McLaren Launches The Gorgeous 750S Twins In India

McLaren 750S debuts in India starting at INR 5.91CR
The McLaren 750S Spider starts at INR 6.58CR

McLaren Mumbai, India, launches their lightest and one of the most powerful series-production McLaren to date, McLaren 750S, in both the Coupe and Spider avatars. Weighing in at a mere 1389kgs, the 750S twins sport an impressive power-to-weight ratio of 587PS-per-tonne. Inspired by the 765LT and 720S, the 750S offers technical advances in weight saving with the carbon fibre and light but strong alloy structure used on the sassy curves, minimalist on the inside and mercilessly gorgeous on the outside. Packed with the latest technology inside out, the diver’s cockpit features an 8-inch infotainment system with CarPlay and Alcantara interiors. Ground clearance is typical supercar but with one vehicle lift button, the McLaren 750S twins can lift in 4 secs when roads get tough.

Sporting a 30kg lighter body than the 720S, the 750S gets a 20% larger adaptive active rear wing like the 765LT, yet is 1.6kg lighter than the 720S wing, thanks to material science. Engineered at McLaren Composite Technology Center in Yorkshire, UK, the new active rear wing adds aerodynamic enhancements with three prominent operational positions to improve downforce, reduce drag and improve performance on high-speed braking. Aiding the performance from the V8 powertrain is McLaren Control Launcher (MCL) technology, debuting on the 750S alongwith McLaren’s electro-hydraulic steering system, one of the most precise directional controls among performance cars.

At the heart of the matter is a 4L twin-turbocharged V8 engine producing 750PS power, aptly adding to the car’s identity and a max torque output of 800Nm. Paired with a snappy 7-speed transmission, the 750S also debuts a revised kick-down control strategy for gearing. Further improving the dynamics of this car is McLaren’s Proactive Chassis Control (PCC III) linked-hydraulic suspension system. With a 6mm wider front track and new suspension geometry, the 750S ensures stable performance on roads and tracks alike. With that beautiful engine, quick transmission, new chassis and suspension geometry and loads of technology jargon, the McLaren 750S Coupe can sprint from 0-100Km/h in 2.8S and 0-200km/h in 7.2S. The Spider can achieve 0-200km/h in 7.3S. The McLaren 750S Coupe and Spider are welcome additions to the gorgeous McLaren portfolio in India.

Xiaomi SU7 EV – All You Need To Know

Xiaomi has invested over 10 billion CNY in the initial research and development phase. The R&D team comprises over 3,400 engineers and over a thousand technical experts in critical domains both in China and abroad. Xiaomi EV’s five core technologies are E-Motor, Battery, Xiaomi Die-Casting, Xiaomi Pilot Autonomous Driving, and Smart Cabin.

E-motor

Xiaomi showcased its independently developed and manufactured E-motors, HyperEngine V6/V6s, and HyperEngine V8s. The three E-motors, employing innovative technologies such as Bidirectional Full Oil Cooling Technology, S-shaped oil circuit design, and staggered silicon steel laminations design, rival the performance of traditional large V8 and V6 powertrains from the era of internal combustion engines, pushing the industry’s performance boundaries to new heights.

Notably, HyperEngine V8s, with a maximum speed of 27,200 rpm, 425kW output, and 635N·m peak torque, sets a global record for E-motors. To enable the industry-exceeding standard of 27,200 rpm, HyperEngine V8s employs the industry’s first ultra-high-strength silicon steel plate with a tensile strength of 960MPa, boasting strength that surpasses mainstream industry offerings by more than two times.
For cooling design, HyperEngine V8s adopts a Bidirectional Full Oil Cooling Technology and an S-shaped oil circuit design. For the stator, a dual-cycle oil circuit is employed, increasing the heat dissipation area by 100% and achieving a cooling effect of up to 20°C. Meanwhile, the rotor section utilises a patented S-shaped oil circuit, increasing the heat dissipation area by 50% and achieving a cooling effect of up to 30°C. Additionally, the stator silicon steel laminations feature a “step-like” staggered design, further increasing the effective heat dissipation area by an additional 7%.

HyperEngine V8s is in development and set to be mass-produced and implemented in Xiaomi EVs in 2025.
Xiaomi’s self-developed HyperEngine V6/V6s E-motors boast an industry-leading rotational speed of 21,000rpm, surpassing the most powerful mass-produced electric motor globally. Among them, the HyperEngine V6 super motor has a maximum power of 299PS and a maximum torque of 400N·m, while the HyperEngine V6s super motor achieves a maximum power of 374PS and a maximum torque of 500N·m.

Battery

Xiaomi has also self-developed CTB Integrated Battery Technology through innovative Inverted Cell Technology, multifunctional elastic interlayer, and a minimalistic wiring system; it features a battery integration efficiency of 77.8%, the highest of CTB batteries worldwide, a 24.4% overall performance improvement, and a height reduction of 17mm, with a maximum battery capacity of up to 150 kWh and theoretical CLTC recharge range exceeding 1200 km.

To ensure stable performance during long-range travel, Xiaomi employs industry-leading safety design standards. The downward-facing pressure relief valve swiftly releases energy in extreme situations, maximising passenger cabin safety. A 14-layer robust physical protection system includes three layers of top support, three layers of side protection, and eight layers of bottom protection.
In terms of heat dissipation, a dual-side water cooling solution implements heat dissipation plates on both long sides of the battery cells, achieving a cooling area of 7.8m²—four times the industry average. The sides of the battery cells feature 165 pieces of aerogel insulation material, capable of resisting temperatures up to 1000°C.

Xiaomi EV is equipped with a self-developed Battery Management System (BMS) with ASIL-D, the highest functional safety level. This BMS includes three independent thermal runaway monitors and alarms, along with an around-the-clock early warning system. Each Xiaomi battery boasts industry-leading reliability and undergoes the most stringent battery safety tests, including 1050+ safety verifications and 96 times the international standard of durability testing duration.

Xiaomi Die-Casting

Xiaomi has unveiled its self-developed Xiaomi Die-Casting T9100 cluster and proprietary die-casting alloy material, Xiaomi Titans Metal, making it the only domestic automaker simultaneously self-researching both large die-casting and materials.
Xiaomi Die-Casting T9100 covers an area of 840m², with a total weight of 1050t and locking force reaching 9100t. Xiaomi has developed a foundation model quality judgment system that can complete inspections of individual pieces within 2 seconds, offering an efficiency ten times higher than manual inspection. The application of this cluster enables a remarkable achievement for Xiaomi EV, with the rear underbody integrating 72 components into one, reducing welded joints by 840, decreasing overall car weight by 17%, and significantly reducing production hours by 45%.

In material research and development, Xiaomi has developed Xiaomi Titans Metal, a high-strength, high-resilience, heat-treated die-casting material. Xiaomi’s self-developed “Multi-Material Performance Simulation System” selects the optimal alloy formula from 10.16 million possibilities, claiming a perfect combination of strength, resilience, and stability. While the industry focuses on the tonnage of die-casting clamping pressure, Xiaomi is steadfastly pursuing a full-stack self-researched path.

Xiaomi Pilot Autonomous Driving

Three key technologies by Xiaomi EV: Adaptive BEV Technology, Road-Mapping Foundational Model, and Super-Res Occupancy Network Technology.

Adaptive BEV Technology is an industry-leading innovation that invokes different perception algorithms based on scenario. The perception grid has a minimum granularity of 5cm and a maximum of 20cm, with a recognition range extending from 5cm to 250m. This technology ensures wider visibility in urban scenarios, extended vision in high-speed scenarios, and more precision in parking scenarios.

Road-Mapping Foundational Model revolutionizes traditional methods of perceiving road conditions. This model not only recognizes them in real time and intelligently switches to a more reasonable driving trajectory but can also navigate smoothly in complex intersections without relying on high-definition maps thanks to learning from complex intersection scenarios and experienced driver habits.

In terms of obstacle recognition, Xiaomi’s Super-Res Occupancy Network Technology achieves unlimited categories of recognition for irregular obstacles. Compared to traditional networks that interpret obstacles as blocks, Xiaomi’s innovative vector algorithm simulates all visible objects as continuous curved surfaces. This improves recognition accuracy to as low as 0.1m. Additionally, Xiaomi’s self-developed one-click noise reduction feature eliminates the impact of rain and snow on recognition, significantly reducing the probability of misidentification.

In addition to the Road-Mapping Foundational Model, Xiaomi has also independently developed the world’s first production-ready “End-to-End Sensing and Decision-Making AI Model” for automated parking. This model allows for real-time observation and dynamic adjustment when parking in challenging scenarios, such as parking facilities that include elevators.

On the hardware front, the system is equipped with top-of-the-line configurations, including two NVIDIA Orin high-performance chips with a combined computing power of 508TOPS. Perception hardware includes one LiDAR, eleven high-definition cameras, three millimeter-wave radars, and twelve ultrasonic radars on the Xiaomi SU7 Max model. With top-tier configurations and full-stack in-house research, Xiaomi’s intelligent Autonomous Driving system is set to join the industry’s top echelon by 2024.

Smart Cabin

Xiaomi EV Smart Cabin adopts a “human-centric” interaction architecture and features a 16.1-inch 3K central console, a 56-inch HUD head-up display, a 7.1-inch rotating dashboard, and two seat-back extension mounts that allow for the mounting of two tablet devices. It is equipped with the Snapdragon 8295 in-car chip with AI computing power of up to 30 TOPS, enabling an ultimate interactive experience with the linking of five different screens.

The interactive experience of Xiaomi Smart Cabin is similar to tablets, allowing users to quickly adapt without the need for a learning curve. The system operates exceptionally smoothly, with the vehicle OS launching in a rapid 1.49 seconds after the door is unlocked. Additionally, it offers seamless cross-device connection between smartphones and the EV. For example, when the phone is brought into the cabin, the console automatically displays an icon, enabling easy access to the phone’s interface with a single touch.

The in-car OS seamlessly integrates mainstream applications, including the whole Xiaomi tablet application ecosystem, with gradual adaptation to over 5000 applications. Smartphone applications can be conveniently pinned to the car console, instantly transforming them into in-car applications. In terms of hardware integration, Xiaomi SU7 supports over 1000 Xiaomi smart home devices for effortless integration with the vehicle, enabling automatic discovery, password-free access, and the ability to set up automation scenarios, creating a robust CarIoT ecosystem. The car interior also has dedicated pin-point expansion connections, supporting plug-and-play functionality for a wide range of devices. To meet the needs of users, Xiaomi EV fully supports CarPlay, the mounting of iPads and iPad accessories, and applications on the rear extension mount.

Xiaomi SU7

During the presentation, Lei Jun shared Xiaomi’s automotive goal: to craft a dream car for the new era of the automotive industry – a vehicle that is aesthetically pleasing, enjoyable to drive, comfortable, smart, and safe.

Representing the epitome of technology, experience, and aesthetics, the “trinity” dream car, Xiaomi SU7, is positioned as a “full-size high-performance eco-technology sedan,” It aims to achieve high performance, eco-technology capabilities, and a comprehensive mobile smart space experience.

Xiaomi SU7 emerges as a pinnacle of performance with cutting-edge technology and advanced driving experiences. With a self-developed E-motor – HyperEngine, CTB Integrated Battery Technology, and a series of challenging technological innovations, such as the body structure manufactured from the Xiaomi Die-Casting T9100 die-casting cluster, Xiaomi SU7 Max achieves a zero-to-hundred acceleration in an impressive 2.78 seconds, firmly placing itself in the “sub-2-second supercar” club, while being capable of reaching an astonishing top speed of 265 km/h.
Xiaomi SU7 is also a truly versatile performer. With a fully self-developed Xiaomi Smart Chassis control algorithm, it possesses two major capabilities: Smart Multidimensional Sensing and Global Synchronized Control. This allows for millisecond-level adaptive dynamic chassis control across all scenarios, providing a stable handling experience while delivering an almost “bump-free” driving experience.

More importantly, Xiaomi SU7 incorporates three major ecosystem empowerments by integrating applications, hardware, and third-party CarIoT ecosystems, providing an unprecedented smart mobile space experience. The Xiaomi CarIoT ecosystem is fully open to third parties, featuring standardized interfaces, extensive communication protocol standards, and lightweight retrofit solutions for existing devices. Lei Jun stated that the ultimate realm of smart electric vehicles is the fusion of technological breakthroughs and the seamless integration of user needs and their vehicles, where driving becomes intuitive.

Completing the “Human x Car x Home” smart ecosystem

The “Human x Car x Home” smart ecosystem is a comprehensive integration of scenarios involving people, cars, and homes, facilitating seamless connectivity of hardware devices, real-time coordination, and driving collaboration among industry partners. Lei Jun announced during this conference that with the addition of the Xiaomi EV, the “Human x Car x Home” smart ecosystem has officially been completed.
The ecosystem enables mutual collaboration and evolution among individuals, devices, and intelligent services within the ecosystem. Leveraging HyperConnect cross-device connectivity, Xiaomi HyperOS seamlessly integrates over 200 product categories, including Xiaomi EV. The ecosystem coverage extends to over 95% of users’ daily scenarios, allowing intelligence to intricately serve each individual. Simultaneously, with AI empowerment, Xiaomi HyperMind serves as the centre for intelligent reasoning and can perceive and learn from usage, providing automated, proactive solutions.

Additionally, the “Human x Car x Home” smart ecosystem achieves mutual empowerment among products, technologies, and industries, maintaining an open platform; Xiaomi adheres to the principle of “continuous R&D in foundational technology, continuous and long-term investment.” Simultaneously, Xiaomi collaborates with industry partners, including developers, supply chain, and manufacturing to harness the full potential of the entire industry, making Xiaomi HyperOS a more open platform and ensuring that “Human x Car x Home” becomes more inclusive and human-centred, capable of enabling a multitude of possibilities.

Lei Jun stated that Xiaomi’s entry into the automotive industry marks a significant leap. This represents a long-term commitment and deep investment in foundational core technologies, a coming-of-age moment for Xiaomi’s modern industrial intelligent manufacturing capabilities, and, most importantly, a crucial step in completing the “Human x Car x Home” smart ecosystem. Lei Jun emphasised, “Xiaomi’s entry into the automotive industry signifies a new beginning for Xiaomi, I believe that one day, Xiaomi EVs will be a familiar sight on roads around the world”.
Xiaomi is aiming high with Hyper OS and SU7. What are your thoughts, let us know on our social media accounts or comment below.

Top 10 Cars That Ruled The Indian Roads In The 80’s & 90’s!

The car industry in India is very distinct. In the typical auto market, either powerful automobiles are common or cars with special functions are well-known. However, jo dikhta hai vo bikta hai here in India. This means that only the product that generally appears excellent is in demand. As they say in engineering, form follows function. Having said that, this sector has seen a large number of cars, both excellent and poor, beautiful and ugly, and strong and not so powerful, since it was founded.

Yes, Everybody loves automobiles. These days, cars are an integral part of daily life. Some people’s obsession with vintage automobiles is even greater. In India, we do a poor job of preserving our automotive industry’s legacy. The vintage Indian vehicles from the 1980s and 1990s were superior to conventional cars and even had a history. Many kids from this era would be able to recall a story or two about their old autos if you asked them. People used to respect vintage automobiles as if they were another part of the family and developed a close bond with them. Here’s a list of the Top 10 cars that ruled the Indian roads back then.

HM AMBASSADOR

This got to be the first on our list. The first automobile made in India, the 1958–2014 model, was based on the Morris Oxford III and underwent minor improvements and modifications over its manufacturing life. It was also used as an official standard. When Maruti Suzuki introduced the affordable 800 hatchback in the middle of the 1980s, the Ambassador’s hegemony was overthrown.

MARUTI SUZUKI 800

Maruti Suzuki produced the Maruti 800 small-town bus in India from 1983 and January 18, 2014. Because of its 800cc F8B engine, the 1979 Suzuki Fronte First Generation (SS80) was given this name. This car, which is recognised as one of the most significant in India, has been produced in quantities of around 2.87 million 800 million, of which 2.66 million have been sold within India. After Hindustan engines alone, the Maruti 800 has been in production for more than 30 years, making it the second-longest vehicle in India.

HM CONTESSA

A very desirable car from the Indian manufacturer Hindustan Motors (HM) was the Hindustan Contessa. Based on the GM Vauxhall Victor FE, which was manufactured during the latter years of manufacturing until 1979, it was dubbed the VX Series. When it debuted in 1983, it was one of the few Indian companies producing high-end vehicles for the market. Among its few native competitors was the compact model 2000, which was based on the Rover SD1 and the Premier 118 NE. Contessa was a well-liked pick among government officials. In 2002, Contessa’s production was successfully concluded.

FIAT PREMIER PADMINI

Premier Padmini was an automobile produced by Premier Automobiles Limited, a division of the Walchand Group. Fiat granted the company an Indian license to operate in India from 1964 to 2000. Fiat1100 Delight was the car’s original name until 1973 when Premier Padmini began to be sold. The Ambassador and the standard herald in Hindustan were the Padmini’s principal rivals in the Indian market. Because the Padmini was initially the Fiat, it was called after the princess of the fourteenth century. The Padmini is also referred to as a pad or Fiat informally. Padmini is a reference to the Lakshmi Goddess, meaning “the Lotus Sitter.” In India, it is also well-known among young people.

TATA SIERRA

It was a three-door sport utility vehicle that Tata Motors, based in India, produced under the names Tata Sierra and, subsequently, Tata Sierra Turbo. The 1.9-litre turbodiesel engine powers the Sierra. It was modelled after the Tata TL, the first automobile ever developed and produced in India. It featured a normally aspirated engine at first, but subsequent models had turbocharged engines.

MARUTI SUZUKI GYPSY

With the 970 cc F10A Suzuki engine, Maruti Gypsy was first offered in the Indian market in December 1985. Although sales were never particularly strong, the vehicle quickly gained a lot of traction among police enforcement, and some are still being used by the Armed Forces. The codename assigned to it was MG410, an acronym for “Maruti Gypsy 4-cylinder 1.0-litre engine”. It was only offered as a soft top at first, but once aftermarket hardtops gained popularity, the public was eventually given access to a bolt-on hardtop. The Premier Padmini was quickly superseded by it as the standard Indian rally vehicle because of its exceptional performance, dependability, tuneability, and versatility..

MAHINDRA ARMADA

Based on the Jeep, the Mahindra Armada was a sports utility vehicle (SUV) and multiutility vehicle (MUV). India manufactured it between 1993 and 2001. In 1998, the more opulent “Armada Grand” was added to it; in 2001, the Mahindra Maxx took its place. Mahindra has not been wellrepresented in the urban market sectors targeted by the Armada, Grand, and Bolero.

MARUTI SUZUKI 1000 (ESTEEM)

When it made its debut in 1990, it looked contemporary and was the talk of the town. It had a 970cc engine, which was only enough for 46 horsepower. Its fuel economy was low, and it was by no means decisive. It was reborn as the ‘Esteem’ in 1994 and had the finest power-to-weight ratio in the nation thanks to a 1.3-litre all-aluminium engine that produced 65bhp. A variant with fuel injection and 85 horsepower was also introduced in 1999. The best-selling car was the Esteem, which was phased out in 2007.

TATA SUMO

In 1994, the ten-seater, rear-wheel-drive Sumo SUV was introduced, with its primary purpose being off-road transportation and military usage. Prior to 1997, more than 100,000 Sumo cars had been sold, and it had considerable commercial success. The four-wheel drive model was sold to fleets and the Indian army, whereas the rear-wheel drive model was offered to the public sector in India. The 4WD variant was frequently offered alongside the 2WD in the foreign market.

DAEWOO CIELO

Daewoo unveiled the Cielo in 1995. With so many amenities, the Korean manufacturer had great expectations for this car. The Cielo’s 1.5-liter multipoint fuel injection engine, which produced 80 horsepower, was based on an Opel Kadett from 1980. It included an OVRMS, central locking, power windows, and power steering that could be adjusted.

Hyundai IONIQ 5 | Fastest EV To Cover 7 Wonders Of India

HYUNDAI AS A MANUFACTURER HAS BEEN IN INDIA FOR NEARLY AS LONG AS I’VE BEEN ON THIS PLANET.

A whopping 27 years have passed since this South Korean manufacturer first arrived at our shores. The Santro will forever be etched into my memory as the first car that Hyundai launched in India and the first car my family brought home. It was the car I had all my road trips in growing up and the car that introduced me to the art of driving. After 27 years of mobilising our country and its families, Hyundai has finally reached a point where it is now viewed as not the cheaper alternative but, the better alternative. Hyundai now makes vehicles that range from sub 10 lakhs to ones that exceed 30 lakhs. With each passing year, the brand slowly grew with each step to be recognised as a more premium brand and after all these years, that time has finally arrived.

The IONIQ 5 marks a milestone in Hyundai India’s book not only because it’s their first vehicle to be built on a dedicated EV architecture but also because it’s Hyundai’s most premium offering in its Indian catalogue by far. So for the launch of such a significant vehicle, why not make the review milestone worthy? What better way to do that than a road trip? And not just any road trip but one that would span throughout the country while setting a brand-new record.

Well, Hyundai loved the idea too, so on a cold winter morning, we picked up the brand new IONIQ 5 from the HMI headquarters and were ready to go. Given this launch and monumental journey, we visited several monuments. These aren’t your regular monuments but are known as the seven wonders of India. The first of our wonders is too well-known to need an introduction.

630KM – Amritsar, Punjab

So without any delay, we set off for our first destination, the Golden Temple in Amritsar; this monument needs little to no introduction. Built-in 1589, the Golden Temple is known for its beauty and religious significance to Sikhism. Our journey to Amritsar would be about 500 kms from Delhi and would be a perfect way to test the claimed range of this vehicle. Hyundai claims that the IONIQ 5 can do about 630 kms in one full charge, but to be safer, we intended to make a quick stop to juice up on the way. After all, we had a record to set, and our journey had just begun.

The drive to the Golden Temple was surprisingly relaxing, and I was amazed by how comfortable the IONIQ 5 felt. This was unlike any Hyundai I’d ever driven and felt like a cut above. The road to the Amritsar was pretty well paved, and we didn’t get an excellent chance to see just how well it would do on our typical Indian roads, so to say, but alas, our journey had only just begun.

They say that a visit to the Golden Temple replenishes one’s soul. Well, mine felt replenished, basking in the serenity of this temple. With my blessings in check, I continued towards our next destination, which too requires little to no introduction and is globally known.

1,310KM – Agra, Uttar Pradesh

Known as the symbol of love and found in Agra, the Taj Mahal is a renowned monument in India and a wonder to the world. It’s renowned for its mesmerising architecture and timeless beauty. Its design still influences modern-day architecture students with its exquisite details and elaborate carvings. The distance to Agra from Amritsar was about 700 kms, so we’d need one quick stop to juice up on the way, and we were good to go. Finding chargers so far was easy since we were around significant cities and civilizations.

Still, once we were past Agra, we would be venturing into uncharted territory, and that sort of uncertainty can be scary, especially when you’re aiming to set a record. Nevertheless, our spirits were high, and we had faith in ourselves and the IONIQ 5 to come through.

As before, our journey mainly comprised well-paved highways as we quickly covered ground and made it to Agra, where the roads were narrow, and the potholes were abundant. There is something extraordinary about the city of Agra, as parts of it seem frozen in time. With its congested busy streets and rich history, a lovely vibe in the air made me feel like a tourist in my country.

Anyway, we finally found an excellent spot to observe the Taj Mahal from afar and what a spectacle it is to behold. It’s a lot bigger than you’d imagine and looks magnificent even from afar. This would be an excellent opportunity to admire my ride and talk about the styling of the IONIQ 5.

If you have not noticed, let me address the elephant in the room. The IONIQ 5’s styling is polarising, to say the least, but I mean it in the best way possible. Its intriguing design managed to turn heads nearly everywhere we went, and each time we parked the car, a crowd gathered within moments. The IONIQ 5 takes inspiration from the Hyundai Pony, launched in 1975. It was a handsome rear-wheel drive vehicle with a design language ahead of its time.

The IONIQ 5 takes inspiration from the Pony and manages to blend designs from the past and the future. The IONIQ 5 looks retro, to say the least, but in the most cyberpunk way possible. Its sharp and clean lines define it, and the smoked headlamp draws you in with its iconic parametric pixel design that manages to entice and illuminates the front of the IONIQ 5.

In this shade of matte silver, the IONIQ 5 looks especially angular and cutting since this shade further accentuates its lines. I was smitten with the design from the moment I saw it and grew increasingly fond of it the more time I spent with it. The front bumper integrates the active air flap system, aiding aerodynamics and cooling. I found the vent opening only at lower speeds or when standing still to cool the batteries, but they remain closed for the most part.

Coming to the side of the IONIQ 5, the angular lines continue and feature a Z-shaped character line, making the IONIQ 5 look athletic even when stationary. The 20-inch wheels on the IONIQ 5 are one of the sexiest wheels I’ve ever seen on any vehicle and the best I’ve ever seen on a Hyundai. They, too, follow a parametric pixel design and look stunning in person. They may taste for some, but I loved these wheels.

The door handles, too, remain flush and pop out every time you’re in the proximity of the vehicle, which only further adds to how clean the overall design is. Photos don’t justify how long and wide the IONIQ 5 looks in person. Coming to the rear of the IONIQ 5 and the parametric pixel design continues in the rear. The taillights look stunning both when they’re on and not. Despite being covered in lines, the vehicle looks relatively clean, all a testament to the shade and how well the car’s geometry plays with these lines. The rear three-quarter is by far, my favourite angle for the IONIQ 5, and I’m sure you’d also have a favourite once you see it in person. The rear spoiler is rather neatly integrated into the roof and conceals a brake light into the spoiler.

I have little to no gripes with the design of the IONIQ 5, and beauty may lie in the eye of the beholder, but I cannot deny just how beautiful this Hyundai looks. Now that I’m done admiring these two wonders of engineering and architecture, I head to my next destination, Madhya Pradesh, in Khajuraho. This is where our journey into uncharted territory began, where the internet no longer showed us any availability of reliable chargers. Worst-case scenario, we were willing to sacrifice some precious time and rely on an AC charger which could take over a day or even more depending on the charge we had left.

So with that in mind, we set off on the Agra-Lucknow Expressway, a freshly laid piece of tarmac that was as well paved as they come and primarily desolate since we started at the crack of dawn. This would be a great place to test the highway performance and ride quality of the IONIQ 5. Right off the bat, I can tell you that the IONIQ 5 rides like no other Hyundai that has come before it. It’s soft, supple, and rides smoothly, especially following the speed limit.

As smooth as our roads are, one eventually encounters a bumpy patch occasionally, where the IONIQ 5 needs to catch up. At lower speeds, it handles bumps well enough, but as soon as you go a bit faster, the suspension seems too busy under you and feels like it’s working overtime, as the IONIQ 5 tends to lose its composure.

Infact, if you go over a speed breaker too fast or not slow enough, the rear suspension tends to dive as it goes over the bump. Hyundai could have done a better job calibrating the rebound damping of the rear suspension because it seems a tad too soft for our Indian roads. Granted, it brings comfort when on busy streets, but I would have preferred a better balance between handling and comfort.

We managed to make it to the city of Kanpur, where to our amusement, not a single charger seemed to be working, and the ones that did would either trip or stop working due to the power cuts the city was facing. To our surprise, Hyundai doesn’t have any chargers at its own dealerships, and if you’re a Hyundai owner, know that you will essentially be relying on chargers from Tata, MG, BMW and Audi. Buying a premium Hyundai product exceeds the vehicle.

This could be a make-it-or-break-it factor. Knowing that you share the workshop floor with vehicles that are more mass-market than premium could sour the deal for some potential buyers, and this got me thinking about how Hyundai needs to improve its overall quality appeal because selling a premium product is more than just fancy tech and high performance but more on that later.

1,920KM – Khajuraho, Madhya Pradesh

After somehow charging the vehicle in Kanpur, we were off to Khajuraho, where technology was limited, and so was infrastructure. Khajuraho is a beautiful city in Madhya Pradesh known for its erotic art and detailed temple architecture. Finding a charger here was not going to be possible, and we had to rely on using a wall-mounted socket to charge the vehicle, which meant we’d had to spend the next three days charging up the vehicle since the speed was a mere 1 KW per hour. This gave us plenty of time to plan our next few stops and do some sightseeing around the beautiful temples of Khajuraho. This would be a good time to talk about the interiors of the IONIQ 5, which, unlike the temples in Khajuraho, took a more minimal approach to styling.

The interior of the IONIQ 5 is simple and clean. Hyundai has done away with most buttons which is a one-step forward and twostep back approach but more on that in a bit. So from the moment you step inside the cabin, you realise that there is ample space and thanks to the minimalistic approach, even the dashboard remains clutter-free.

The cabin feels airy thanks to the excess space; the white interiors then further exaggerate the sense of space, making it feel even more spacious than it already is. Given how space conscious we Indians tend to be, the IONIQ 5 does a fantastic job of triggering that sensory experience. You’d never feel claustrophobia, even with all five seats occupied. You can not only control the recline and movement of all five seats but also move the entire central armrest and everything under it, which makes finding the right amount of space for your needs a pretty easy affair. I don’t know any other car in India that can showcase such a feat, and it genuinely makes the interior of this car feel unique and customisable to suit your needs.

The trade-off of the white interior is the obvious dust magnet it is. Even on dry summer days, dirtying these seats and leaving stains all over is fairly straightforward. If you’re an owner with OCD, you will have a tough time keeping that OCD in check with this white leather interior. Sure, knowing that all the materials inside the vehicle come from sustainably sourced methods boost one’s consciousness, but knowing the lack of durability in our conditions makes it a bit of a tedious affair.

The lack of buttons makes the dash seem clean, but at the cost of constantly having to distract yourself from accessing the most basic functions like ventilated seats. A simple button would have done the trick, but now you must pull over and navigate through a giant screen whenever you wish to turn on or off the ventilated seats in the IONIQ 5.

The passengers in the rear get heated seats for some reason, but not seats that can be ventilated, and this seems like a sore miss given that the majority of the country and the metropolitan cities tend to be on the hotter side of things than the cooler ones we’d hope for.

Another thing worth mentioning is the comfort of the seats; Hyundai has done a fantastic job designing the seats and their support. Not only do they recline so you can practically sleep in the car while waiting out the charging, but they’re also entirely customisable and let you pick the optimum driving position to suit your dimensions and preferences. However, I’d like the steering to be further adjusted, as you can only adjust the rake, not the steering wheel’s reach.

2,550KM – Nalanda, Bihar

Long story short, after three days of charging, we were finally ready to reach our next destination, Nalanda, in Bihar. The ruins of Nalanda are considered by historians to be the world’s first residential university and among the most important centres of learning in the ancient world. Unfortunately, it succumbed to war and was pillaged and burned down by the Khalji dynasty, and now all that’s left are its ruins and tales of its rich history. Like Khajuraho, Nalanda had little to no chargers to offer, so we decided to juice up the IONIQ 5 in Patna instead and head over to Nalanda. This would be an excellent opportunity to discuss the advanced safety systems and tech in the IONIQ 5.

So Hyundai has equipped the IONIQ 5 with level 2 ADAS, which comes with upto 21 features, including forward and rear collision warnings, lane keep assist, a 360-degree camera, blind spot monitoring and safe exit assist, which essentially helps driving out of blind parking spots. These are just a few, as many more would take a while. As practical as all these features are, they can be too intrusive in the real world. For example, none of these features can be turned off except for lane keep assist; the rest remain running in the background.

The safe exit assist is handy but can’t distinguish between a pedestrian approaching and a vehicle and treats both as the same. This means each time you’re backing out of the parking, it’ll aggressively slam on the brakes if it detects someone standing close to the rear. It may be in the name of safety, but over time, this can become quite annoying, especially when you factor in that this is in India and there are always people or vehicles present on the road at all times.

The intelligent cruise control can maintain a certain distance from the vehicles ahead of you, but it likes to remain two car lengths away even at its closest setting. Given how congested our streets usually are and how used to we are driving under such circumstances, the IONIQ 5, on the other hand, could be better versed with our streets. It tends to panic when a vehicle gets too close, which can be pretty unnerving for the driver and anyone behind you. I wish Hyundai provided the option to turn off some of these systems or let you further modulate to what degree they intrude.

The lane keep assist works surprisingly well, and it even manages to detect lanes over some of our bad roads where the markings have either disappeared or are a mere blur. The sensors on the IONIQ 5 are top-notch; it’s just our infrastructure that has yet to grow to adapt to such order and still revels in its orderly chaos.

Our next destination was quite far, and we’d have to go all the way to the East Coast of India to the city of Bhubaneshwar. So our first stop was Ranchi, where we took a quick stop to charge and then headed straight for Jamshedpur. Finding a reliable charger again posed a challenge in Jamshedpur, which was a surprise given that Jamshedpur essentially is a giant Tata plant. Nevertheless, after a quick charge, we continued towards Bhubaneshwar, where we’d spend the night. The following day we rose before the sun and began our drive to Puri, a coastal town famous for its clean beaches and is a hop, skip and jump away from the famous Konark Sun Temple.

3,430KM – Puri, Odisha

Dedicated to the sun god Surya, the Konark Sun Temple is a staple of Kalingan architecture to impress the sun, which is the source of all our energy and at the centre of the solar system. Since we’re talking about a giant ball of nuclear fusion, it’ll seem ironic to talk about a vehicle that has ditched combustion. Solar is the future of powering all our electrical appliances, so we may address the electric motor and its prowess.

The Hyundai IONIQ 5 is powered by a liquid-cooled lithiumion battery with a capacity of 72.6 kWh, translating to about 220 bhp of power and 350 Nm of torque. These output figures may not sound all that impressive on paper, but if you think about it, you’d soon realise this has all its power available at all times, unlike an internal combustion motor. So despite weighing nearly 2 tons, the IONIQ 5 accelerates from 0 to 100kmph in under 7.5 seconds.

Its roll-on acceleration is even more impressive, making any overtake feel like a piece of cake. Sure, it’s no Volvo XC40 regarding sheer acceleration, but it offers an even better range. Most folks think the range is more important when buying an EV than outright performance. Plus, the IONIQ 5 feels fast enough to excite most drivers; the Volvo XC40, on the other hand, has now entered sports car territory.

The IONIQ 5 packs plenty of punch and, despite being a rear-wheel drive car, maintains traction at all times. Even when you’re intentionally trying to break traction, the safety systems will always be on guard and ready to spank you with traction each time you try to drift the vehicle or slide it around a corner.

The only time you can consistently break traction is when you’re on dirt, and even then, the IONIQ 5 will manage to reel itself in. If this is a testament to the IONIQ 5’s composure or a slap in the face to any EV enthusiast looking for that fun daily driver, that’s down to perspective. That being said, the IONIQ 5 drives like no other Hyundai before it and can be a ton of fun while also incredibly relaxing.

After having a lovely time at the coastal beaches of Puri, it was time we started our most extended leg, which was to be from Puri all the way to Hampi. This would have us cross three states on our journey to Hampi, which is located in the state of Karnataka. This nearly 1500 km journey would not only test dedication to our record but also test the IONIQ 5 as it would succumb to varying degrees of broken tarmac and dirt roads. As we traversed through open highways and busy city roads, we finally decided to halt in Visakhapatnam.

Finding chargers became much easier, and we were soon flying past Vijayawada and on our way to Hyderabad. Despite running on 20-inch wheels, the ground clearance and suspension rarely bottomed out. Eventually, I stopped babying the precious IONIQ and started driving it like a regular car. The IONIQ 5 is a rather easy-to-drive vehicle, and despite its odd dimensions and funky design, it is rather practical. I will talk more about it when we get to Hampi.

After our lengthy stint in Hyderabad and some much-needed rest, it was time to venture into the unknown again on our way to Hampi. After careful research, we discovered just one charger about 100 kms away from Hampi. Which means we’d have to make a gamble. We either head straight for Hampi and try and arrange a wall-mounted AC charger or take our chances with heading for the charger. So far, we’ve had mixed results with chargers, including those with reliable reviews posted online. Well, sometimes you gotta risk it to get the biscuit, in this case, the biscuit being a reliable charger.

Off we drove, and as we got further away from Hyderabad and into the rural side of the Telangana-Karnataka border, the roads kept getting narrower and narrower to a point where we’d practically have to keep half the car off the tar for oncoming vehicles to pass. Not something you want to be doing with an expensive and exclusive car, but this is India, so one is forced to bend the rules occasionally.

4,972KM – Hampi, Karnataka

After crossing some beautiful fields, sunflower and windmill farms, we finally made it to the charger. It came as a surprise to all our pessimistic expectations that not only was the charger a fast one but one that was in perfect working condition. That boosted my morale, and I was ready to take on all the long stints back home. As usual, we rose before the sun the following day and headed for the renowned Vijaya Vittala Temple. Why this temple, you ask?

Well, the majority of Hampi is scattered with monuments and structures of the past, which has turned it into an important UNESCO site. However, the grandest of them is the Vijaya Vittala Temple. It is an excellent showcase of the architectural prowess and creativity of the sculptors and artists of the Vijayanagara era.

The drive to the temple was breathtaking itself, stretching across some beautiful roads and sights and scenes. Now that I’ve been driving through these narrow rural roads, I better understand the IONIQ 5’s everyday practicality and liveability for one’s daily use. Truth be told, I remain astonished at just how practical the IONIQ 5 proves to be.

The IONIQ 5 can easily tackle most speed breakers and potholes thanks to the E-GMP platform. The turning radius may take some time, but that’s a minor hurdle. Even the overall visibility outside is quite good, and the ultra-clear surround cameras do a fantastic job showing you any and every obstacle with some excellent camera quality. The usable space inside the IONIQ 5 is quite commendable too. There is more than sufficient space inside the cabin and the cubby holes, but Hyundai adds to it by giving you a big enough boot capacity, and it even has a frunk! It’s a small frunk but sufficient to store your charging necessities and a couple of other knick-knacks. Sadly there is no spare, and instead, you get a puncture repair kit, and a tyre inflator tucked away in the boot. Fortunately, we didn’t have to use ours so far, but if it’s something you’ve never done, I suggest getting more up to speed with the whole process.

5,460KM – Udupi, Karnataka

Practicality out of the way, it was time to head to our next destination, which falls on the west coast of India and is the coastal city of Udupi. What’s at Udupi, you ask? Well, on the outskirts of Udupi lies a 57-foot-tall monolithic statue carved out of a single piece of granite. It is the statue of Bahubali, and a depiction of his meditation said to last long enough for vines to grow at his feet. It’s an excellent time to ponder various things we’ve noticed about the IONIQ 5.

For starters, the sound system on the IONIQ 5 is decent but not the best In its class. It falls short of the ones found on the Volvo XC40 Recharge, which is the best in its class. The ambient lighting on the IONIQ 5 is defused and does a good job illuminating this light-coloured cabin. A couple more features are rather clever in the IONIQ 5, like the ability to turn off the air conditioning for all the passengers and leave it on just for the driver.

This is a great way to conserve energy and maintain cooling. The prominent feature that Hyundai has been talking about is its V2L ability, which allows it to charge any electrical appliances or even power another EV in an emergency. A three-pin socket is embedded under the rear passenger seat, allowing you to charge your laptop on the go. In reality, it only works when you’re stationary, so that can be a bummer, but if you’re okay with working while waiting at the side of the road, then it’s a feature you’d appreciate.

However, I wonder if anyone will go camping with the IONIQ 5; the ones that’ll even take it out for a picnic will be quite a niche. Does this feature justify the hype around it? Well, sorta. Having this feature in your arsenal enables you to pursue more spontaneous endeavours and be more carefree about your devices. Though I highly doubt you’d be carrying anything more than a pair of speakers at best, and for that reason, I’ve got somewhat mixed feelings about this feature. It’s a cool gimmick, I’ll give it that, but to me, it’s not a very useful feature and would have made a lot more sense on an offroad vehicle than on a rear-wheel drive crossover.

After enjoying the scenic coastal roads of Udupi, it was time we pushed for our final destination, Mumbai. It never felt so good to return home, sweet home; I especially missed the food and the familiarity of speaking a known language. Sadly it’ll also be where I’d have to part ways with the lovely IONIQ 5. It’s been a reliable steed and has worked effortlessly through anything and everything the road has presented. The longest stretch we could pull on one full charge was about 530 km, which is commendable for an EV as most ICE vehicles struggle to have a range over 450 kms. Plus, you’ve got to factor in the cost. The owner of an IONIQ 5 will spend a lot more on cleaning the seats than he’d actually spend charging the IONIQ 5.

At an ex-showroom price of Rs. 45 lakhs, the IONIQ 5 isn’t the most accessible EV out there, but it manages to undercut its competition while performing just as well, if not better, in some cases. Would I ever like to make a road trip this long in an EV? No. This was tedious, to say the least, and our infrastructure has a long way to go. However, if I ever have to set out on a road trip of this sort, I’d happily hop inside the IONIQ 5 as it’s most certainly a capable vehicle and quite reliable at that. What more could you want from your EV? And on that note, I must conclude this story.

6,300KM – Mumbai, Maharashtra

FOR – Dashing aesthetics, genuinely sustainable, great range
AGAINST – Intrusive driver aids, sensitive paint, limited interior and exterior shades.

Mercedes-Benz GLB and EQB – Luxury meets practicality

Meet the new Mini GLS and Mini EQS

Mercedes has been a leader in the luxury car segment in India for a long time. Challengers like BMW and Audi have always been close seconds. Despite the sales chart buzz, the only 7-seater car in Mercedes-Benz India has been the Mercedes GLS. The GLS demands and commands a presence, but its sheer size and price could be intimidating. A glimpse of Mercedes-Benz’s positive sales figures in India comes from their immense pool of over 7000 pre-orders, including a sold-out GLC. 

Not only is this company successful at making luxury cars, but it also commands one of the largest fleets of premium SUVs. Adding versatility, Mercedes has launched a new platform. Bringing back the B series cars, meet the new Mercedes-Benz EQB and GLB. For the first time in India, Mercedes offers a modular 7-seater platform in three fuel types and multiple SKUs. 

Mini-GLS and Mini-EQS

Mercedes-Benz does not shy away from admitting the B segment launches are highly inspired by the S series. The GLB is also globally termed as the mini-GLS for the design elements, while the EQB looks similar to the global EQS SUV. What’s missing is the sheer size of their elder sibling inspirations. Both these cars are substantial in presence, almost as long as the best-selling GLC. The front fascia might look different on both cars, giving them a unique identity. The side panels on both vehicles are more or less the same, encompassing an overall length of 4,646mm, liberating a healthy 2,829mm wheelbase. The GLB also gets an optional AMG Kit accessory allowing 19-inch AMG rims with AMG steering wheel, Alcantara goodness, metal pedals and more. Thanks to the elder siblings, the GLB and EQB look friendly and welcoming without the domineer dimensions. 

While the GLB follows the GLS split lamp design with neat-looking DRLs similar to the GLS, the EQB is unmistakably an EQ platform from Mercedes-Benz with a connected LED design front and rear. Sharing platforms, the EQB and GLB share the interior design with subtle changes based on the model. Our first drive cars were the top-of-the-line GLB 220d 4-Matic and EQB 300 4-Matic. Featuring AMG-styled flat-bottom steering wheels, turbine-styled AC vents, an ambient lighting package, Alcantara seats with lumbar-lateral support and more, these cars are loaded to the brim considering the segment. Based on the A-series limousine platform also featured on the GLA, the GLB and EQB stand longer than most of its competitors, including the Audi Q5!

Familiarly Merc on the inside 

Mercedes-Benz uses different quality materials and textures with soft-touch leather, metal accents and LED elements on hard plastic, albeit in better quality. The centre console features a floating 10.25” touch infotainment system loaded with MBUX (connected car features and voice commands – Hey Mercedes) and a 4-Matic info-clad 10.25” MID. The functional centre column also brings rollable shutters to reveal a wireless charging pad, 12V connector, USB Type-C port, drive select metal knobs, HVAC controls in see-through design, a touch panel with wrist rest and a deep powered pocket that doubles as the arm-rest. There are multiple bottle holders, and the cabin feels functional yet sumptuous, thanks to the quality materials and ambient LED treatment. The GLB gets a matte aluminium finish on the AC vents, while the EQB features a body-coloured matte finish on the front AC vents.

The middle-row and third-row seats get USB Type-C charging ports with additional recline angles and adjustments for leg space on the middle row. The middle-row armrest also houses rollable cup holders in a 40,20,40 split-seat configuration. The 50-50 third-row seats are best suited for preteens and pets when required. With all the seats up, the powered tailgate liberates 130L boot space, 500L on folding the third row and up to 1055L on folding both rear rows. Limited by space, Mercedes includes a puncture repair kit instead of a spare wheel for emergencies. Breathing more space into the interiors is a two-way panoramic sunroof. 

Impressive when steady and rolling 

Safety first, the entire line-up gets seven airbags, with curtain extensions for the third-row passengers. Apart from a 5-star global NCAP rating, these cars also feature TPMS, HAC, lane keep, brake and driving assists with two high-resolution cameras. Mercedes offers the GLB in 200(P), 220d(D) and 220d 4-Matic(D) + AMG Kit. The EQB 300 receives the top-tier GLB treatments as standard for the electric powertrain. The 1332cc Petrol engine churns 163HP and 250Nm mated to a 6-Speed AT in front-wheel drive. The 2.0L Diesel variants 220d and 4-Matic bring healthy 400Nm and 190HP on tap for a livelier driving experience. The GLB 220d sprints 0-100Km/h in 7.6 secs while the EQB achieves the same in 8 secs despite the battery weight gains. 

Drivers can choose from Eco, Sport, Comfort and Individual settings. We prefer the Individual settings as it allows versatile setup, like setting the engine and steering response to Sport mode, while the suspensions soak bad roads in Comfort mode. The seats are positioned in a commanding position, and the split A-pillar adds a good view of the road. While the GLB offers a round steering wheel, our top-tier unit featured the AMG flat-bottom steering wheel with paddle shifters, a standard on the EQB. Shifts are precise on the GLB 220d, while the exact change between various recuperation options on the EQB. The suspensions and ground clearance of 155mm make the drive comfortable and relatively carefree in normal driving conditions. 

The GLB 220d like to be ringed around, and the satisfactory performance is on tap throughout the rev bands. There is some body roll movement, but the overall rigid architecture of the chassis allows for reasonable body control. Despite the additional weight of 469 kg batteries, the EQB with single-gear ASM on the front wheels and PSM driving the rear wheels churns a healthy 229HP and 390Nm of relatively instant torque compared to the GLB. Compare this figure with a better centre of gravity due to the batteries in the floor; the EQB feels nimble.

Mercedes-Benz has bought one of their B series best NVH levels on the market. The GLB gets audible when driven enthusiastically, but the engine and cabin are satisfactorily refined. The EQB gets additional motor insulation, cabin insulation and noise-reduction tyres to make the electric cabin feel silent enough to meditate. What also helps relax are the tonnes of advanced driver assistance features on both the GLB and EQB. From lane keep assist to emergency braking and more, the driving assist feature list can easily rival cars boasting an ADAS level 2 system. The EQB’s 66.5kWh battery is rated up to 423 Km (WLTP) range. Driving the EQB through twisties and highways, it has decent regenerative capabilities, and real-world figures will easily touch upwards of 350 km. This car also supports 100kW DC and 11kW AC charging. Mercedes provide the latter as a complementary accessory for initial buyers. Mercedes claims a 10-80% charge at 100kW in 32 mins. Expect our 50kW chargers to charge this car to the same levels in about an hour. An 11kW AC charger will charge the car from 10-100% in 6 hours and 25 mins. Not bad! 

Verdict 

Overall, the use of materials, utility options, insulation, and driving dynamics on the 7-seater Mercedes GLB and EQB make them a surprising addition to the already populated Mercedes SUV line-up. Mercedes-Benz India provides an eight-year warranty on the batteries of EQB and the engine + transmission of the GLB series. This warranty is also transferable, and this platform, offered in petrol, diesel and electric, seems like a good filler in the 7-seater luxury car segment. Indian units will be imported from Mexico and sold as CBU. We expect pricing for the GLB and EQB to start from 65L, and despite that price tag, the GLB and EQB are unique value luxury propositions. 

 

How Big is Lamborghini? – The outcome of revenge

How Big is Lamborghini? Big enough to get all the attention of the people passing by and fit persons as tall as 6’2″ with the exception of the Convertible Lamborghini Huracán. The company came into existence as a challenge and emerged within a short period as a luxury car maker that manufactures expensive cars that offers luxury style, high speed, and advanced technology.

If there was no Ferrari, there would be no Lamborghini

Ordinary people think only about how much they will hurt others in revenge, but very few people think first about how much they will benefit from revenge and then take steps. Ferruccio Lamborghini, the founder of Automobili Lamborghini, was one of the few. The visionary behind Lamborghini cars was born on 28th April 1916 in a farming family in Renazzo So Cento, Ferrera, Italy.

Since early childhood, he has been keenly interested in mechanical equipment used for farming rather than agriculture. Later on, when World War II was at its peak, Ferruccio was drafted into Italy’s Royal Air Force, where he served as a mechanic. He was posted at the Italian garrison on the island of Rhodes, an isolated area where he learned to repair broken-down cars, motorcycles and trucks with reused parts.

After the end of World War II, he was taken prisoner when the island fell to the Englishmen. He returned to his home after a year and opened a garage in Pieve di Cento. In 1947, he recognised the emerging market for farming equipment and developed the first-ever Lamborghini tractor, named Carioca, which he made from parts of a former military vehicle and engines and differentials from ARAR centres.

Ferruccio founded Lamborghini Trattori in 1948 to design and build tractors, and soon it became one of the largest agricultural equipment manufacturers in Italy. The tractor company helped Ferruccio to become a successful entrepreneur in the midst of Italy’s post-economic boom, and his increasing wealth granted him an opportunity to purchase expensive cars such as Maserati, Mercedes-Benz and even FERRARI.

Here comes the revenge!

In 1958, Ferruccio Lamborghini bought his first expensive car, the Ferrari 350, and in the next few years, he bought a few more Ferrari cars. However, for a long period, he was not satisfied with the performance of the Ferrari cars as they were noisy and rough to handle. He was fond of the Ferrari, and out of concern, he decided to meet Enzo Ferrari, the founder of the Ferrari cars.

Back in the 1960s, Ferrari was one of the few car manufacturers in the world who were popular for making the best sports cars, and its founder was infamous for his pride. When Ferruccio met Enzo Ferrari in person and talked about a few design suggestions and the pitfalls of the Ferrari cars, he received a notorious reply from a Ferrari owner “Let me make cars. You stick to making tractors.”

Ferruccio Lamborghini felt insulted as well as humiliated; who would not? The back-answer encouraged Lamborghini, and he decided to start his car manufacturing company along the lines of “to make a perfect car”. He hired Giotto Bizzarrini, who had designed some of Ferrari’s most recent engines at the time, and engineers Giampaolo Dallara and Giampaolo Stanzani. And this is how the great rivalry began.

The G in the Lamborghini stands for Guts

The man behind the Lamborghini established the Automobili Lamborghini in 1963 to prove Ferrari wrong and manufactured the first-ever Lamborghini car – the 350 GTV in a mere four-month time. The car was unveiled at the 1963 Turin motor show without an engine as the engineers encountered a problem with the planted engine and decided to place bricks under the hood. Gutsy, isn’t it?

Valuation

Being a fan of Lamborghini, people always think working at Lamborghini would be an outstanding achievement, but it’s fun and games until you know the rules of working with Lamborghini. Definitely, Lamborghini is one of the most attractive employers in the world, and the employer takes good care of its employee’s well-being in and outside the workplace.

The company assembles around 20 cars daily and has delivered over 5,090 cars worldwide (Urus SUV contributes half) in the first half of 2022. Being particular, Lamborghini has seen massive growth in the Indian car market, with sales of 69 cars in 2021 alone. Thanks to Urus, which accounts for over 80% of first-time Lamborghini buyers in India.

Lamborghini employs over 1800 people who work in 3 shifts to keep up with tight deadlines. The ownership of the company has been changed three times since 1973, and currently, it is owned by the Volkswagen Group through its subsidiary Audi. The ex-President of Bugatti Automobiles, Stephan Winkelmann, has been the CEO of Lamborghini since 2018, and the company is currently valued at $11 billion.

Hyundai Venue N-Line | What the N?

What the “N” !

Human senses are triggered with the varied audio and visual experiences we go through. Catering to the perception of enthusiasts in all the best visually appealing aspects, Hyundai has introduced the N-Line to one of their most successful products, the Venue. Hyundai has appealed to performance lovers’ auditory and optical senses before with the i20 N-line and now with tweaks on the Venue, the Venue N-Line is here to make it pop, bang and feel like a complete enthusiastic performance update. 

Visual fantasy & an aural experience ?

Powered by the same engine as the regular 2022 Venue, the N-line produces 172 Nm torque and 120 bhp power from its 1L 3-cylinder turbo petrol engine which is mated to a 7-speed DCT with similar drive modes – Normal, Eco and Sport. There are noticeably minor updates on the Venue N-Line on the exterior. N-Line badging all across the car, along with red highlight lines in the form of stickers, add a visual flair to the overall N-line appearance. While the straight lines on the Venue 2022 make it look sophisticated, the redesigned bumpers on the Venue N-Line bring curves on the edges. Complimenting the overall design are the new skid plates at both front and rear. 

The Venue N-Line also gets N-badged redesigned 16-inch diamond cut alloy wheels which are distinctively prominent. Adding safety and better control is the inclusion of rear wheel disk brakes. Visual updates include a tailgate spoiler, red highlight strips across the car’s length and breadth, and a sharply redesigned front grille with X-shaped elements and generous use of dark chrome. A relatively stiffer suspension setup makes the car’s maneuverability a lot crispier than before. The Venue N-Line retains the best aspects of the Venue 2022 like the projector headlights with built-in cornering lamps. What stands apart are definitely the new dual-pipe exhaust mufflers which offer a grunty note; this is the audio sensory that will tickle most enthusiasts.

The interiors are equally sporty ! 

Hop in the Venue N-Line, and you are greeted with an all-black interior scheme with red N-Line highlights all around the car’s interiors. The red and black theme suits the performance appeal of the vehicle and adds a sense of visual drama. There are red accents on the AC vents, knobs,  and switches. The seats now get N-Line imprints with red stitching and piping. The Venue N-Line looks similar yet different from the standard Venue line-up with an all black and red theme. Though the dark interiors do make the cabin feel small, plenty of room inside along with the sunroof doesn’t make it claustrophobic. Every feature is identical to the Venue 2022, all the way from an 8-inch touch infotainment system with BlueLink, Voice Assistant support, Android Auto and Apple CarPlay, 4-way adjustable electric adjustments for the driver’s seat, coloured driver’s MID, wireless charger, USB A and C ports, electric sunroof and all the goodies of the Venue top-spec line-up.  

Adding flair to the overall interior sportiness is the new N-Line gear knob with matching black leatherette and red elements. The foot pedals are also metal to add to the appeal. A significant change is perceived with a sportier N-Line three-spoke steering wheel which feels comparatively chunky to hold. It is functional with media controls on it and is finished in gloss black with sizable black paddle shifters tucked behind nicely. Hyundai has now added red ambient lighting which seems like a cherry on a well-baked cake. What is surprising is the absence of ventilated seats, but as performance demands weight reduction, maybe it was a calculated move. Compared to a regular Venue with ventilated seats, the power-to-weight ratio must be the reason for it. Another standard feature for the N-Line is the inclusion of a 1080p 30fps dash camera with front and rear cameras mounted beside the auto-dimming IRVM. 

Does it handle well or just pops and crackles? 

The Venue N-Line is a practical compact SUV making it a daily driver. The aural experience of the nicely tuned dual-pipe exhausts stuns, which sounds way sportier than the actual drive experience. Despite the city’s legal speed limits, each rev built-up sounds exciting and exhilarating. The exhaust note alone feels like they’ve added a sportier engine beneath the hood, although that’s not the case here. 

Adding to the overall experience is a lightweight steering wheel coupled with a stiffer suspension setup and four disc brakes on all four tyres. The Venue N-Line has the exact power figures as the standard Venue with 7-Speed DCT, but the weight reduction in the form of regular seats compared to the ventilated seats on the Venue 2022 make the N-Line feel a tad bit snappier in the real world. The stiffer suspension setup keeps the car well planted on high-speed cornering while still being able to soak road undulations like any other mid-size SUV. This duality makes it feel more confidence inspiring than its formal-suited sibling..  

 

The improved power-to-weight ratio is prominently evident while driving the Venue N-Line. The N-Line steering makes it a joyful experience to maneuver this car in the city traffic and equally fun out on the highways. Despite it being on any driving mode, this car sounds maddening fun when revved. The DCT performs excellently with the Turbo GDi configuration being smooth, but a slight lag in the initial power output can get a little frustrating as it wouldn’t perform as much as it sounds to be. In Sport mode, the 7-Speed DCT keeps the gears engaged right up to an invisible redline, but the most fun can be exploited from using the large paddle shifters while  driving this car in sports mode. Thanks to the entire N-Line driving dynamics, it feels relatively light on its wheel yet surefooted. We dearly missed the rev counter on this car, and being digital; we hope Hyundai updates the MID in the future, at least on the N-line for that analog revving drama. 

Should you consider this “N” ?

Starting at Rs. 12.16L ex-showroom, the Venue N-Line is a competitive vibe which is bound to be enjoyed by enthusiasts only. The relatively low body-to-weight ratio paired with N-Line light steering feedback, stiffer suspensions, N-Line design elements, and a nasty exhaust note makes the Venue N-Line feel sportier and sounds more invigorating than most cars of this segment on the block. If you’re out there looking for exclusivity while compromising on a few liters of petrol, the Venue N-line might just hit the right N-spot for you..  

Concept Cars which made it to production

Some of the best concept cars of all times that saw the light of day

Concept cars are alluring. They not only give us a sneak-peek of the future of car brands, but they even give designers the very opportunity to unleash their creativity, giving us some jaw-dropping automotive marvels. Due to the countless and never ending regulations, however, production models often look significantly different than the prototypes we spot at car shows.

That said, every now and then we witness concepts that actually come true with a design very close or sometimes identical to the intended. Hereès a list of 10 well known concept cars that made their way into reality.

 

FORD GT / 2002 FORD GT-40 CONCEPT

 

 

The Ford GT-40 has been a legendary piece of machinery. It was intentionally built to defeat Ferrari at the 24 Hours of Le Mans. And it did defeat Ferrari, taking four wins consecutively.

Ford took almost fifty years to revive the legend until finally, in 2002 it managed to do so. That year, at the Detroit Auto Show (USA), Ford came up with a modern supercar killer. Design-wise, the 2002 GT-40 Concept was an exact copy of the original 1960s legendary model. In 2003 production version dropped the “40” from its name.

LEXUS LC / 2012 LC-LF CONCEPT

Toyota and Lexus rarely get a car that closely resembles the concept because of the over-dramatic lookers they are portrayed to be. When Lexus introduced its future production of a gran-tourer made on the 2012 LF-LC, people were shocked. 

Instead of going for a more covert look, Lexus simply copied the concept car into production, as it was. The production vehicle ended up looking incredibly magnificent and sophisticated that it was often compared to cars like the Aston Martin DB-11. And don’t forget the amazing 5.0-liter naturally-aspirated V-8 with 470 horsepower. Pure symphony!

AUDI R8 / 2003 AUDI LE MANS QUATTRO CONCEPT

Things started changing in the mid-2000s, after Audi announced that they were going to bring a mid-engine sports car. . It was meant to commemorate the manufacturer’s 3 consecutive wins in the world endurance race. Its study led to the creation of the Audi R8, which looked exactly the same. It even retained the Quattro all-wheel-drive system. 

DODGE VIPER / 1989 DODGE VIPER CONCEPT

 

Back in the 1980s, Bob Lutz, Lee Iacocca, and later Carol Shelby had collaborated in order to produce what is known as one of the most brutal American sports cars ever conceived – the Dodge Viper. The primary idea was to capture the spirit of the Shelby Cobra and recreate it using the 90s technology. Big engine, manual gearbox, and lightweight. 

A stunning roadster was unveiled at the 1989 Detroit Auto Show. This concept featured a 5.9-liter V-8, as the V-10 was still under development. It would have eventually evolved into the first generation of the Dodge Viper RT-10, while retaining all the original design elements.

PORSCHE BOXSTER / 1993 BOXSTER CONCEPT

 

Despite all its colorful portfolio, Porsche wasn’t doing so great back in the 1990s. Even with the brand having the rear-engined 911 and front-engine 944, 928, and 968 models, they fell short of a compact mid-engine model. The Boxster Concept was introduced back in 1993, and despite its modern design, it called back to the 550 Spyder.

The production version which followed adopted the design of the concept, without any significant changes. Its name “Boxster” came from the boxer engine in the car, and the fact it was a roadster. The “Baby Porsche” name came in the nick of time.

LEXUS LFA / 2005 LFA CONCEPT

 

Probably the modern-day supercar that took the longest time into development. Toyota wanted to tighten the pants in the racing segment when Lexus stepped up to the challenge. A special team of engineers was hand-picked and a unique facility was created, where this exceptional car would be produced. Its prototypes were also spotted testing as early as in 2005.

Mid-way through its development process, it was decided that the chassis had to be carbon fiber and not aluminum. Regardless of which, what came up was a Japanese supercar like no one had seen before. Although the concept was radical, the production spec LFA looked even better, while retaining the same futuristic design language. Adding to that, its 552-horsepower naturally-aspirated high-revving V-10 engine is the talk of legends.

CHEVROLET CAMARO / 2006 CAMARO CONCEPT

In the early 2000s, American manufacturers had started implementing the retro-futuristic design ideology, and to recreate the 1960s glory of the muscle car era. Most stunning concept car was the 2006 Camaro. Both exterior and interior were incredible and it was an obvious throwback to the 1960s classic scene. The car also got fame as it was also featured in the 2007 Transformers movie and instantly became recognizable as the yellow “Bumblebee”. 

Luckily, they settled to have the design as it was for the production version. The design of the fifth-gen Camaro became so popular that even a couple of tuning companies offered to bring back some of its elements from the concept as we know of. It included the exhaust tip, which mimicked the shape of the taillights. Even the production model also kept the engine – a 6.0-liter V-8, later replaced by a 6.2-liter.

ACURA NSX / 2012 NSX CONCEPT

The 2012 NSX Concept might not have been far from Honda’s original perception of a successor to its original 1990s sports car, but there is no denying the fact that it looks amazing. The production-spec vehicle looked exactly the same as the 2012 concept car. Featuring Acura’s SH-AWD system and a 3.5-liter V-6 which all-together with 3 electric motors produces 573 horsepower and 476 pound-feet of torque (645 Nm). All of this was mated to a nine-speed dual-clutch-automatic.

JAGUAR F-TYPE / 2011 C-X16 CONCEPT

The Coventry-based(UK) British carmaker is known for its heritage and clinching on to its legendary history. However, Jaguar started getting bolder and dynamic around the late 2000s and started giving us some bold Bond-like styling and more modern day technology. One of the cars which was ideated, came as the C-X16 Concept. This, when Jaguar also decided to make a spiritual successor to one of their most iconic car which was the 1960’s E-type.

Although the clamshell front hood was dropped, the car screamed modern-day E-Type from every angle. Luckily, the exact same design, courtesy of Ian Callum, made it into production, making the F-type one of the most gorgeous looking cars of our time.

NISSAN GTR / 2005 GTR PROTO


In 2005 one thing was certain that a new Godzilla was on its way. At that time, the Tokyo Motor Show unveiled the GTR Prototype which showed the potential futuristic design of the Supercar slayer. The design was nothing less than groundbreaking, as it was a long too far away from the boxy forms of the older R34. At the same time, the concept retained the signature for the model four’s twin round tail lights setup, which in one form or another were featured on all generations before it. The design was more functional than radical, although it still gave the car immense dynamic presence. With the exception of two small vents on the front bumper, which were connected to the headlights via carbon-fiber trim pieces, the production version R35 looked identical to the concept.

 

BMW X4 MSport x30d-A supercool SUV Coupe

BMW has been on an update spree like most other manufacturers in the year 2022. This time around, it’s the X4’s turn to receive a stealthy yet worthy Shadow edition update, a limited edition! This vehicle is also offered in a standard edition, but the M Sport package amplifies the overall appeal as expected no matter which you choose. On a sunny afternoon, we drove a limited edition BMW X4 Shadow edition wrapped in a nardo grey suit, one of the best colours on automobiles. Rev along. 

BMW X4 MSport x30d-Wiser and meaner with time

Launched back in 2014, BMW last updated the BMW X4 in 2019. This year, the BMW X4 gets an updated, versatile chassis shared with older and younger X siblings from the family. The shadow edition accentuates this car’s appearance with all black and nardo grey contrast. BMW equips the X4 in x30i or x30d configurations, both standard in the M Sport package. Visually, both are identical, with sharper fascia and slim M Sport BMW adaptive LED lights front and rear. While the X6 is the original SUV Coupe beauty, the X4 symbolises this design in the midsize SUV Coupe silhouette making it one of the most handsome SUVs for its asking price.

Standing on M Sport dual spoke M light run-flat 20-inch tyres and adaptive suspensions, the X4 looks stunning in proportion. Shadow edition masks all the chrome elements of the standard car in gloss and matte black combinations. First seen on the M4, the adaptive air intakes sit neatly behind the more proportionate BMW grille. Sharper angles make this update feel modern and apt for this year and the future. M Sport batches all around the car, red M Sport brake callipers and wider tyres with 245 section up front and 275 at rear heighten the car’s road presence compared to its predecessor. This time in sharp geometric shapes, the rear black diffuser and M Sport dual exhausts add a sense of sporty appeal to the overall X4 package. 

On the inside, our shadow edition featured all-black interiors with red stitching on good quality leather finishes and soft-touch leather on the dash, doors and centre consoles. Nothing much has changed since its last update in 2019, apart from the 12.3 BMW live cockpit touch infotainment system featuring wireless Android Auto, Apple CarPlay and gesture controls with M Sport animated dials to display gravitational acceleration, lean angles and more. M Sport three-spoke steering feels sturdy and acts sharp, making this SUV coupe feel more like a typical coupe than a midsize SUV. There are some misses, like the lack of wireless charging and 360-degree cameras, especially in a day and age when affordable cars are loaded with such sensors and more. The quality of leather and fit-finish levels are one of the best in the premium segment, and everything feels tactile. Being an SUV Coupe, the X4 packs a healthy electric-operated boot space of 525L with a space saver tyre. 

BMW X4 MSport x30d-M Sport package as standard

The X4 is offered in twin-turbo combos of a 4-cylinder 252 bhp and 350 Nm petrol x30i engine, and our review (absolute) unit is provided in 6-cylinder 262 bhp and 620 Nm diesel x30d engine. BMW has got rid of other xDrive offerings. We test the better of the two – x30d, and its various drive modes include Eco, Eco Pro, Comfort, Comfort what-not, Sport and Sport Plus, with individual configurations for all settings. Truth be told, our dials were usually red with the Sport plus mode activated for most of our drive. What was surprising was the sheer opulent drive in comfort modes. The diesel engine is engineer-aged like a fine wine and feels refined, and the gearbox is smooth, mated to sophisticated NVH levels on a chassis developed for the X7! 

Despite the larger shoes with 20-inch wheels, the adaptive suspension, brilliant chassis with minimal to no body roll, refined diesel engine and class-leading NVH levels give the BMW X4 a duality. It can be calm in comfort modes, and when you are in the mood for some paddle shifting fun, this bimmer can surprise you. A 0-100kmph sprint is achievable in 5.8s! This car is quick, considering the size and volume. To put it in perspective, this midsize mammoth is almost as fast as the newly launched BMW i4, and that is an all-electric sedan! Different modes aside, this car can perform a wheel spin on ECO mode if demanded. SPORT plus modes aggrandise the power, steering feel, suspension feedback and overall responsiveness of the BMW X4. BMW M sport package amplifies this car’s appeal by many folds. In an era dominated by midsize SUVs, this brilliant SUV Coupe does not just stand out with its design but also its mean twin-turbo M spec power. 

The BMW X4 does feel like an SUV in all its elements. Still, it drives like a sedan thanks to an enthusiastic engine coupled with a smooth 8-speed Steptronic transmission, sharp steering inputs and M sport black magic on the limited shadow edition. Interiors, too, are sumptuous and accommodating despite the M sport seats with ample lumbar support. The adaptive suspension has made a world of difference to the overall drive quality of the updated BMW X4. There is almost no body roll despite the sheer size of this SUV, and high-speed stability has to be one of the best ammunition in its arsenal, coupled with solid but progressive braking. 

BMW X4 MSport x30d- The sporty SUV styled as a Coupe

We drove spiritedly all day long in a limited Shadow edition BMW X4 x30d, and not many will be available in India. The black treatment on the exterior and interior with subtle M Sport badges makes the BMW X4 a handsome car. Newer details make the X4 look sharp and modern, ready to age with poise. Limited editions not just age with grace but sometimes appreciate with time. This beautiful monstrosity is a worthy set of wheels in your garage if you are tired of the ordinary-looking SUVs on our roads. Not only is it sporty in its drive appeal, but also composed in a way. BMW X4 has matured into a stunning midsize SUV Coupe update from BMW.

Design elements and specifications

BMW X4 shadow edition Specs

Price – 71.90 lakh onwards (Ex-Showroom)

 

Length (mm) 4751
Width (mm) 2138
Height (mm) 1621
Wheel Base (mm) 2864

 

Displacement (cc) 2993
Max Power 261.49bhp@4000rpm
Max Torque 620Nm@2000-2500rpm
No. of cylinder 6
Turbo Charger twin
TransmissionType Automatic
Gear Box 8-speed
Drive Type 4WD

Formula E and FIA reveal all-electric Gen3 race car

Formula E and the ABB FIA Formula E World Championship

As the world’s first all-electric FIA World Championship and the only sport certified net zero carbon since inception, the ABB FIA Formula E World Championship brings dramatic racing to the heart of some of the world’s most iconic cities providing an elite motorsport platform for the world’s leading automotive manufacturers to accelerate electric vehicle innovation.

The Formula E network of teams, manufacturers, partners, broadcasters, and host cities are united by a passion for the sport and belief in its potential to accelerate sustainable human progress and create a better future for people and planet.

The future of all-electric high-performance motorsport has been revealed by Formula E and the Fédération Internationale de l’Automobile (FIA) at the Yacht Club de Monaco where the third-generation Formula E race car was officially unveiled to the public.

The Gen3 is the world’s first race car designed and optimized specifically for street racing. It will debut in Season 9 of the ABB FIA Formula E World Championship, where some of the world’s greatest manufacturers race wheel-to-wheel on the streets of iconic global cities. Developed by engineers and sustainability experts at the FIA and Formula E, the Gen3 is the pinnacle of high performance, efficiency and sustainability. Designed to show the world that high performance and sustainability can powerfully co-exist without compromise, the Gen3 pioneers cutting-edge technologies that will make the transfer from race to road.

While aerodynamic development programs have been central to driving incremental improvement in motorsport for decades, the launch of the Gen3 propels software engineering forwards as a new battleground for motorsport innovation and competition. Performance upgrades to the Gen3 will be delivered as software updates directly to the advanced operating system built into the car.

Seven of the world’s leading automotive manufacturers have registered with the FIA to race the new Gen3 in Season 9 of the ABB FIA World Championship with pre-season testing this winter. They are: DS Automobiles (France); Jaguar (UK); Mahindra Racing (India); Maserati (Italy); NIO 333 (UK / China); Nissan (Japan); Porsche (Germany).

 

Design, engineering and production innovations for the Gen3 race car include:

Performance:

  • Fastest Formula E car yet with a top speed over 322 kph / 200 mph.• Most efficient formula racing car ever with more than 40% of the energy used within a race produced by regenerative braking.
  • Around 95% power efficiency from an electric motor delivering up to 350kW of power (470BHP), compared to approximately 40% for an internal combustion engine.
  • First-ever formula car with both front and rear powertrains. A new front powertrain adds 250kW to the 350kW at the rear, more than doubling the regenerative capability of the current Gen2 to a total of 600kW.
  • Ultra-high speed charging capability of 600kW for additional energy during a race, almost double the power of the most advanced commercial chargers in the world.
  • The first formula car that will not feature rear hydraulic brakes with the addition of the front powertrain and its regenerative capability.

Every aspect of Gen3 production has been rethought, redesigned and rebuilt to ensure the car sets the benchmark for high-performance, sustainable racing without compromise. For example, natural materials have been introduced to tyres, batteries and bodywork construction with life cycle thinking at the core.


Sustainability:

  • Gen3 batteries are among the most advanced, sustainable batteries ever made consisting of sustainably-sourced minerals while battery cells will be reused and recycled at end of life.
  • Linen and recycled carbon fiber will be used in bodywork construction for the first time in a formula car featuring recycled carbon fiber from retired Gen2 cars and reducing the overall amount of virgin carbon fibre used. This will reduce the carbon footprint of the production of the Gen3 bodywork more than 10%. All waste carbon fiber will be reused for new applications through adoption of an innovative process from the aviation industry.
  • Natural rubber and recycled fibers will make up 26% of new Gen3 tyres and all tyres will be fully recycled after racing.
  • The carbon footprint of the Gen3 has been measured from the design phase to inform all reduction measures taken to reduce environmental impact, while all unavoidable emissions will be offset as part of Formula E’s net zero carbon commitment.
  • All Gen3 suppliers will operate in line with top international standards to reduce environmental impacts of manufacturing (ISO 14001) and be FIA Environmental Accreditation 3-Star rated.

Mohammed Ben Sulayem, FIA President said:
“Both technologically and environmentally, Gen3 sets new standards in the sport. The FIA and Formula E development teams have done a superb job, and I thank them for their hard work on this project. I am delighted to see so many leading manufacturers already signed up to the championship’s next era and await Gen3’s competitive debut in Season 9 with great anticipation.”

Jamie Reigle, Chief Executive Officer, Formula E said:
“Monaco is the spiritual home of motorsport and there is nowhere more fitting to unveil our Gen3 race car. The Gen3 disrupts and challenges the conventions of motorsport, setting the benchmark for performance, efficiency and sustainability without compromise.
“Together with the FIA, we are proud to reveal the Gen3 to Formula E fans and demonstrate to the wider sports industry how elite sport, high performance and sustainability can successfully co-exist in the ABB FIA Formula E World Championship. We cannot wait to see how our teams and drivers push the car to its limit in 2023.”

Alejandro Agag, Founder and Chairman, Formula E said:
“The Gen3 represents the ambitious third age of Formula E and the ABB FIA Formula E World Championship. With every generation of race car we push the boundaries of possibility in EV technology further and the Gen3 is our most ambitious project to date. The eyes of the world are on the Principality for the Monaco E-Prix and we are proud to reveal a car that been two years in the making in the historic home of motorsport. My thanks go to the great team behind it at Formula E and the FIA – the future of all electric racing is bright.”

Exit mobile version