Discerning Hong Kong drivers in the market for a new vehicle might be tempted to visit the nearest BMW dealership after seeing the carmaker’s new 5 Series.

The recent Hong Kong debut of the 540i, 530i and 520d caught the attention of serious drivers, who like the fact that these models have incorporated features and technology from the higher-end 7 Series cars.

Starting at the top of the line is the 540i xDrive Saloon M Sport Edition. At its heart lies the superbly engineered 3-litre turbocharged in-line 6-cylinder petrol engine. Some might say 3 litres is a bit excessive for Hong Kong roads, but others might not be able to resist the temptation.

In the areas of luxurious cabin layout, noise exclusion and spaciousness, it is hard to beat. Some of the new features, like the xDrive steering system and four-zone climate control, can be tailored to local driving conditions.

You’d be hard-pressed to hit the top speed of 250kph, but the reassurance of having that kind of power under the bonnet when you need it is not to be sniffed at. Let’s face it: some drivers just want the best.

For eco-conscious drivers, another major consideration is one’s carbon footprint. These drivers are not only concerned about the cost of driving in terms of fuel consumption, but also the cost to the environment. With the M Sport, the 4 percent drop in fuel consumption and 5 percent drop in carbon emissions are steps in the right direction for drivers and the environment.

As with all modern cars, safety features abound. Traffic-savvy drivers might consider these features to be of minor significance, but if you pause to consider the probability of a less experienced driver crossing your path, such automatic warning systems start to sound all the more appealing.

Naturally, it’s a boon to new drivers, too. A youngster backing into a tight parking spot on Lockhart Road might not have to learn the hard way if an alarm alerts him to the lamp post he’s about to strike.

Safety features include various lane-change and braking warnings, as well as collision alerts and prevention systems.

The vehicle’s ability to sense other cars and pedestrians, issue warnings and even influence the car’s behaviour could be reassuring under difficult driving conditions.

With Hong Kong’s often extreme weather and colourful but chaotic nightscape, visibility is also a key factor in ensuring a safe and enjoyable driving experience.

Advanced technology in LED headlight production, narrow profile window pillars and a simple, efficient layout in the full-featured dashboard make all of the models in this range easy on the neck and on the eyes.

Everything mentioned so far is simply more of the same BMW engineering genius we’ve grown to love, but better. Not so, however, with the revolutionary xDrive system.

The four-wheel steering control system is a first for the 5 Series, and it might just make the M Sport a must-have model for Hong Kong drivers. The xDrive system has modes that allow the car to be steered using both front and rear wheels.

In the mode intended for low-speed driving and parking, the wheels are turned in opposite directions, allowing far greater manoeuvrability and a reduced turning radius. This could make owning a large vehicle much less of a liability when it comes to squeezing into those tight parking spots.

The other steering mode, intended for high-speed motorway driving, does the opposite – the wheels steer in the same direction. This gives the vehicle the ability to glide between lanes on the motorway without actually changing its heading, thereby enhancing mirror visibility and stability at high speeds.

In terms of styling and trim the M Sport Edition offers an aerodynamic exterior – large air intakes, side skirt trim, a diffuser-style rear apron and two impressive rectangular exhaust pipes that emit the kind of attention-getting sound you’d expect from a luxury sports car.

The low-profile suspension and 18-inch alloy wheels complete the look. Alacantara seat covers, aluminium pedals, a leather steering wheel and magnificent attention to detail on the interior trim complete the picture for high-end luxury sports motoring.

Heading down the range to the more economical models released in Hong Kong, the 530i drops its engine size to 2 litres, while still providing a top speed of 250kph and accelerating from 0-100kph in 6.2 seconds.

Even more impressive are the 25 percent drops in both fuel consumption and carbon emissions, making the car economical to both run and tax.

Available in two varieties – Luxury and Sport – the model includes many of the high-grade trim and styling components of the M Sport Edition, and both are clearly luxury cars by
any standard.

Aimed at the business market, the Luxury version’s features include chromed kidney grilles, “Air-Breather” window surrounds and light-alloy wheels. Nappa leather seats with contrast stitching and special decorative in-lays top off the impressively refined and spacious interior.

The Sports version of the 530i offers trim elements in high gloss black and 18-inch light-alloy wheels in a bi-colour polished finish. Dakota leather sport seats with refined interior trim contribute to the car’s opulence and classic sportiness. Illuminated aluminium door sills complete the high-end look.

The third car in the line-up of Hong Kong releases, the 520d, also comes in Sports and Luxury versions. The main difference with this model is the employment of a 2-litre diesel engine, and BMW is marketing this model as the ultimate in fuel efficiency and low emissions.

With a top speed of 235kph and a sprint of 0-100kph in 7.5 seconds, BMW has produced a car that still manages an impressive performance while offering a generous pay-off in fuel efficiency and low emissions.

Fuel consumption comes in at 4.5-4.1 litres per 100km, compared to 5.9-5.5 for the 530i. Comparative CO2 emissions are 126-136g/km for the 530i and 108-118g/km for the diesel.

For all the models, performance, road handling, suspension and comfort are above and beyond the world-class standard we have come to expect from BMW, while still remaining easy to drive. As expected, different priorities result in the distinctive characters of the Sports and Luxury versions.

All in all, the German manufacturer’s latest offerings are impressive. Comparing favourably with other models such as the Audi A6, Jaguar XF and Mercedes E-Class, the new additions to the BMW 5 Series might very well feel at home on the streets of Hong Kong.

Text: Clive Keep

It isn’t just looks that define a car and, in the case of the Lexus LC 500 at least, there’s a lot below its sleek metal sheeting that supports the public clamour for cars that are just that little bit more fun.

Underneath the bonnet sits a normally-aspirated five-litre V8 petrol engine. It builds upon the power plants that we have already seen and loved in the Lexus RC F, with advances in areas such as the D-4S fuel injection system. The motor is a lightweight, high-revving joy, moving quickly to a max of 7,300 rpm.

Maximum power is realised just 200 rpm short of that with 477 ps, and maximum torque of 540 Nm comes in at 4,800 rpm. The tuning of the engine helps to highlight what many love most about big non-turbo V8s: the feeling of endless acceleration, quick response and an awesome noise to boot. When you are inside the well-designed and appropriately luxurious cabin, that engine sound can quickly go from subdued to stirring – but it’s not too loud.

Details such as the use of a double torsional damper on the crank pulley help to reduce noise and vibration. Although if you find yourself sitting beside a racetrack or a long straight when an LC 500 drives by at full throttle, it will make your heart stir.

It’s a traditional American V8 but with a hint of European tuning for performance. The V8’s power is transmitted outward through a new 10-speed Direct Shift single-clutch transmission, which makes shifting quick and almost seamless. Close ratios bring the gears together, and in a world first for a premium passenger car, there is even spacing between each gear. This was done to avoid what was considered a “drawn out, unappealing engine sound” when the engine stayed in gear too long on an acceleration run.

An additional gear was added so as not to draw out the second and third gears too long, and a 10th was added for high-speed, low-rpm cruising. The end result is quick, precise and consistent shifts in either direction and no shift shock. It feels in some ways like a race shifter made smooth – and it’s also made to sound a bit more refined. This is, after all, a Lexus.

In addition, an AI-Shift control function with a switchable driver mode selects the best gear according to what the driver normally does or may intend to do. It looks not just at speed and acceleration, but also at driving history. It will do this in the background even if the driver doesn’t use the Drive Mode Select switch.

  “The engine sound can quickly go from subdued to stirring – but it’s not too loud”

The idea for the LC was first seen at the 2012 Detroit Auto Show as the LF-LC concept car, and it’s an interpretation of what Lexus calls the “Seduction and Technology” design theme. It was one of the few projects in which two concept cars were made, and much of what was seen in these original concepts made it to the street cars intact. The spindle grill seems tighter, but meshes well with the soul of the car and how it drives. LED daytime running lights are separate from the independent triple headlights, and a sweeping roofline tapers to the rear to help create a distinctive silhouette.

This attention to detail is also apparent in the engine mounts, which look like sculptures. It’s also equipped with impressive safety features, including a long, low hood with pyrotechnics that will pop up if the car system senses a head-on collision with a pedestrian. When asked why they put a large engine cover over a motor that already looked so good, and filled out the bay better than most, Lexus representatives replied that it was part of the crumple system that serves as an extra safety measure to lessen the impact on a pedestrian or object should an accident occur.

As for the interior, it’s well-appointed and the material choices are appropriately luxurious without being too plush. Because the seats are well-bolstered, passengers who want to bring plus-ones along for the ride may want to try the seats on for size to ensure they are comfortable and wide enough to accommodate a full house. Boot space is limited, so the two rear seats may also come in handy for holding baggage.

The LC is a pretty easy car to drive around for daily use as long as you take into account certain clearances. It isn’t intrusively noisy, and even if you gas it hard the sound isn’t irritating. You’ll find no electronically-generated exhaust tones here – it’s all natural, though admittedly ducted in a way for optimum aural use.

You can’t say the LC comes into its own as you drive it harder, even though it is fully able, capable and confidence-inspiring at high speeds and around corners. The LC transitions easily on curves, with no floaty or bouncy feel, and without the harshness of more purposefully-sporty machines.

Because it is so holistically designed, it is meant to be at high levels at all levels. It is a dynamic, attention-getting Grand Tourer (GT) that may well be used for more actual grand touring than many cars and sports cars with the GT label, simply because the overall experience of the LC promises to be more pleasant and less tiring.

The LC is an amalgamation of all the creative visions at Toyota and Lexus. It’s of course a perfectly reliable, well-engineered vehicle that is suitable for daily driving. But unlike many other vehicles, the LC was never meant to be one-dimensional. Toyota has demanded that the new LC be solid and flawless, but also fun and engaging.

It’s a tight, light driving car that engages you in the drive if you want it to, but it doesn’t demand compliance if all you want is a smooth commute. It can take tight corners with ease, using that wonderfully smooth transmission and satisfyingly full power band to propel you forward, and in a rhythm of shifting that may have you wondering why other transmissions don’t feel so in sync. It is also planted and smooth on long drives so it will act as a comfortable GT.

It is not a barn-stormer or fire-breather, and in many ways the refinement of the actual drive is a surprise when you consider how visually striking the car is. But all is in correct context. This is a car meant to point the way to the future, using technology in full support. In terms of design, in terms of dynamics, in terms of technology, it is an appropriate flagship for the brand that turned everyone on their heads years ago.

Model: Lexus LC 500

From: Approx. HK$751,300 Engine 5 litre V-8
Power: 477 ps at 7,100 rpm
Torque: 540 Nm at 4,800 rpm
Transmission: 10-speed direct shift automatic
Weight: 2,375 kg
0-100 km/h: 4.7 seconds
Top speed: 270 km/h

Lamborghinis have long held a reputation for being sporty, powerful and stylish. But for those who have been lucky enough to have driven – or even owned – one of the older models, getting around was a pretty daunting, taxing, even terrifying experience. You needed good coordination to work the wheel, gears and pedals. You could barely see outside. Visibility was sometimes so tough that you had to almost lean outside the car to be able to back up. The reward for all this was a viscerally engaging drive experience that even full-on race cars would have trouble matching or even coming near.

Then you got the newer Lamborghinis. When the Aventador first came out it was streets ahead of what came before it: safer, stronger, more powerful. Even just starting the thing up was a thrill. But it was – as with all new technology – merely a taster of what was to come. It was superb to drive, but again it took a lot out of you. And it needed particular levels of skill to be able to handle tight corners.

Then it was on to the new Lamborghini Aventador S. The new model maintains and even enhances the drop-dead gorgeous look of the line. A more aggressive nose and a longer front splitter work to improve aero efficiency as well as cooling. The front bumper has two air ducts in the side that help avoid aerodynamic interference from the front tires as well as optimise the flow to the rear radiator. Further back, an active rear wing adjusts to optimise balance, maximise airflow and even aid in cooling.

The heart of the beast is familiar. The 6.5 litre V12 puts out 740hp, though you won’t really notice the 40hp increase from the previous model in terms of top-end speed. It is more evident, though, in how the power comes in and where it is usable. The new exhaust system is 20 percent lighter than before, with an even more joyous noise coming out of the three single pipe outlets that are easily seen by those you pass – if indeed you are setting out to impress.

The transmission is a lightweight sequential manual single-clutch Independent Shifting Rod 7-speed that allows a robotised gearshift in up to 50 milliseconds. Six of the 12 cylinders are automatically deactivated by switching off one entire bank if the computers sense they are not needed, but will come back into play instantly.

Basically, the driver is able to harness the power without needing to be a Formula One racer. Yes, it is by nature well balanced, but it’s a heavy car and the old model often felt somewhat leaden. A key point on the new S is a pretty aggressive rear-wheel steering system that stabilises the car at high speeds but makes it turnable at lower speeds. This means you can point and shoot the S with more ease and precision and get the power down in a straight line more quickly.

 “Many look at the Aventador S as a cosmetically altered model of its predecessor. This doesn’t do it justice”

Interestingly, the speed at which the rear moves from the friskiness of counter-steering to the stability of matching the direction of the fronts is much higher than you would expect, which is how we were able to round the tighter corners more quickly and bring out a higher exit speed. In most scenarios, and with most drivers, the rear wheel steering simply makes the car easier to drive in the city and into your parking space. The S makes things a whole lot smoother.

Driving mode choices are as you would expect, but with some Italian flair, of course. Strada, Sport and Corsa are for comfortable daily use. A sporty rear-wheel drive feel and maximum track performance help to adjust the behaviour of traction, steering and suspension. The most rear-wheel biased is the middle Sport, while Strada mixes in more front for ease of regular use and Corsa uses more front to allow you to use more grip to pull yourself out of a corner with more purpose. Then there is Ego, the customisable setting that allows you to sound rip-roaring to those outside while you can have the suspension on full soft.

On the track, the Aventador S is pleasingly intuitive. The new dynamics packages allow you to guide and point the car rather than just manhandle it on successive corners. You can actually rotate the car around a tight curve if your timing is good. It isn’t a car you want to throw about with abandon, but it will reward you if you have a firm hand and a proper line. It wants commitment from you. If you get sideways, which you will tend to do as your lap times start to shrink, it is an easily correctable exercise for the most part.
But it’s on the road and in real life where the changes will be most keenly felt. This is still not an everyday Lamborghini by any stretch of the imagination, but it no longer punishes you or makes life that much harder. Tight mountain curves are a breeze with the new rear-wheel steering and long drives are no longer jarring because of the adjustable suspension settings.

Comparing the new S to the old Aventador is almost like comparing apples to oranges. The new car feels and drives very differently. It takes orders easily and works to keep your wheels on the ground, but you do not lose the feeling of rawness and grunt that you come to expect from the raging bull. Another question is how does the S compare to the SV? You can say that the SV is more of a driver’s car but it’s really more like the old Lamborghinis. The SV is lighter and thus has slightly better power-to-weight, whereas the S has more usable torque. The new Aventador S is an amazing example of how to take the technology that is making too many modern cars bland and using it to make them experience the brand DNA in a whole new way and a whole lot more often. Lamborghini points to several key reasons why this is an improved motor. New four-wheel steering allows for enhanced lateral control and improved agility at low to mid speeds and stability at higher velocities. Lamborghini Dynamic Steering is tuned for a more natural and responsive feel to match the Lamborghini Rear-Wheel Steering that uses two separate actuators to make adjustments in five milliseconds. This means real-time angle and cornering stiffness adjustment, which is what really helps tame this spirited beast. On the down side, there’s not a lot of space for anything other than people, and while the purposeful lightness of the transmission is appreciated, we do think the next step should be a more advanced transmission.

Many look at the Aventador S as a cosmetically altered model of its predecessor. This doesn’t do it justice. The new S makes everything better, more fun and usable while still keeping, if not enhancing, the aggressive nature of the car. Now you can spend less time fighting the car and more time making the car use its power the way you want it to. It’s just a matter of fitting it into your budget.

Model AVENTADOR S

From Approx. HK$3,320,000 Engine 6.5 litre V-12
Power 740 cv at 8,400 rpm
Torque 509 lb-ft at 5,500 rpm
Transmission 7-speed ISR
Weight 1,575 kg
0-100 km/h 2.9 seconds
Top speed 350 km/h
Fuel consumption 6.25 km/l