G90
https://www.motor1.com/reviews/738653/2 ... m5-review/
Najjači quote:
For so long, BMW didn’t worry about having the most powerful car in any given class. It didn’t need to have the standout figures or in-your-face design. It was all about balance, creating a car that was, at its core, fun to drive. The M5 isn’t just a sports sedan, it’s the sports sedan, a nameplate that spurred on an entire segment. These were subtle cars that could spend all morning on the highway, all afternoon on the race track, and still be fun on a backroad in the evening. A true all-purpose vehicle for a very particular group of people.
Bilo nekad…
Sad je:
The last few generations of M5, though, have shifted priorities. Now they aim to deliver big horsepower with wild acceleration numbers, suffering weight gain in the process, and changing the M5’s ethos from a do-it-all sports sedan to barnstorming grand tourer. This newest M5, the G90, completes that journey.
A ono o čemu ja vazim vascijeli život:
Like M5s of old, I expected this G90 to shine on the autobahn and then be a star on the German b-roads. Here’s where things get complicated. The G90 is still hugely fast, but its size and speed become a detriment off the highway. First, this is a wide and long car with limited visibility. So on narrow backroads, it just feels large—there’s a lot of car around you. Unlike the autobahn, backroads in Germany have a top speed limit of 60 mph. Even at a pace above that limit that I’d consider brisk, the M5 felt bored. It never felt like it was working hard or engaging with me. The limits are simply too high to experience on the road, the place where this car will spend the majority of its time.
When we drove a prototype of the M5 on track, we did get closer to those limits, but that’s a controlled environment that even BMW admits most M5 owners won’t see. And when asked why those limits, if too high for the road, weren’t reduced, BMW said they cannot go backward. That people want more. A comment on the current state of the car market, for sure.
Poenta:
BMW had a number of past M5s on hand as well, and I took the E39 and E60 out for short drives. The E60 was the first M5 that became techy, with iDrive, a ton of drive modes, a not-very-good single-clutch automated gearbox, and a 507-hp V-10 under the hood. But on similar roads and the Autobahn, it felt smaller and more alive, the limits of its performance more accessible. And the E39, well, that is still a defining sports sedan. A 394-hp V-8 and a six-speed manual. Subtle design. And just a sweetheart to drive quickly or slowly.
The new M5 is comfortable with a beautiful interior. It’s fuel efficient, and loaded with useful tech, like augmented reality navigation. But it’s no longer for someone who wants to have fun on a back road at legal or even semi-legal speeds. This M5 is for taking the family from Munich to Como for a long weekend, sitting at 170 mph for a chunk of it. Think of the new $120,675 M5 as a grown-up, executive-class grand tourer. The M3 has taken the position of the old M5 as the do-it-all family sedan, and that leaves the M2 as the rowdy track rat.
The M5 used to chase balance and engagement, and now it chases numbers. Once you choose to chase numbers rather than joy, you cannot go back. I wish we could.
Ono što 90% nazovi “vozača” ne shvata, da kW ne garanciju taj joy, odnosno zabavu.
Više je do balansa, do povratnih informacija, do osjećaja, do duše. Za to treba što manje kg između ostalog.
kW ne garanciju zabavu.
