical faults' – suggests that there shouldn't be any issues with the car's drivetrain, gearbox, suspension, or engine. – suggests that there shouldn't be any issues with the car's drivetrain, gearbox, suspension, or engine. 'Specified faults' – the auctioneer will read out specific faults. – the auctioneer will read out specific faults. 'Sold as seen' – the vehicle is sold with any problems it may have. The auction company will rarely entertain complaints regarding the mechanical or cosmetic condition of these vehicles after sale. – the vehicle is sold with any problems it may have. The auction company will rarely entertain complaints regarding the mechanical or cosmetic condition of these vehicles after sale. 'Sold with a warranted mileage' - The car is being offered based on the report, which confirms the mileage through an independent check. 5 It features a sought after manual gear box Credit: Jam Press/Iconic Auctioneers 5 The DB6 will be sold at auction in August Credit: Jam Press/Iconic Auctioneers
IOL News
17-07-2025
- Automotive
- IOL News
Driving the BMW M5: unleashing hybrid power with unmatched comfort
The BMW M5 is the most powerful M5 yet. Image: Supplied There are some cars that feel like they want to put you into the hospital when driving fast, and then there are those that give the impression you're on an easy drive to buy bread and milk. The BMW M5 is one of those cars. This thing is lightning quick with a sound to match, and after 40 years, BMW have now made the most powerful M5 yet. Big numbers For what is essentially a family sedan, the numbers are rather intimidating, and because it's a plug-in hybrid, it's also a new energy vehicle. And hats off to the engineers back in Germany who have slotted in the same technology as the BMW M Hybrid V8 endurance racing car. This M5 combines its twin turbocharged 4.4-litre V8 with 430kW and 750Nm and an electric motor with 145kW and 280Nm fitted with a pre-gearing stage that allows effective torque at the transmission input to be increased to 450Nm, so the net result is 535kW and 1 000Nm. It will get to 100km/h in 3.5 seconds and has a top speed of 305km/h if you dare. Power is sent to all four corners via an eight-speed ZF automatic transmission. The 18.6kWh battery can propel the M5 up to 140km/h, provide a range of 67-69 kilometres and on a 7.4kW charger takes three and a half hours to charge. Exterior There's not much subtlety about the styling either. It has large vents, enormous kidney grille with slots that send air to cool the hybrid system, beefy fenders housing 20-inch front and 21-inch rear alloys and M5 logos embossed on the C pillar, bootlid and quad tailpipes. Bright red brake callipers on the ventilated disks, bootlid spoiler and the optional carbon fibre reinforced roof fitted to our test unit, shout performance very loudly. Video Player is loading. Play Video Play Unmute Current Time 0:00 / Duration -:- Loaded : 0% Stream Type LIVE Seek to live, currently behind live LIVE Remaining Time - 0:00 This is a modal window. Beginning of dialog window. Escape will cancel and close the window. Text Color White Black Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Background Color Black White Red Green Blue Yellow Magenta Cyan Transparency Opaque Semi-Transparent Transparent Window Color Black White Red Green Blue Yellow Magenta Cyan Transparency Transparent Semi-Transparent Opaque Font Size 50% 75% 100% 125% 150% 175% 200% 300% 400% Text Edge Style None Raised Depressed Uniform Dropshadow Font Family Proportional Sans-Serif Monospace Sans-Serif Proportional Serif Monospace Serif Casual Script Small Caps Reset restore all settings to the default values Done Close Modal Dialog End of dialog window. Advertisement Next Stay Close ✕ There's a glorious twin turbo-charged sound that emanates from the exhausts. Image: Supplied Interior The M treatment continues inside with M multifunction seats that hug you when things get hairy and sit uber comfortably when cruising. It gets the BMW curved display, head-up display with M-specific content, and it has a newly designed flat-bottomed M leather steering wheel with M colour stitching, red 12 o'clock stripe and illuminated M1 and M2 buttons. Despite its aggressive nature, it's still a sedan, shown by the comfortable rear seats and ample legroom. Setting up and configuring the M5 to best suit your driving style in any given situation is a bit of a palaver, but with so many options, that's understandable. A mate and I played around with gearshift patterns, suspension set-up, steering, exhaust note, energy recovery, rear wheel steering, power distribution and safety systems, and he remarked that it was not dissimilar to a gaming console that his son spends more time with than school books. Once you've decided on your desired set-up, the M1 and M2 buttons serve as shortcuts. Driving Driving the M5 requires every ounce of self-control you have because what's not to like about flinging it around with carefree abandon on a quiet stretch of road that's not pot-holed scarred. Fortunately, there aren't many of those around, so I was mainly restricted to our usual routes except that I had a passport appointment in Carltonville. Don't ask, it's home affairs, is the only explanation I can provide. The BMW M5 has the BMW curved display, head-up display with M-specific content and a newly designed flat-bottomed M leather steering wheel. Image: Supplied That's a 260 kilometre round trip, and what better way to enjoy it than in an M5? It also gave me an opportunity to play around with the various settings and driving modes. Comfort Mode with the hybrid system in eControl gets as much energy back into the battery as possible. Hybrid changes drive between electric and ICE, and switching to Dynamic or Dynamic Plus keeps the drive and cooling optimised for when you stomp on the throttle. There were one or two occasions that I did exactly that, and the glorious sound from the tailpipes, some of it piped into the cabin, adds an enormous fun factor to the drive. Pedestrians and bystanders also seemed to enjoy it, and on more than one occasion, I was asked to rev the car, with a few taking out their phones to record it. On the way back, I made a slight detour to a fast, twisty section of road I know, just because I could. Selecting everything to maximum, the M5 becomes a special kind of car. Electric torque sends you on your way instantly, and the sharp gear changes thump you into the seat with a large grin on your face. Steering is a bit too light, but it grips hard and fast with the integral active steering that turns the rear wheels, providing confidence for the sharp corners At 2 435kg it's a heavy lump thanks to the hybrid system and you can feel the adaptive M suspension with electronically controlled dampers doing their thing as well as the brakes gripping crazily to slow it down. With that done and back into Comfort on the N14 with adaptive cruise control, the M5 is like one of those children where butter wouldn't melt in their mouth. Sedate, comfortable and in its place. Some purists may point to the fact that the new BMW M5, priced at R2 765 000, is too heavy and tech-laden. That may be, but when a V8 is conjoined with modern technology, it breeds something special.
