The future of performance cars is cloudy, and that’s definitely no reference to tyre-smokin’ rear-drive muscle cars.
Everything was seemingly going fully electric, but now the combustion engine’s long lifespan is set to stretch indefinitely, especially if sustainable fuels become a consumer reality.
It comes as little surprise, then, that Chasing Cars’ Performance Car of the Year category features a wildly varied mix of powertrains.
Full electric is presented by both the Hyundai Ioniq 5 N and Smart #3 Brabus, there’s a normally aspirated V8 courtesy of the Ford Mustang, the Mini Countryman JCW sits in the turbocharged-petrol corner, while the BMW M5 plug-in hybrid waves both electrification and combustion flags.
The JCW and Brabus were in contention via ‘wildcards’ as they had yet to be driven by the Chasing Cars team, joining the Korean, American and German contenders in the mix on pure merit.
WINNER – BMW M5
For anyone who reads internet forums, the seventh-generation version of BMW’s quintessential luxury muscle car is a heavyweight in completely the wrong sense.
The factoid that has irked some complainants is the latest M5’s kerb weight – a 2.4-tonne figure that means it has put on nearly 600kg in a single generational jump.
Although the M5 grows again in size – now spanning nearly 5.1 metres nose to tail – this anti-diet approach can be pinned primarily on the decision of BMW’s engineers to stubbornly stick with a V8 engine while simultaneously bowing to regulatory future-proofing with electrification.
The result is the first M car to feature a plug-in hybrid powertrain, with the carryover V8 complemented by an electric motor and 18.6kWh battery.
In continuing the M5’s 40-year trend for technological performance progression, the G90 gives owners an emissions-free, electric-only (WLTP) range of up to 68km – and a 140km/h top EV speed that’s more than what’s needed (legally) in Australia.
Official consumption of 3.0 litres per 100km is relatively revolutionary considering the former F90 M5 was rated at 10.6L/100km.
Using the full octane-electron hybrid propulsion to its full potential, extracting 535kW and 1000Nm, would probably remove the decimal from that impressive combined fuel figure, but it will carry the super-sedan to a quoted top speed of 305km/h with the derestricting M Driver’s Package that’s standard in Australia.
And while the M5’s power-to-weight ratio has dropped despite the ramping up of outputs, it remains epically quick whether you’re measuring by performance figures – 0-100km/h in 3.5 seconds, 80-120km/h in 2.2 seconds (4th gear) – or by the sensation from behind the wheel.
Judge Tom Baker said he would “challenge anybody not to have a grin on their face driving the M5 flat-chat”.
There aren’t many 2.4-tonne vehicles that will dispense with corners like the M5. This big, wide sedan has a level of agility that can cope with more sinewy stretches of bitumen.
M engineers have equipped the M5 with plenty of tech to ensure the M5 corners quickly: in addition to all-wheel drive, there’s a rear Active M Differential aiding immense traction, while Integral Active Steering helps in slower corners by turning the rear wheels in the opposite direction to the front wheels by several degrees … turning fronts and rears in parallel for improved stability through faster, flowing corners.
If the steering itself wants for greater feedback, it has weighting and speed nailed.
Pop the M5 into its Comfort setting that also applies to the variable damping, though, and the more relaxed side of its demeanour comes to fruition, with a cosseting ride primed for carry suited-and-booted execs.
The seats are absolutely sumptuous, too, even if the bright-red (and black) upholstery of our COTY test car makes wearing sunglasses mandatory regardless of weather.
Electric seat adjustment is extensive, including further adjustment of bolstering via the touchscreen.
If the M5’s exterior design is polarising, the interior styling is less so with its contemporary edginess. The cabin exudes quality, delightful tactility is epitomised by the centre console iDrive dial, and there are rich details such as the visible components of the Bowers & Wilkins door speakers.
There’s also no question that, of all the Performance Car of the Year contenders, the M5 would be the clear vehicle of choice for rear-seat passengers for all-round pampered space/ comfort.
The M5 sedan’s boot space has more limitations. The compartment shape is relatively narrow, and part of the PHEV tech shrinks the space by 64 litres to 466L compared with its four-door predecessor.
There is a simple solution for expanding boot space, however. Simply buy the M5 Touring wagon that is being offered for only the third time in the nameplate’s history, and increases capacity to 500 litres as well as accommodating larger items more easily – especially if the rear seatbacks are flattened.
The wagon is a mere $4000 extra above the $259,900 RRP for the M5 sedan.
Big money indeed, though this actually undercuts the previous M5 Competition ($273,600 RRP), isn’t far above the non-electrification Audi RS6 wagon ($252,600 RRP), and is significantly cheaper than the $425K Porsche Panamera Turbo E-Hybrid that still has options galore and isn’t much faster.
So, yes, add relatively good value to the G90 M5’s credentials – an electrified BMW M car that, with its combination of scintillating speed and technology, gives petrolheads high thrills and yet, with regular recharging, also low consumption.
JOINT RUNNER UP – Hyundai Ioniq 5
Hyundai’s first attempt at a hot-hatch, the i30 N, was an unexpected critical success, and one that has spawned a legion of ‘N-thusiast’ followers.
Should we be shocked that the Korean car maker’s N division has backed it up with what, for now at least, is the most involving electric car around. And, yes, that is regardless of price, so counting the (still hugely impressive) Porsche Taycan.
The Ioniq 5 N isn’t as attainable as its smaller, petrol N stablemate, costing more than double at $111,000 before on-road costs. Yet it offers performance that rivals some variants of the aforementioned electric Porsche that costs double again – a 3.4-second 0-100km/h quote that is no figment of some N engineer’s imagination.
With 478kW and 770Nm available at the press of an NGB (N Grin Boost) steering wheel button for a 10-second burst, the dual-motor, all-wheel-drive 5 N pins front occupants forcefully into the tight confines of its racy bucket seats.
Lateral speed is no less impressive than longitudinal thrust. Immensely grippy, super-wide (275mm) Pirelli P Zero rubber gives the 5 N driver incredible confidence, though so does the accurate steering, big brakes (400mm front, 360mm rear), and speedy directional changes that belie the Hyundai’s 2.2-tonne kerb weight.
Generous amounts of vehicle-setting configurations are offered, with key (coloured) shortcut buttons on the steering wheel. Pressing the left ‘N’ button accesses what is arguably the 5 N’s biggest party trick.
This switches the paddles behind the steering wheel from adjusting the regen-braking lever to shift virtual gears – accompanied by a speaker soundtrack that mimics the noises of the i30 N’s turbo petrol drivetrain.
There are two factors that allow this N e-shift mode to transcend accusations of gimmickry.
Firstly, the 5 N’s cunning software could convince you that the paddles were controlling an eight-speed dual-clutch auto by the way it interrupts torque flow on downshifts or cuts it if the driver tries ‘revving’ past the fake engine limiter (where an EV would normally provide linear deceleration/acceleration).
Most believable, though, is that the Hyundai Ioniq 5 N is a gamechanger in the ever-expanding world of electric cars.
JOINT RUNNER UP – Ford Mustang
Ford says it will continue to build V8-powered Mustangs for as long as regulations allow, and let’s hope that’s the case – as the latest, S650 generation proves the famous US muscle car is just getting better and better.
The limited-edition, track-focused Dark Horse is sold out, unfortunately (though we still hold out hope for a resupply at some stage), though it still leaves the excellent GT (priced from $78,990)
The Mustang GT won’t offer you great fuel efficiency (not even with the four-cylinder Ecoboost variant, priced from $71,990) and it’s not very practical with its 2+2 seating layout, but it does provide wholesome goodness with its normally aspirated V8, manual gearbox (or auto if you really must), and rear-drive dynamics.
To quote judge Nathan Ponchard: “The Mustang’s dynamics have never been more focused, finessed and rewarding. There’s an unprecedented sophistication that almost makes it feel like a German muscle car.”
The improved driveability of the Mustang’s V8 and the accurate six-speed manual gearbox ensure the Mustang is as easy to commute in as it is to drive at pace.
The thundering V8 is at the core of the Mustang experience, of course, a soundtrack to serenade any true petrolhead.
And you can still hear the V8 in the open air courtesy of the convertible body style that continues to be offered as an alternative to the coupe.
The last of the old-school V8 muscle cars is a modern classic.
GOOD, BUT… Mini Countryman JCW
The John Cooper Works treatment for the second-generation Countryman SUV brings an encouraging fact for a Performance category: this is the most powerful production Mini yet.
A 2.0-litre turbocharged four-cylinder petrol engine delivers 233kW (and 400Nm), distributed to all four wheels via a seven-speed dual-clutch auto.
At nearly 4.5 metres long, the Countryman struggles to fit the ‘mini’ description, though Mini says the JCW – which costs from $70,990 before on-road costs – will still go from standstill to triple figures in just 5.4 seconds.
A ‘Go Kart’ mode livens up the JCW, increasing throttle response and steering resistance, and the turbo petrol engine sounds purposeful – it’s just a pity that noise is so artificial.
And if only the Countryman JCW oversteered on demand like a go-kart; instead its handling is defined by chronic understeer. This is an all-wheel-drive car that feels heavily biased towards the front axle.
Another Countryman unexpectedly showed the JCW the path to proper driving enjoyment.
The SE All4 is, as its badge suggests, also all-wheel drive, yet has a rear-driven feel that encourages the driver to get on the throttle earlier in corners. That’s aided by greater torque (494Nm) even if the electric Countryman is quoted with a slower 0-100 time (5.6sec).
There’s another upside to the electric Countryman: a supple ride that’s easier to live with than the more firmly suspended JCW.
AVERAGE – Smart #3 Brabus
The range-topping Smart #3 sets an immediate distinction for being the first official showroom car to bring the renowned Mercedes-Benz performance tuning brand Brabus to Australia.
Smart remains part-owned by Mercedes, though it’s a Benz-associated dealer group – LHS Auto – that made the move to bring the city-car brand back to Australia.
It’s China’s Geely side of the Smart JV, however, that delivers the platform and dual motors shared with other models in its large portfolio – such as the Volvo EX30 and Zeekr X.
And in all-wheel-drive guise, the #3 certainly produces outputs and performance befitting the Brabus name – 315kW and 543Nm, and a 0-100km/h claim of 3.7 seconds (though the latter is trumped by a tenth by the power-matching Volvo).
There’s nothing scary about the driving experience, though perhaps that would at least otherwise help quicken the driver’s pulse. The $70,990 RRP #3 Brabus does fast pace with ease, feeling entirely predictable in the way it delivers its excess of power, while it’s composed through corners.
But it lacked the engagement of another electric car at our Car of the Year – the Mini Countryman SE that is aimed more at parents than petrolheads.
Buyers also need to ask if they truly need that kind of performance the Brabus version offers. Rear-drive #3s are plenty quick (5.8sec 0-100) and provide more range – up to 455km to the AWD’s 415km WLTP.
Cabin presentation is questionable in some areas, too; the #3’s interior isn’t a match for its relatives, the funkily styled Volvo EX30 or luxuriously appointed Zeekr X.
