First Drive: BMW’s New 5 Series Lets You Actually Steer With Your Eyeballs
Along with the innovative tech, the new four-door is also more agile than others in the category.
As a sign of the times, for the first media test-drives of its eighth-generation 5 Series sedan, BMW presented just two models, both electric-powered vehicles. That doesn’t mean the new model line is EV only—when the car goes on sale, the lineup will also include variants powered by mild-hybrid internal-combustion engines. And enthusiasts need not panic: A muscular M5 is also coming.
The new 5 Series also takes BMW’s “ultimate driving machine” schtick in a startling new direction. An available adaptive cruise-control system allows you to steer the car from lane to lane on the freeway using only your eyeballs. Yes, you read that right: The 5 Series can be ordered with steer-by-eyeball technology. We’ll explain in a moment.
But first, the focus on electric power as the headline technology of the new 5 Series shows how serious BMW is taking the transition to EVs. Not that you’d immediately think so, as the i5 eDrive40 and the i5 M60 look just like contemporary internal-combustion-engined BMWs: Chiselled, athletic four-doors with big wheels and tires, a greenhouse with a Hofmeister-kinked C-pillar, and a grimacing kidney grille that looks ready to chomp slow-moving Toyotas. No aero-blob sheet metal here.
That’s because the new 5 Series has been designed from the ground up to accommodate mild-hybrid internal-combustion-engine power trains as well as plug-in-hybrid configurations. This, of course, is all in addition to full battery-electric versions. Such an approach allows BMW to build all three variants on the same production line, and to adjust the mix between power-train production to suit market demand.
Usually, the risk of this convergence-platform strategy is that the inevitable engineering compromises involved result in a car that is competent at everything, but outstanding at nothing. However, the i5 eDrive40 and i5 M60 prove that if your engineers are good enough, it’s a risk worth taking. They might look like regular BMWs, but they are also impressive EVs.
The new 5 Series is slightly larger all round than its predecessor. Overall length has increased by 3.4 inches to 199.2 inches, width by 1.3 inches to 74.8 inches, and height by 1.4 inches to 59.6 inches. And the wheelbase has been stretched by 0.8 inches to 117.9 inches. Inside is an all-new interior that features a curved display screen which incorporates a 12.3-inch digital instrument panel behind the steering wheel, and a 14.9-inch touchscreen above the centre console.
The screens are powered by the new BMW Operating System 8.5, which not only improves operational speed and graphics quality, but also allows functions such as video streaming and gaming courtesy of an app from gaming platform AirConsole that allows occupants to use their smartphones as controllers and can host multiple players.
Both the i5 eDrive40, the entry-level EV model, and the sport-oriented i5 M60 have a battery with a total useable capacity of 81.2 kWh. Unlike the wide and flat battery packs that sit under the floor of so-called skateboard-platform EVs, the BMW battery fills some of the space in the transmission tunnel and the void ahead of the rear wheels left by the absent gas tank. This all gives the car a much thinner under-floor section. That translates to giving the i5 a lower seating position than most skateboard-platform EVs.
The i5 eDrive40 has a single e-motor mounted at the rear axle, driving the rear wheels. It produces 335 hp and 542 Nm of torque, though a paddle on the left-hand side of the steering wheel bumps that to 430 Nm by activating the Sport Boost or Launch Control functions. BMW claims the i5 eDrive40 will accelerate from zero to 100 km/h in 5.7 seconds and has an electronically limited top speed of 120mph.
The i5 M60 adds an e-motor to the front axle to create an all-wheel-drive power train with a punch comprising 593 hp and 794 Nm of torque, or 820 Nm with Sport Boost or Launch Control activated. That’s enough to hurl this 2,380-kg sedan from zero to 100 km/h in just 3.7 seconds, and to an electronically limited top speed of 230 km/h on summer tires, or 210 km/h on all-season rubber. The M60 also comes with the BMW M Sport Package, which includes M Sport brakes with red or blue painted calipers, plus Adaptive M Suspension Pro, which includes rear-wheel steering, along with standard heated front seats and a Bowers & Wilkins sound system.
Both versions of the i5 are as smooth to drive as you’d expect of an EV, surging away from a standstill the moment you squeeze the accelerator pedal. But what impresses most is how remarkably well-suppressed the noise is, especially from the suspension and tires, and how well both cars ride, even in Sport mode. What makes the overall refinement of the i5 even more noteworthy is that our testers were fitted with the optional, top spec 21-inch wheels and low-profile Continental Eco Contact 6Q tires. The lower seating position also means the i5 feels more agile through the turns than its skateboard-platformed rival, the Mercedes-Benz EQE.
Of the two, the M60 is obviously the quickest on a fun road, darting out of corners as the dual-motor power train modulates the front-to-rear torque split for maximum traction. And though it has rear-wheel steering, you’re never aware of it snapping the tail around on slower turns as in some other cars with rear-steer; all you sense is great turn-in response with terrific front-end grip.
Priced from $99,900, the eDrive40 costs $28,300 less than the M60. But it feels every bit as smooth and refined on the road, courtesy of the standard air suspension at the rear, and shocks that automatically adapt their damping rates in direct relation to spring travel. And without power going through the front wheels, it also has slightly cleaner, more communicative steering than the M60.
The eDrive40 flows beautifully down a winding road and is almost as quiet on the highway as the ultra-luxe i7 electric limo. And with the same size battery as in the M60, powering just one e-motor in a car that’s 150 kg lighter, the eDrive40 is claimed to travel 15 percent further on a single charge.
Speaking of which, the peak charging rate of 205 kW means the i5’s battery can be boosted from 10 percent to 80 percent in just 30 minutes when the car is hooked up to a fast charger. And first-time owners will receive two years of complimentary 30-minute charging sessions at Electrify America DC fast-charging locations.
One gripe: Unlike many other EVs, the i5 does not allow easy manual adjustment of lift-off regenerative-braking levels; you must go into a menu on the touch screen to choose between high, medium, or low recuperation levels. The car’s default setting is an adaptive recuperation mode that can use navigation data and information from sensors of the driver-assistance systems to adjust how much power is recuperated at any given time.
Steer-by-eyeball? Yes, it’s real, and a genuinely clever piece of lateral thinking. Part of the Driving Assistance Professional package—that’s available as an option across the new 5 Series range, and called Highway Assistant—the system uses cameras to ensure your eyes are looking ahead at the road when the adaptive cruise-control system is engaged. The logic here is simple: If it knows you’re looking at the road ahead, there’s no need for your hands to be on the steering wheel for the BMW to know you’re paying attention when its Level 2+ autonomous-driving systems are active.
Take your eyes off the road to, say, stare at your cell phone or scroll through menus on the central touchscreen, or turn your face away to look out the side window or at another passenger, and you’ll get a series of warnings before the system deactivates and forces you to take over the driving chores. Keep looking ahead and you can drive hands-free on a freeway at speeds up to 137 km/h for as long as you want, the car turning, braking, and accelerating automatically in the traffic in response to data streaming through its suite of high-precision long-range radar sensors and eight-megapixel cameras.
When activated, the i5’s Level 2+ autonomous drive systems allow you to navigate select highways without using your hands, as long as you keep looking at the road ahead.
Now, here’s the clever bit. As in other cars with advanced Level 2+ autonomous drive systems, the BMW 5 Series can figure out whether it’s safe to change lanes to the left or to the right and will let you know when the maneuver can be made. Unlike other cars, though, you don’t have to touch the steering wheel or tap the turn-signal stalk to make it happen. Instead, you just look to the left or right at the exterior rearview mirror you would normally check before making a lane change, and the BMW will activate the correct turn-signal move all by itself. It sounds disconcerting. But after only a couple of minutes it becomes as natural as breathing. Relaxing and easy to use, Highway Assistant is a game changer.
The electric-powered i5 models will be joined by the mild-hybrid, internal-combustion-powered 530i and 530i xDrive variants. These models are powered by BMW’s 2.0-litre TwinPower turbocharged four-cylinder engine that produces 255 hp and 400 Nm of torque. The rear-drive 530i will accelerate from zero to 100 km/h in 5.9 seconds, while the xDrive’s all-wheel-drive traction gets it to 100 km/h from standstill in 5.8 seconds.
The 5 Series lineup will be later expanded to include the 540i xDrive, which goes into production this month and features a more powerful iteration of BMW’s 3.0-litre, turbocharged inline-six engine under the hood and an e-motor mounted between the engine and the eight-speed transmission. Total system output is 381 hp and 540 Nm of torque, which will enable the 540i xDrive to hit 100 km/h in 4.7 seconds.
BMW execs won’t reveal any details on the forthcoming M5, other than to hint that it will be a plug-in hybrid like its arch-rival, the Mercedes-AMG E63. That suggests it will have the 3.0-litre six under the hood supported by powerful e-motors that will deliver a total system output of about 700 hp. Oh, and European customers will be able to buy a wagon version.
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Omega Just Unveiled 9 Watches in Its New Constellation Observatory Collection
The line-up shows up a bevy of metals and colours, too, as well as two new calibres.
Omega’s latest watch is in a universe of its own.
The Swiss watchmaker just unveiled its new Constellation Observatory Collection today, the next step in its Constellation lineage and the first two-hand hour and minute timepieces to ever earn Master Chronometer certification. And if you were paying attention to any of the dazzling watches spotted at the Oscars this year, you would’ve caught a glimpse of the new line already: Sinners star Delroy Lindo rocked one of the models on the Academy Awards red carpet, giving us a pre-release preview of the collection.
Developed at Omega’s new Laboratoire de Précision (its chronometer testing lab open to all brands), the collection houses a set of nine 39.4 mm watches. The watches underwent 25 days of scrutiny there, analysed via a new acoustic testing method that recorded every sound emitted from the timepiece to track irregularities, temperature sensitivities, and more in the name of all things precision. (Details such as water resistance and power reserve are also thoroughly examined.) This meticulous process is all in the name of snagging that Master Chronometer label, meaning that the timepiece is highly accurate and surpasses the threshold for ultra-high performance. The Constellation Observatory Collection has now changed the game, though, thanks to its lack of a seconds hand.
“Until now, precision certification has required a seconds hand,” Raynald Aeschlimann, president and CEO of OMEGA, said in a press statement. “The development of a new acoustic testing methodology has made that requirement obsolete. It is this breakthrough that has enabled us to present the Constellation Observatory, the first two-hand watch to achieve Master Chronometer certification.”
In addition to notching its place in history, the collection also debuted a new pair of movements: the Calibre 8915 and the Calibre 8914, each perched on a skeletonised rotor base. The former’s Grand Luxe iteration will appear on the 950 Platinum-Gold model in the collection, which offers up that base in 18-karat Sedna Gold alongside a Constellation medallion in 18-karat white gold with an Observatory dome done in white opal enamel surrounded by stars. The second Calibre 8915, the Luxe, will find its home on the other precious-metal models in the line, either made with the brand’s 18-karat Sedna, Moonshine, or Canopus gold seen across the case, the hand-guilloché dial, and, of course, the movement itself. (Lindo chose to rock the Moonshine Gold on Moonshine Gold iteration, priced at approximately $86,000, for Sinners‘s big night at the Oscars.) As for the Calibre 8914, it can be found in the collection’s four steel models.
Each model is a callback to myriad design features on past Omega models. That two-hand dial, for one, comes from the 1948 Centenary (the brand’s first chronometer-certified automatic wristwatch), while the pie-pan dial (seen in various blue, green, and golden hues throughout the line) and that Constellation medallion caseback both appear on watches from 1952. The star adorning the space above 6 o’clock also harks back to 1950s timepieces from Omega. And to finish off the look, you can opt for alligator straps in a variety of colours, or perhaps a gold iteration to match the precious-metal models; the brick-like pattern on the 18-karat Moonshine bracelet was also inspired by Omega watches from the ’50s.
We’ll have to keep our eyes peeled for any other Constellation Observatory timepieces (or any other unreleased models from the brand) at the rest of the star-studded events headed our way this year—perhaps the Met Gala?
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In Search of White Gold
Colorado’s barely known San Juan Mountains do a fine line in bespoke skiing experiences, luring alpine-sports cognoscenti and billionaire thrill-seekers alike.
“Though no one currently on staff is at liberty to say, billionaire actor Tom Cruise is a very average heli-snowboarder. But although no one currently on staff is at liberty to say, Amazon CEO Jeff Bezos—the world’s second richest human—makes up for Cruise’s inability with his off-piste prowess. The pair have been clients of Telluride Helitrax, a heli-skiing outfit operating in the backcountry behind Telluride Mountain Resort, in remote south-west Colorado, since 1982. My source, a former guide who prefers to remain anonymous, admits he’s entertained a host of household-name One Percenters over the years.”
“Power billionaires aren’t going to the popular resorts any more,” he reveals over a happy-hour drink at a Telluride bar. “Luxury skiing these days, it’s all about exclusivity. No one with any clout shares snow, and at every resort, no matter how fancy, you have to share the slopes. But nowhere is more exclusive than the backcountry. That’s your billionaire’s playground. And no backcountry is more exclusive than San Juan backcountry.”
Which is precisely why I am here. Australia’s considerable brigade of free-spending, snow-crazed executives may jet off to Vail and Aspen each northern winter for thrills, but it turns out some of the world’s most choicest ski experiences have been right under their noses—only a short helicopter ride, car journey or private jet flight from said resorts.
Packed into the ultra-rugged southern end of the Rocky Mountains, the San Juans are a little chunk of the Swiss Alps in the US—young, ridiculously spectacular formations known for their steep slopes, deep powder snow and Disney-esque triangular peaks, all bathed in 300-plus days of sunshine a year. And the region is augmented by unique, and select, backcountry options that rival anything currently in the upscale ski orbit.
Case in point: North America’s highest skiing setting, Silverton Mountain. Located in the heart of the San Juans, outside the tiny town of Silverton, the 4,111 m peak boasts 736 hectares of chair-accessible terrain set among what is reputedly the deepest, steepest snow in the nation. It also offers a further 10,000 hectares of private terrain, serviced by heli-ski operation Heli Adventures. This is the Shangri-La of skiing: every slope connoisseur has heard of it, though most wonder if it actually exists.
We arrive via the treacherous Million Dollar Highway, where a disturbing lack of guard rails sometimes causes travellers to plummet into the valley floor (the death toll, grimly, averages eight people per year). Silverton Mountain was bought in 2023 by Heli Adventures’ young co-founders Andy Culp and Brock Strasbourger. While private punters can book the hill in its entirety, starting from around $14,000 per day, plus extra for single heli-skiing runs, the destination is also open to the public from Thursdays to Saturdays through winter.
“Silverton is a bastion for the pure ski experience,” Culp says. “All that corporate consolidation that happened when ski resorts all over the world developed condos and real estate and got super-busy… well, it never happened here. You’re able to access Alaska-like terrain from an old rickety chairlift, but you’re an hour’s drive from a pretty major airport [Montrose]. And you can access snow that’s even better than most heli-skiing straight off your lift.”
There’s no radio-frequency lift passes when I arrive. In fact, I don’t get a lift pass at all. A discarded school bus doubles as the “second chairlift”; it picks me up and returns me to a yurt which serves as a restaurant and bar. “There’s a time and a place to hang out at The Little Nell [Aspen’s legendary après-ski bar] and the world doesn’t need more of that,” Culp says. “This is the new luxury. We also run a heli-ski business out of Aspen [Aspen Heli-Skiing] but this is where we come. You can’t put a price tag on what we have here.”
I drive away from the mountain, back along the perilous Million Dollar Highway, park my car and disappear into the San Juan National Forest with guide Kaylee Walden. This white-coated outback between Silverton and Ouray, dubbed “the Switzerland of America”, offers swathes of primo backcountry skiing terrain. The ski touring here is often likened to Europe’s iconic Haute Route—an emblematic trail between Mont Blanc and the Matterhorn.
The operator Mountain Trip offers a Colorado version of that feted circuit, on a multi-day traverse between secluded huts. All in all, there’s nearly 8,000 km² of national forest and 2,500 hectares of wilderness to explore, frequented only by the occasional intrepid enthusiast.
A wood-burning sauna is being prepared as I arrive at Thelma Hut, 4,500 m above sea level. Traditionally, US Forest Service huts were humble affairs, with rudimentary bunks, self-service kitchens, and food supplies brought in by skiers. This evening, however, a chef is preparing local bison across from an open fireplace as the sun sets through a floor-to-ceiling window against a horizon of white mountains. As he works, I walk out into the snow to study the twilight sky; beaming planets shine down on me, necklaces of tiny stars sparkle.
Back down to earth, upon my return to “civilisation”, we take a two-hour car ride to Telluride, probing through the San Juans. The small town is picture-postcard pretty, wedged at the end of a box canyon surrounded by Colorado’s tallest waterfalls, and hosts the highest concentration of 4,000-m-plus peaks in the state. Most of its buildings are on the National Register of Historic Places, including a bank that was robbed in 1889 by the outlaw Butch Cassidy.
While the locale offers everything from luxurious on-mountain dining options to 7-km-long runs, it’s the heli-ski enterprise that’s lured me. Telluride Helitrax holds sole rights to over 500 km² of completely deserted ski terrain, a few minutes’ flying time from town. The company runs a range of Eurocopters which guests can charter into Colorado’s best alpine basins, cirques and couloirs. “The range mightn’t be as expansive as Alaska,” says Telluride Helitrax program director Joseph Shults. “But the views, the terrain, the snow depth and quality is as good.”
I’m staying in a privately owned three-bedroom penthouse apartment, where a helicopter takes off each morning for convenience (when I’m done carving clouds, I move a kilometre up the mountain to the seven-bedroom, three-storey mountain retreat Hood Park Haven, valued at around $42 million). Telluride Helitrax uses an abundance of drop-off locations, all above the tree line, meaning everyone from intermediates to experts can be catered for.
During my three-day odyssey, I don’t cross a single other ski track, but it’s the peace that is most startling. In this pocket of montane paradise, there is, literally, not a single sound—a stark contrast to the whirling fury of the chopper that transports me. My experienced guide Bill Allen won’t reveal who’s come before Robb Report. “You’d know their names,” he says, grinning.
And so the San Juans remain a secret to all but a fortunate few. Of all the luxuries the ultra-wealthy enjoy in the skiing ecosphere, the promise of untouched snow is by far the most enviable. Here in Colorado is where the white gold truly lies.
Photography: Kane Scheidegger (heli-skiing); Patrick Coulie (hut); Courtesy of Colorado Tourism Office (Hood Park Haven).
This article appears in the Autumn issue 2026 of Robb Report Australia New-Zealand. Click here to subscribe.
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Best Combustion Supercar: Ferrari 12Cilindri Spider
A modern classic in the making, combining naturally aspirated power with elegant restraint to deliver performance that feels as refined as it is visceral.
In a year when carmakers of all persuasions sheepishly extended hyperbolic electric targets, it’s fitting that the monastic puritans of Maranello—who, lest we forget, won’t finally yield to the sin of battery power until October with the Elettrica—opted to make combustion their major power play.
As an uncertain future of AI omnipresence barrels towards us, the 12Cilindri—an analogue, open-topped tribute to Ferrari’s late-’60s/early-’70s grand tourer, the Daytona—represents a defiant fade into the past, a pause for breath, a fleeting return to The Good Times when nascent technology provoked excitement rather than existential dread.
Guiding this automotive nostalgia trip is, as the nomenclature suggests, a naturally aspirated 6.5-litre V12 engine, generating an unceasing wave of power as it sears towards the 9,500 rpm redline with relative nonchalance. That’s because the 12Cilindri is not a mouth-foaming attack-dog. It scales performance heights with the refinement of the finest Italian works of art; its “Bumpy Road” mode facilitates comfy al fresco GT cruising, and even the imperious powerplant is mannerly at most speeds.
For all the yesteryear romance, progressive technologies and engineering, such as a world-class 8-speed transmission, advanced electronic aids and independent four-wheel steering, are baked into the deal. The 12Cilindri’s clean, stark design somehow toggles between retro and modern; and while vaguely polarising, one can’t ignore its magnetic road presence.
In terms of aesthetics, Ferrari describes the 12Cilindri as being “ready for space”; in many ways, a fantasy vehicle that transports users to another dimension is probably what the world needs right now.
The Numbers
Engine: 6.5-litre V12
Power: 610kW
Torque: 678 Nm
Transmission: 8-speed dual-clutch auto
0-100 km/h: 2.95 seconds
Top speed: 340 km/h
Price: From $886,800
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High and Low
At Le Bernardin, Aldo Sohm oversees one of the most formidable cellars in fine dining. But on the beach, he’ll happily drink a cheap rosé. The world-class sommelier explains why taste—and humility—matter more than price.
Aldo Sohm is one of the most accomplished sommeliers in the world. The 54-year-old Austrian heads up an oenophile’s empire on New York City’s West 51st Street, where he both serves as wine director at Michelin three-star Le Bernardin and leads his namesake wine bar, just across the road from the fine-dining institution. (He spends his time literally running back and forth between the two.) So it may come as a surprise that this man, who sips prized varietals all day, admits to the joys of a glass of Whispering Angel, a ubiquitous rosé that retails at stateside Target stores for US$22.99 (around $30) a bottle.
The context here is important; the aptly named Sohm is quick to clarify that he’s not about to start serving Whispering Angel as one of the pairings with chef Eric Ripert’s US$530 (around $750) eight-course tasting menu. But during a trip to the Caribbean for the Cayman Cookout food festival, Sohm’s wife requested a glass of rosé on the beach. When he went to fetch it, she specified that she wanted a cheap drop, not the fancy stuff that he likely would have grabbed. “I felt kind of gobsmacked, right?”
Sohm says as we’re sitting in the tasting room at Aldo Sohm Wine Bar. “Now, rather than just criticising, I have to admit: I got out of the water, and I tried Whispering Angel, too. It was delicious.”
Unlikely as it may be, this humility is perhaps the key to Sohm’s success. His lack of self-seriousness makes him an anomaly in the oftentimes highfalutin world of fine wine. Rather than shaming you for your preferences, Sohm will indulge your desires. Maybe, as in the case of his wife, you’re going to be right. More likely than not, you’re going to be wrong. He won’t simply tell you that, though; he’ll use his encyclopedic knowledge of wine to subtly steer you in the right direction, allowing you to come to that conclusion on your own. “You just wake up from your dream—and mistake—and realise that, ‘Oh yeah, he’s right,’” says Ripert, who has worked with Sohm for almost two decades.
Sohm intended to move to New York for only 18 months. Growing up in Innsbruck, in the Austrian Alps, he wanted to be a helicopter pilot. Like many childhood fantasies, that didn’t come to fruition, and he settled on something more practical, becoming a teacher at a hospitality school. Having overcorrected—“That was way too boring for me,” he admits—he switched to the more public-facing side of the industry, getting a job as a restaurant server. It was then, when he was about 21, that Sohm fell in love with wine. (Prior to that, he was a self-proclaimed Bacardi and coke guy.)
After studying wine on his own time, he began his formal sommelier education in 1998. He rose quickly through the ranks and was named the best sommelier in Austria in 2002, a title he defended the following two years and reclaimed in 2006. Amid that stretch, he sojourned to New York in 2004 with the goal of improving his English to compete in international competitions. It paid off: four years later, he won the top prize from the World Sommelier Association. But more than the accolades, Sohm had discovered a career. By then, he had joined Le Bernardin after stints at Wallsé, Café Sabarsky and Blaue Gans—all Austrian restaurants in Manhattan.
“Back then we had a very strong French sommelier community, and they controlled everything,” he says. “And it was an uproar because how come an Austrian sommelier came to one of the most French restaurants?” He proved his bona fides, and in 2013 Ripert and Maguy Le Coze, the co-owners of Le Bernardin, approached him with the idea of partnering with them in a wine bar. It was Ripert who suggested putting the connoisseur’s name on it.
Aldo Sohm Wine Bar debuted the following year, with a team that Sohm handpicked. Sarah Thomas was part of that opening crew, after meeting Sohm during a fateful dinner at Le Bernardin with her cousins. When her relatives divulged to him that she was a sommelier in Pittsburgh, he proceeded to serve a blind tasting to Thomas. “He didn’t say what I got right or wrong. He didn’t care about that,” she tells me. “He just wanted to hear me talk about wine, I guess. So I did.”
When he offered her a job at the end of the meal, she laughed. Sohm didn’t. Thomas promptly packed up and moved to New York. After she spent about nine months at the wine bar, Sohm promoted her to Le Bernardin, where she worked for another five years. When she decided to start her own business—Kalamata’s Kitchen, which aims to teach kids about other cultures through food—Sohm was one of her earliest investors. He may have found full-time teaching to be too banal, but it’s still a huge part of what he does now, identifying the next generation of stars and giving them the guidance to grow into their own—whether that takes them into the upper echelons of fine dining or beyond the white tablecloths altogether.
Overseeing two teams, at two very different spaces, feeds Sohm’s prodigious ambition. He’s on a mission to completely reshape the world of wine, from what’s in your glass to the glass itself to what you enjoy it with—say, Champagne with eggs. Along with his day jobs, he has partnered with the Austrian brand Zalto to create his own wineglasses. “As a sommelier, you criticise only, but you make nothing,” Sohm says. So, he also now wears the winemaker hat, producing a Grüner Veltliner under the Sohm & Kracher label, a relatively accessible quaff that’s a collaboration with his fellow countryman Gerhard Kracher. And in 2019 he added author to his résumé, releasing Wine Simple, a “totally approachable guide”, as the book’s subtitle puts it. He followed that up with Wine Simple: Perfect Pairings, to help you pick the right bottle for the right meal and the right moment.
“In wine pairings, you have three possible combinations,” Sohm says. “There’s the perfect pairing. Then sometimes you have flavours just going along… it’s like humans—they talk, they interact, but they never connect. And then there’s conflict.” It’s that first one he’s after every time.
“Sohm fell in love with wine when he was about 21. Prior to that, he was a self-proclaimed Bacardi and coke guy.”
Outside of the restaurant, the wine bar and the cellar, Sohm is an avid cyclist who owns six bikes, a number he admits is excessive—especially in New York City. Riding is what he credits with keeping him healthy, when so much of his time is spent eating and drinking—and drinking some more.
Still, despite the 18-year career at one of the world’s best restaurants, despite the top honours from his peers, despite the wine and the wineglasses and the wine books, Sohm doesn’t consider himself successful. Every day, he’s trying to figure out how he can self-correct. “I like what I do, so I go back home that night, think of things which I can improve,” he says. “I get annoyed when I make a mistake, but I improve the next day.”
His quest for perfection may never be over, but Sohm does concede that he’s happy—its own type of success. Sometimes he finds that happiness while sipping a glass of 1980 Domaine de la Romanée-Conti La Tâche, a bottle now so rare and coveted that he calls it “unattainable”. And sometimes, if to his chagrin, he finds it while drinking a mass-produced rosé on the beach.
Photography by Tori Latham
This article appears in the Autumn issue 2026 of Robb Report Australia New-Zealand. Click here to subscribe.
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Going For Gold
Available in a range of shades and intensities, this metallic tone is still a first-place choice.
Above: Awakening 02, Sebastien Durelli Designed exclusively for StudioTwentySeven, Sebastien Durelli’s Awakening 02 floor lamp is available in a limited run of eight examples. Handcrafted in Italy from cast patinaed bronze, the striking piece takes inspiration from the naturally sculpted landscapes of Iceland, specifically the country’s glacial lagoons. The organic boulder-esque shade is rugged and elemental—like an exploded rock wrenched apart by seismic activity—while the base is sleek and symmetrical, providing visual balance in a deep bronze finish. From around $65,300
Above: Orion, De La Espada When it comes to the Orion dining table, the draw is in the details. Designed by Anthony Guerrée for De La Espada, this piece features a central base crafted from a series of overlapping wood slats—a textured moment that creates visual equilibrium with its smooth, curved-brass counterpart. A bona fide visual anchor, the Orion can be paired with thin-framed chairs for a sneak-peek view or heftier seats that provide a surprising reveal when guests sit down to dinner. From around $20,870
Above: LS35A, Luca Stefano This showstopper by Milan-based designer Luca Stefano is all curves. A sexy lounge sofa, seen here upholstered in Pierre Frey mohair with canaletto walnut details, the LS35A is available for customisation, but we think that this mossy-gold hue is incredibly chic, evoking the muted desert tones popular during the ’60s and ’70s. Around $66,280, as shown
Above: Jazz, Tom Bensari Part of master woodworker Tom Bensari’s Manhattan collection for StudioTwentySeven, the Jazz bookcase is an ode to the designer’s love of music. With edges that curve like brass instruments and shelves that skip like riffs, this unit is meticulously hand-built in Poland from oak and olive wood, with custom veneered interiors according to the client’s preference and a glowing finish that takes on a golden tint in just the right light. Around $29,320
Above: Sleeper, Lucas Simões Last September at Christie’s in Los Angeles, Brazilian artist Lucas Simões unveiled his first furniture collection, Colendra. Presented in Lightness & Tension, an exhibition curated by roving gallerist Ulysses de Santi, Simões’s work is rooted in material exploration, as seen in the Sleeper chair, a curving steel form that suggests Brazilian midcentury modernism. A unique patina—which imparts the shimmery, rainbow-esque look of an oil slick—gives the piece a contemporary, artistic feel. Around $22,440
This article appears in the Autumn issue 2026 of Robb Report Australia New-Zealand. Click here to subscribe.
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