Author: Darren Cassey

Lotus has revealed its highly anticipated all-electric hypercar with some bold claims about it being “the world’s most powerful series production road car”.

It’s called Evija – pronounced Eh-vi-ya – which means ‘the first in existence’, giving a nod to the fact that this model marks a new chapter in the British sports car maker’s history.

The headline performance figures are ‘targeted’ at 2,000bhp and 1,200Nm of torque, with a 0-60mph time of less than three seconds and a top speed in excess of 200mph.

Evidence of the what powers the Evija isn’t yet available, but Lotus is developing it with Williams Advanced Engineering, the team behind the powertrains in the all-electric Formula E motorsport series.

Lotus says the motor and battery systems will be the “lightest, most energy dense electric power package ever fitted to a road car”. The Evija is targeting an overall weight of just 1,680kg, which would make it impressively light for an electric vehicle.

To achieve this, the Evija will be the first Lotus to have a full carbon-fibre monocoque, and the lightweight material is also used for the bodywork and single-piece chassis.

Aerodynamic efficiency is also key, with striking Venturi tunnels that channel air from the front and sides of the car through the bodywork at the rear.

It also features active aerodynamics, with the rear spoiler elevating from its flush position to increase downforce or reduce drag when required.

Lotus has stated that the Evija is predicted to manage 250 miles between charges, taking 12 minutes to get to 80 per cent from empty on a 350kW charger, the highest-capacity charger available right now. However, Lotus claims it will be capable of accepting a charge of up to 800kW, which will future proof it for when faster systems are released.

Lotus Cars CEO Phil Popham said: “The Lotus Evija is a car like no other. It will re-establish our brand in the hearts and minds of sports car fans and on the global automotive stage. It will also pave the way for further visionary models.”

He added: “This is another amazing moment in the history of our company. The Evija is a true Lotus in every sense – it has been developed with an unwavering passion to push boundaries, to explore new ways of thinking and to apply ground-breaking technologies.”

Just 130 examples will be built and will cost £1.7m each. Buyers can place a deposit of £250,000 now.

Over the years, Audi has built a reputation for building some of the best models in the executive car market, and its saloons have been at the forefront of this.

The first model the firm introduced way back in the 60s was a saloon, and since then it has continued to nail the formula. One of its most popular models is the A4, which sits in the middle of the firm’s line-up.

This year, we’re getting an all-new version of that saloon, so it seems like a great time to look back at all of the models that have built up to this moment.

Audi 80

The Audi 80 was the precursor to the Audi A4 and started as we know it today in 1972. It took its name from the vehicle it replaced, the F103, which was available in various trims named after their power output, ranging from the Audi 60 to the Super 90, with the 80 the most sought-after non-performance model.

The Audi 80 shared a platform with the Volkswagen Passat, marking a sign of the platform sharing that would go on to typify VW Group ownership. It was sold until 1996, establishing Audi as one of the giants of the mid-sized executive car market that is so popular with business buyers.

Audi 100

The first Audi 100s actually pre-date the 80, but in the shape we most commonly associate with Audi’s old saloons it went on sale in 1976. It’s bigger than the 80, and it was immediately obvious that this type of car would also prove popular. In its second generation, Audi sold almost 900,000 four-door models, compared with about 100,000 estate and coupe versions.

Despite some drama with recalls in America that saw Audi’s sales take a massive hit before the firm was largely exonerated, the 100 proved hugely popular in Europe.

Audi V8

In 1988, Audi introduced the V8. Before now, it had been a premium manufacturer, but this was its attempt at doing luxury, and taking on the Mercedes-Benz S-Class. It had four-wheel drive, a V8 engine and a smooth automatic transmission.

However, when it was revealed with styling almost identical to the aging 100 models, its reception was frosty. The engine wasn’t even considered particularly powerful until an updated model was introduced in the 90s.

The model failed to steal buyers from its rivals, selling just 21,000 models in the six years it was on sale.

Audi A8

The A8 followed on from the V8, with the model being renamed to fit in with Audi’s new numerical naming strategy, which has remained ever since. 

This luxurious limo was the first mass-market car to be constructed from an aluminium structure, which brought significant weight savings. The A8 continues to set the tone for the rest of the Audi line-up over the next few years – just as a range-topping model should. On the latest car you can find tech such as level 3 self-driving technology and an incredibly clever safety assist that can alter the suspension to minimise injury, if the car senses an imminent impact. 

Audi A6

The A6 was the replacement for the 100, with this model neatly sitting in-between the A4 and A8. It has proven to be a particularly popular model to receive the ‘RS’ treatment, with the first RS6 debuting in 2002. Since 2013, though, the RS6 has only been offered in Avant (estate) form. 

Over the years, the A6 has gradually morphed into a mini A8 (rather than a posh A4), adopting a twin touchscreen setup and digital Virtual Cockpit. Fuel-saving mild-hybrid technology is also fitted across the range. 

Audi A4

With more than 7.5 million examples of the A4 being produced since 1994, this mid-size saloon is now comfortably Audi’s most popular car ever. As the model celebrates its 25th anniversary, sales are showing few signs of slowing. 

Th A4 followed on from the Audi 80 and has a historic rivalry with the BMW 3 Series and Mercedes C-Class. The latest iteration’s new interior and mild-hybrid technology should help keep the A4 on par with those two cars. 

Audi A3 Saloon

Ever since the A3 debuted in 1996, it has been one of Audi’s most popular models. For the first 12 years of its life it was offered exclusively in hatchback form, but in 2008 Audi strengthened its appeal with a convertible. Then in 2013, it added a new saloon to the line-up. 

The A3 Saloon is currently Audi’s smallest saloon, but has wide appeal thanks to its affordable pricing and surprising practicality. Thanks to a 395bhp RS3 model, too, it’s also an accomplished performance car. 

 

Two “completely new” models are among six RS variants still to be revealed in 2019 as Audi celebrates 25 years of its performance badge.

The German firm has not revealed which of its models will get the RS treatment for the first time, but the most likely would be the Q8. It’s the ultimate form of the firm’s SUV line-up, so would make a prime candidate for a performance version.

The second model is less obvious. The Q7 would make an ideal choice because it’s mechanically identical to the Q8, though a number of the firm’s smaller SUVs could also be in line for RS variants.

Oliver Hoffmann, managing director of Audi Sport GmbH, said: “Every RS model expresses the passion that we put into developing our high-performance cars.

“For 25 years, our customers have been experiencing the RS models as masterful companions for everyday life that convey pure emotion and maximum driving enjoyment.”

The other four new RS models to be released in 2019 include the new RS6, based on the facelifted A6, and the RS7, based on the latest-generation A7, which was introduced last year.

To celebrate a quarter of a century of RS models, Audi has gathered numerous road-going and motorsport versions of its cars at its Forum visitor centre in Neckarsulm, Germany.

The nameplate began in 1994 with the RS2 Avant, which was co-developed by Audi and Porsche. It used a 2.2-litre turbocharged petrol engine making 311bhp. With high-performance, all-wheel-drive and a practical estate body style, it set the tone for RS models to come.

The government has announced that it is reducing the amount of company car tax that buyers of electric vehicles will be charged in a bid to accelerate the switch to zero-emission vehicles.

For 2020, buyers of all-electric vehicles will be charged zero per cent benefit in kind, with this increasing to one per cent in 2021 and two per cent in 2022.

That means there are potentially massive tax benefits to be had for company car drivers who make the switch – but which EVs are best to take advantage of these savings? We’ve outlined some of our favourites.

Audi e-tron

If you’re looking for a company car, premium appeal, lots of space and a long range are important – and that’s where the e-tron comes in.

Audi’s first vehicle built to be an EV from the ground up has won plaudits for being a great-to-drive electric SUV that doesn’t require compromises to own. With a range of 237 miles and the ability to charge at 150kW, range anxiety should be a thing of the past.

Tesla Model 3

The original EV maker has finally released its volume product. The Model 3 has arrived with admittedly oddball styling, but an excellent range and relatively affordable price tag.

The ‘standard plus’ trim offers 254 miles of range, but the top-spec ‘performance’ promises an incredible 329 miles – as well as a 0-60mph time of just 3.2 seconds. For £40,000-plus, it’s the least expensive entry to Tesla ownership.

Nissan Leaf

Nissan’s hugely popular, game-changing Leaf should be fairly high up your EV shopping list whatever your criteria. It’s relatively spacious, surprisingly quick and has a decent enough range. It even looks quite good, as Nissan fixed the polarising looks of the original model.

There’s a new trim called ‘e+’, which offers more range for more cash. At about £35k it’s certainly not cheap, but with a range of 239 miles it’s a lot more practical than the standard car’s 168 miles. With the BIK price cut, the extra cash for the e+ might be a bit more palatable.

Jaguar I-Pace

The British brand has been having a tough time of it lately, but if there’s one section of its model line-up it has nailed, it’s the I-Pace. It’s about as sexy as an SUV can be, has great range claims of about 300 miles and fast charging capabilities.

At £60,000-plus, again, it’s not cheap, but you’re getting a classy, well-built product that’s at the forefront of a new technology movement. And there’s not much cooler than that.

Kia e-Niro

At the other end of the scale, the Kia e-Niro is more of a working class EV – but it should be no less desirable. There’s massive waiting list right now because sister brands Hyundai and Kia can’t acquire batteries quickly enough to keep up with demand for their EVs, but the e-Niro is worth the wait.

For an affordable crossover EV to promise a range of 250 miles is quite extraordinary. Couple that with handsome looks and generous kit and you can see why people are queuing round the door for them.

Renault Zoe

The Renault Zoe has been around a while now, with its looks only mildly evolving over the years. However, that’s no bad thing, because it has a pretty Gallic charm that can’t be denied.

What has changed is the technology underneath, though. The latest battery updates promise 149 miles of range with pricing starting below £25k. Few electric vehicles offer quite so much bang for your buck.

Volkswagen e-Golf

If you want a practical car the answer is almost always Golf, so it’s no surprise to see that Volkswagen was quick to stick some batteries in its hugely popular hatchback to offer an EV version.

To be honest, it’s not the most appealing option on paper – because it’s an EV converted from a traditionally-powered car, its batteries and motors can’t be fully optimised. Therefore it’s not cheap and its range isn’t extraordinary at 144 miles. But you get the fantastic build quality, badge appeal and practicality of a regular Golf, just with lower running costs.

What is it?

The Volkswagen Golf GTI is one of the most iconic nameplates in automotive history. It’s the car that gave birth to the hot hatch genre, and despite a couple of hiccups along the way, has consistently been one of the go-to models in the segment.

However, for this run-out ‘goodbye’ to the seventh-generation go-faster Golf, Volkswagen is aiming to shake free of the GTI’s sensible stereotype. The name says it all – TCR is a nod to the Touring Car Racing motorsport formula, in which a race-prepped Golf takes part.

By referencing a race car in its name, it’s clear that this is meant to be a more hardcore hot hatch, out to take on the best in the segment.

What’s new?

We’ve seen upgraded versions of the GTI before, but this takes it up to 11, offering optional kit from other models as standard and bringing some new goodies, too. There’s more power, no manual transmission option, a mechanical differential lock for the front wheels, perforated brake discs, and a performance-optimised stainless steel exhaust system.

However, perhaps surprisingly, the interior remains fully intact. Often when hot hatches are released in track-focused form the rear seats are removed to reduce weight, with the Renault Megane RS Trophy-R being one of the best examples. Is this a sign that the Golf can’t quite shake its sensible nature, despite the race car pretence?

What’s under the bonnet?

If you know your VW Group performance cars, you’ll recognize this EA888 unit that’s found its way into everything from the Seat Leon Cupra to the Audi S3. Here, performance has been upped considerably over other GTI models to 286bhp and 380Nm of torque, just short of the all-wheel-drive Golf R.

It’ll do the 0-60mph sprint in 5.6 seconds, and promises about 36mpg, which proves just why these models are so popular – pace without bank-breaking bills.

Performance is blistering and puts the GTI on an even keel with some of the more capable and fun-to-drive alternatives. The noise is fantastic, too. Those changes to the exhaust have freed some character as well as performance, both of which are much-needed in regular GTI models.

What’s it like to drive?

From the first time you plant your right foot in sport mode, it’s clear that this GTI is a much more serious proposition than the cars that usually wear this badge. The chunky, grippy Bridgestone tyres work with the front differential to ensure torque steer is largely kept under wraps, catapulting you forward in a cacophony of farty four-cylinder noise.

Attack a B-road and you’ll be met with near-endless grip, giving you more and more confidence to push harder and harder with every corner. It’s not quite as hard-nosed and sharp in its responses as benchmark rivals like the Hyundai i30 N and Honda Civic Type R, though, feeling a little heavier and less-focused.

This is a bit of a shame given the TCR connotations, but the fact that it feels so much more aggressive than its predecessors yet can still fall into its role as a comfortable, premium family hatchback at the press of a button it its real USP.

How does it look?

To the uninitiated this could be any other, well-specced Golf. However, those in the know will realise this particular Golf has been making the most of its gym subscription. It’s no pumped up, flare-arched touring car lookalike, but the TCR-specific bodykit adds just enough muscle to hint at the fiery performance on offer.

The optional sticker pack on our car feels a touch unnecessary when the TCR still leans towards the sensible side of the hot hatch scale, but the Tornado Red paint job, which is a dark, deep shade, looks real quality and only adds to the premium appeal.

What’s it like inside?

It’s a touring car special, so there are going to be hard-backed bucket seats, infotainment delete and a roll cage, right? Well, no. As we’ve now come to expect that name is a bit of a misnomer, but that’s really not necessarily a bad thing when it comes to the interior.

The seats are the same supportive units used in other GTIs, but retrimmed with some Alcantara bits, while the rest of the interior is typical high trim level Volkswagen. There’s an eight-inch infotainment screen, sporty flat-bottomed steering wheel, virtual cockpit and a special TCR red tartan upholstery design.

There’s not much to make it stand out as something overtly sporty, but for people looking for something fairly hardcore that can slot into everyday life too, there are few better.

What’s the spec like?

As you’d expect from a hot hatch that starts at nearly £35k, there’s plenty of equipment to justify the price tag. As standard, it’s available with the aforementioned body kit, 18-inch wheels, and LED headlights on the outside. Inside, there are those Alcantara trim heated sports seats and leather-trimmed steering wheel.

However, our car came in at a whopping £40,674, thanks largely to the addition of the Performance Pack. For an extra £2,900, you get bigger 19-inch black alloy wheels with semi-slick tyres, a derestricted top speed of 164mph, 20mm lower suspension, and Dynamic Chassis Control.

It’s pricey but given the fact that this is the most serious of Golf GTI performance variants, it feels like a sensible option to tick for that full TCR experience.

Verdict

The verdict on the Golf GTI TCR is a tale of contradictions. In some ways, it feels like an opportunity missed, with that touring car nameplate seemingly perfectly suited to a stripped-out, hardcore Golf that could have been up there with the greats of the genre – think Renault Megane RS Trophy R rival.

However, ignore the possibilities and think of this as the ultimate iteration of the GTI formula and the TCR makes perfect sense. It somehow manages to turn the hot Golf up to 11 while retaining the everyday sensibilities and premium appeal that have won it so many fans over the years. It might not be quite as hard-edged as the best in the game, but as an all-rounder, it’s tough to beat.

Toyota is bringing its autonomous vehicle development program to Europe as it announces a 13-month public road trial in Brussels.

A heavily modified LS saloon from sister firm Lexus will make repeated journeys around a fixed route in the Belgian capital, following successful simulator tests and further public road testing in Japan and America.

Gerard Killmann, Toyota Motor Europe (TME) vice president of research and development, said: “Toyota’s ultimate goal is zero casualties from traffic accidents, and the main goal of this pilot is to study complex and unpredictable human behaviour and its impact on automated driving system requirements.

“Responding to the complexity and diverse population of an urban environment like Brussels – the European capital and home to citizens of 184 different nationalities – is key to understanding human behaviour. After successful trials on public roads in Japan and the US, we are now adding European conditions to the technology’s understanding.”

The Lexus LS started life as a standard production model, but Toyota’s engineers have fitted various sensors to the roof that can ‘see’ the road ahead, with the data interpreted by on-board computers that react appropriately.

The LS is fitted with LIDAR (laser imaging detection and ranging), radars, cameras and a high-precision positioning system that work together to create an accurate computer model of the vehicle’s surroundings. A human operator remains in the driver’s seat at all times to take over in case of an emergency.

The research is part of the L3Pilot project, which has been part-funded by the European commission and sees 34 organisations in the automotive industry work together on advancing autonomous vehicle technology.

The Aston Martin Valkyrie has broken cover to lap Silverstone ahead of the British grand prix.

The new hypercar, developed in conjunction with Red Bull Advanced Technology, completed a slow demonstration lap to ceremonially begin its physical development programme after months of digital modelling and simulation work.

Aston Martin’s high-performance test driver Chris Goodwin was behind the wheel. After completing the lap, he said: “I’ve driven this car around Silverstone for countless hours on the simulator at Aston Martin Red Bull Racing’s HQ and in many other sportscars throughout my career, but to drive Aston Martin Valkyrie here today feels exceptionally special.

“Of course, we still have a lot of development work to go but we can now begin to really push the physical testing process and realise the capabilities of what we have developed over the past months. Putting that aside, today has brought a real smile to my face and I hope that the crowds watching from the stands enjoyed it as much as I did.”

Andy Palmer, Aston Martin Lagonda CEO, said: “Today is a real milestone in not only Aston Martin’s history but for our industry as a whole.

“Aston Martin Valkyrie continues to redefine what you and I recognise as a hypercar, possessing unrivalled levels of performance in a package that is technologically beyond anything else. While Chris’ demonstration today was not delivered at full speed, there is no doubt in my mind that we will one day return to deliver its full potential around this magnificent circuit.”

Last month, Aston Martin confirmed that a race-prepped version of the Valkyrie would compete in the newly developed hypercar class of the World Endurance Championship.

The Valkyrie will feature a hybrid powertrain that boasts a maximum power output of 1,160bhp. It is made up of a naturally aspirated V12 petrol engine and a battery-electric system developed by Rimac.

Focusing on all-electric vehicles could have a detrimental effect on the environment, according to industry leaders.

They added that manufacturers’ huge push towards electrifying their ranges has resulted in battery technology that cannot be recycled or is expensive to recycle, while combustion engines still have less environment impact over the lifetime of the product.

Autocar reports that Neville Jackson, chief technology and innovation officer at Ricardo, which develops technology for both combustion engines and electrified powertrains, told attendees of the Driving the Future event in London: “We are too focused on the only way ahead being electric – and that is a message we have to get across to legislators.

“If you look at the lifecycle analysis of vehicles, which is set to be part of European Commission regulations from 2026, then the analysis of cradle to grave impact is clear: the internal combustion engine still delivers by far the lowest environmental impact.

“We need to avoid the issues of spending huge amounts making batteries that aren’t recyclable, or which are expensive to recycle. There are real opportunities with the technology – let’s not forget we invented the lithium ion cell in the UK – but there are hurdles to overcome that we have to face into in a realistic way.”

Michael Hague-Morgan, commercial director of Autocraft, a specialist engine and battery cell company, agreed, saying: “Whenever you rush into technology you make mistakes. That is already evident in the number of battery packs we are now seeing that have failures.

“Some were even designed as sealed, so you can’t open them and replace or repair them easily. The impact of that on the environment is huge. The focus on pure electric in isolation does not offer the best route – there is some wonderful hybrid technology coming, and it is my belief that will get us further down the path to our targets than pursuing electric in isolation.”

A number of car manufacturers and energy companies are looking at the storage possibilities that ‘second-life’ batteries provide. Battery cells degrade over time, and eventually cannot store enough energy to be useful in an EV and must be replaced.

However, the healthy cells can be recovered and used in stationary storage, such as in the home or business sector. Nissan recently contributed used Leaf cells to a 3MW storage system at Amsterdam’s Johan Cruyff Arena, which is designed to provide back-up energy in the event of a power cut.

The UK government has called on the car industry to find ways to reduce the amount of pollution caused by wear on tyres and brakes.

Despite extensive work to reduce tailpipe emissions, little has been done to reduce the amount of particulate pollution from tyres and brakes because it is so difficult to measure.

However, the independent scientific committee Air Quality Expert Group (AQEG), has warned that tyres and brakes alone could account for 10 per cent of national emissions of PM 2.5 by 2030.

In a new report released today, the AQEG says that “these particles enter the airstream having a detrimental impact on human health for drivers, passengers and bystanders”. It also noted that plastic particles from tyres enter sewers, which can have harmful consequences for marine life.

Environment minister Thérèse Coffey said: “The documents published today make clear that it is not just fumes from car exhaust pipes that have a detrimental impact on human health but also the tiny particles that are released from their brakes and tyres.

“Emissions from car exhausts have been decreasing through development of cleaner technologies and there is now a need for the car industry to find innovative ways to address the challenges of air pollution from other sources.”

Mike Hawes, chief executive of industry body the Society of Motor Manufacturers and Traders, said: “The automotive industry is committed to improving air quality and has already all but eliminated particulate matter from tailpipe emissions. Brake, tyre and road wear is a recognised challenge as emissions from these sources are not easy to measure.

“A United Nations global group, including industry experts and government, is working to better understand, and agree how to measure, these emissions. Maintenance of the road surface, as well as further investment in new vehicle technologies, is essential to reducing these emissions without compromising safety and we welcome further research in this area.”

According to government figures, nitrogen oxide emissions have fallen by 29 per cent since 2010, with sulphur dioxide emissions down 62 per cent. A report will be released soon that assesses the impact of microplastics from tyres and clothing on the marine environment.

Bentley has revealed its vision of a future autonomous, zero-emission luxury vehicle in the form of the EXP 100 GT.

Built to celebrate the brand’s 100th birthday, the new model features self-driving technology, electric propulsion and sustainably sourced materials.

Designed to reimagine the Grand Tourer segment ‘for the world of 2035’, the EXP 100 GT features a choice between getting behind the wheel yourself or opting for autonomous driving.

The intelligent self-driving system would understand when a spirited drive is required, for example on a mountain pass, or whether a smoother, more relaxing drive might be preferred.

It is powered by a battery-electric powertrain that uses a motor on each wheel, offering all-wheel-drive and torque vectoring to provide increased grip. Bentley claims the 0-60mph time would be 2.5 seconds with a top speed of 186mph.

Over the next decade or so, range anxiety should have been eradicated, as Bentley imagines a range of 435 miles on a full battery — while charging would take just 15 minutes to go from zero to 80 per cent.

The cabin itself is built for luxury, with plenty of space for occupants and an intelligent personal assistant that can be controlled through hand gestures. Bentley is also keen to demonstrate the importance of sustainability, using recycled rice husks for the paint, organic leather-like textiles for the upholstery and natural materials such as wood where possible.

The body is made from aluminium and carbon-fibre, and its design is inspired by some of the most iconic Bentley models of the past 100 years – with a modern twist.

Adrian Hallmark, Bentley chairman and chief executive, said: “Urbanisation continues to redefine the way people think about cars. Technology is bringing people closer together while posing serious questions about security and wellbeing.

“Climate change means that governments, companies and individuals must look for more sustainable ways to move forward, and Bentley can and will provide answers to these big questions.

“The birth of the automobile sparked a love affair with the freedom, self-expression, social mobility and personal space it brought. We believe that these values will remain at the heart of luxury travel and we are excited by the huge opportunities ahead, especially as the shift to new energy vehicles consigns all issues on emissions to the history books.”