One of the biggest concerns among drivers when switching to electric cars is battery drain, as well as availability and time spent at the charger, but that's another topic.

In fact, a new range study found that an EV driven so long that the battery is dead and the dashboard display shows zero kilometers of range can drive another 30 kilometers before coming to a complete stop!

What Car?, which carried out the research by testing 10 of the latest electric models, said manufacturers deliberately program range readings to be conservative to give drivers an 'emergency buffer' before the battery runs out.

It was found that the best had 8.1 percent less range than the specified range with one charge, while the worst was almost a fifth (18.6 percent) less than the official WLTP averages, according to Jutarnji.hr.

In any case, the figure was helped by the fact that the EV continued to drive for several kilometers after the dashboard indicated that there was no more energy left in the battery, which means that manufacturers still leave a few kilowatts of power "on the side" as a reserve.

While petrol and diesel cars can drive around 40 to 80 kilometers when the fuel light comes on, there is a big fear that electric models will immediately stop on the road when the range reaches 0 percent. However, this is clearly not the case.

Of the cars tested, the BMW i4 eDrive40 M Sport not only traveled the most distance on a charge, but also had the largest emergency intermediate tank. It can cover a total of 509 kilometers, and 30 of those kilometers are covered with a digital readout of 0 percent battery.

Top list:

  • BMW i4: 30 km
  • Kia Niro EV: 27.2 km
  • Volvo XC40 Recharge: 27.2 km
  • Volkswagen ID.5: 24 km
  • Kia EV6: 20.8 km
  • MG ZS EV: 20.8 km
  • Tesla Model 3: 20.8 km
  • Tesla Model Y: 17.6 km
  • Cupra Born: 16 km
  • BMW iX3: 8 km

"Environmental absurdity", "shameless lie", "hypocrisy"... For several days now, Internet users have had no shortage of qualifiers for a publication showing an electric vehicle charging station in front of a large white box.

The photo is accompanied by a comment that shows the disappointment of its author: "Electric charger on a diesel generator... We are the stupidest species on the planet!"

Shared several million times on Facebook, we find this image on other social networks like Instagram or Twitter, always with the same kind of accusations. However, not a single detail appears on the photo, neither the place where it was taken, nor its author.

By doing a reverse image search on Google, we find that the image has been circulating on many foreign websites with the same claims about its content for several years.

Although the image is of poor quality, it is possible to make out what is written on top of the charging station: Nullarbor, a region in southern Australia. By refining the search with this element, we find the origin of the photo. It was used to illustrate an article on a website called The Driven that specializes in electric vehicles.

The article in question, published on December 14, 2018, talks about an experiment started by John Edwards, the author of the photograph. He is a fan of electric cars and runs into a big problem: he regularly crosses the Nullarbor Plain, a desert area where truck stops equipped with electric vehicle charging stations are almost non-existent, or unsuitable for many vehicles.

John Edwards, a retired engineer, therefore envisioned a solution that could solve the problem of traveling very long distances in a mostly desert country – diesel fueling stations.

However, the project is not as absurd as many comments suggest. First, because at the time the government promised very large investments in this sector with the goal of switching half of the national fleet to electricity before 2030 and access to fast charging stations for 84 percent of the population. These terminals must be connected to the electricity grid, powered by renewable energy sources, for example solar energy.

Not wanting to wait for the implementation of this national system, John Edwards worked on his project for a diesel-powered charging station with an environmental conscience: his station produces more energy for an electric vehicle than a thermal engine vehicle with the same mileage would consume. So, a less polluting solution and a successful bet according to him and the group of drivers he gathered to test his terminal on different car models.

Another advantage of its terminal, it would be easy to install it in all gas stations that would only have to supply it with the fuel they already have. John Edwards insisted that his prototype was only intended to fill a time gap while he waits for a financially reliable model of renewable energy charging stations to be implemented.

Patience doesn't seem to be an engineer's dominant personality trait, The Driven tells us in a January 2021 article that John Edwards has created a new model of a refueling station that runs on processed vegetable oil. Renewable and carbon neutral energy that can replace diesel, with an ingenious integrated system for purifying these oils.

Thus, service stations can directly recover vegetable oil used by their kitchens or that stored in other generator supply facilities. After financing the construction and installation of four models in the region, John Edwards hopes the state will grant subsidies to his project to equip much of the country's desert regions.

 
 

The verdict: Flashy to the point of gaudiness, expensive but flimsy-feeling, big outside but not inside, Lexus’ flagship SUV drives well but is disappointing overall.

Versus the competition: Competitors from BMW, Land Rover and Mercedes-Benz are more luxurious and higher-tech, while Cadillac, Jeep and Lincoln offer SUVs that are more reserved in their styling and more comfortable in their spacious cabins.

Let’s face it: Big, full-size sedans meant to showcase the best the brand offers are no longer the flagships of any of the world’s top luxury marques. That distinction has been passed to the full-size SUV, a more popular — and usually more expensive — choice than a traditional sedan. It’s understandable; big SUVs are generally roomier, with the ability to carry both people and stuff, and over the last three decades, they’ve evolved from their off-roader origins into luxurious, technological tours de force.

The redesigned 2022 Lexus LX falls into this category. This new version of the LX is based on the latest global Toyota Land Cruiser, which is no longer offered in the U.S. This heritage gives the LX impressive off-road technology, a powerful engine and a commanding driving position that lets you see the world before you crawl over it with four-wheel-drive traction. As the flagship of the Lexus brand — more even than the LS 600 sedan — the LX also features attention-grabbing styling, new tech and an eye-watering price that should ensure some exclusivity. But is the new Lexus LX a worthy flagship for the Japanese luxury brand? Does it have the tech and touch to justify its lofty price tag? 

You Can’t Escape That Grille

First off, I have to talk about the most obvious styling element on the new LX 600: that grille. It employs Lexus’ controversial “spindle grille” theme, a design element that’s been present throughout Lexus’ lineup since it debuted nearly a decade ago. It’s spread like an invasive vine, seemingly becoming more intrusive with every new appearance. It’s culminated in this, the biggest spindle grille ever affixed to a Lexus — evidence of the brand’s insistence upon using it to define the entire aesthetic of its lineup.

I don’t think it works any better here than it does on other Lexuses with the possible exception of the stunning LC 500 coupe and convertible, where the grille actually fits with the spaceship-like styling of the rest of that grand tourer. Here, however, it’s distracting and ridiculously imposing, simply dominating the entire look of the vehicle. It means the LX’s best view is its rear three-quarters, but even from that angle, you’ll notice the odd proportions of this SUV. It has what looks like a short wheelbase with oddly long front and rear overhangs, especially when viewed from the side.

Complicating the aesthetic was the fact that my test vehicle was an F Sport Handling, a trim meant to be more sporty-looking and, potentially, more capable on-road. Cosmetically, it has blacked-out trim, a unique mesh version of the spindle grille, and unique badging, wheels and bumpers. All other trims have a chrome grille that’s more distracting than the blacked-out version on the F Sport, but frankly, you may as well just go for broke with this styling: Opt for the chrome look that emphasizes the grille instead of the one that blacks it out, leaving the front with a big gap where a grille should be.

Slightly Better Inside, But Still Behind

The LX’s interior is available in a couple of flavors. The F Sport trim I drove had a look best described as spicy given its Circuit Red leather interior. While I applaud Lexus’ chutzpah in including color in its interiors, I’m not sure the F Sport treatment really works on an SUV like this. With its odd mix of off-road equipment, upright driving style and copious mass, “sporty” is the last word I’d use to describe this behemoth SUV — and no amount of aluminum trim or flashy red leather will affect that. Other leather-laden trims are more in keeping with the LX’s ideals, featuring muted blacks, some lovely tans and even an unusual white/Peppercorn maroon treatment, all of which work better in this kind of vehicle.

The most unfortunate bit is that despite its various premium materials, there’s just a sense that the interior isn’t quite up to snuff for the LX 600’s price. Even the least expensive version is almost $90,000, while the most expensive one approaches $130,000, and the material quality and overall feel of the interior just don’t match that price. There’s too much hard plastic, too many cheap-feeling pieces — too much Toyota in this Lexus flagship. Even closing the doors, which are skinned in aluminum to save weight, makes the truck feel cheap thanks to their super-light feel; there’s no heft to them at all, which is not what one expects in what’s supposed to be a substantial SUV. Contrasting an LX 600 with a Mercedes-Benz GLS, for example, reveals a stark divide; perceived quality and perceived luxury is simply lacking from Lexus’ purported flagship.

Two Screens Are Better Than One?

The controls layout is also a bit busy, with two screens where one might have served better. A 12.3-inch upper screen includes Lexus’ new touchscreen multimedia system, which is a vast improvement over the old joystick-controlled version but still falls short of its competitors’ more sophisticated systems,  including BMW’s iDrive and Mercedes’ MBUX. Compared with those systems’ gorgeous graphics, slick menu transitions, and sheer volume of features and information, Lexus’ system seems basic and ordinary, with no more content than you get from your standard Apple CarPlay or Android Auto apps — which are also displayed on that large upper screen. The native navigation system is the same way, but using it now requires a monthly subscription — a daft idea when virtually everyone already has multiple navigation apps on their connected smartphones.

The lower screen is intended to display things like vehicle system status, climate control, four-wheel-drive equipment mode and more. Thankfully, Lexus hasn’t gone the “glass cockpit” route with its interiors (yet), so there are still buttons and toggles for the controls, making it decidedly easier to use than the latest touchscreen and touch-sensitive-control hijinks from Mercedes-Benz. But it seems unnecessary to have two screens in the vehicle, and Lexus put the one with the most used features farthest away from the driver. The whole thing could have been done better.

Comfortable Seating (for Some)

Comfort is decent only in the first row. The seats up there are thronelike, with an upright position that puts you high in the saddle, though the steering wheel feels rather low. This is great for outward visibility, which is top-notch, but it makes you feel a bit like you’re driving a bus.

Overall spatial efficiency in the LX is disappointing; it’s surprisingly small inside for an SUV this size. Second-row comfort has inadequate legroom for such a large vehicle, and the third row is nearly unusable for adults. Granted, the LX is on the smaller end of the full-size SUV spectrum, joined down there by the BMW X7, Infiniti QX80 and Land Rover Range Rover. American-style full-size luxury SUVs like the Cadillac Escalade, Jeep Grand Wagoneer and Lincoln Navigator dwarf the Lexus LX but aren’t as easy to maneuver or park. Still, this doesn’t explain why sitting comfortably in the LX 600’s second row requires front-seat passengers to move their seats forward and up; otherwise, there’s very little leg- or foot room in the second row. Nor does it explain why nobody can be seated in the second row while raising or folding the third row (the second row must be moved forward to accomplish this task).

The Saving Grace: Driving It

What saves the Lexus LX from being completely relegated to the “no thank you” pile is its driving experience. It may not feel as up to snuff in terms of opulence as many of its competitors, but its driving experience matches them. The LX is powered by a twin-turbocharged 3.5-liter V-6 engine (the V-8 is long gone) that pumps out a healthy 409 horsepower and 479 pounds-feet of torque. It’s mated to a super-smooth 10-speed automatic transmission that drives all four wheels through standard full-time four-wheel drive. The F Sport version also features a sport-tuned suspension, which is silly for a vehicle like this — and didn’t make much difference in how the vehicle handled versus the non-F Sport version I drove.

Everything about driving the LX is smooth. Acceleration, transmission shifts and the ride are all smooth and well controlled. In typical Lexus fashion, the idea is to not upset its passengers’ Zen, and the LX most certainly achieves this. It’s still a big, top-heavy, somewhat tippy-feeling SUV — really a Toyota Land Cruiser underneath — but it’s been so well massaged by Lexus’ ride and handling engineers that you’d never connect it with its lesser origins if you didn’t already know. Ride quality is excellent in spite of the F Sport’s big 22-inch wheels (20-inchers are standard), and there’s very little wind noise, just some whoosh from the sideview mirrors. Steering is precise (if rather numb in terms of feedback), and the LX is at home both performing around-town errands and cruising stately down the highway. It also has a significant level of four-wheel-drive equipment aboard thanks to its Land Cruiser roots, including a Multi-Terrain Monitor with under-vehicle cameras; Multi-Terrain Select, which can electronically control various drive systems for off-road driving ; and even a Crawl Control mode for getting unstuck from deep sand and mud. None of this is likely to be used outside the Middle East, but it’s there in case you’re feeling particularly adventurous on your way home from your local Prada boutique.

Priced to Keep It Rare

Top luxury SUVs are all capable of creeping over the $100,000 mark, and the 2022 Lexus LX is no exception. It’s priced to play squarely in the field, with a starting price of $88,245 (including destination fee) for a base LX 600. There are four trim levels above that one with varying degrees of additional standard equipment and different interior color options, culminating in the LX 600 Ultra Luxury trim, which costs $127,345. My test vehicle, an LX600 F Sport Handling, rang in at $105,005.

A Mercedes-Benz GLS450 is nearly $10,000 less expensive to start. It’s also less powerful, though it can be had in a top Maybach trim for well over $160,000 if you add everything. The same is true of the BMW X7, which is even less expensive to start and available in Alpina XB7 guise for nearly $150,000. The bigger American luxury SUVs are a better match price-wise, and they handily outclass the latest LX in interior space, onboard technology and sophistication.

The 2022 Lexus LX 600 is essentially a status symbol for people who absolutely must have one. Drivers looking for a better-packaged, more luxurious and more comfortable SUV might want to consider the bounty of other options.

Source: cars.com

Which three-row Tesla SUV is right for you? Here’s what the data says.

For most of Tesla's history, it had only the Model S sedan to sell. That changed with the introduction of the Tesla Model X SUV. Suddenly, you had choices, but it was either a large sedan or large SUV. But in recent years the choices have become more nuanced. If you want a Tesla car, you can choose from either a small sedan in the form of the Model 3 or the Model S. On the Tesla SUV front, you also now have a choice between the smaller Tesla Model Y or the larger Model X. Here, we take a look at the similarities and differences between the Model X and Y based on the data in order to better help you decide which Tesla SUV is right for you.

Model X Price Vs. Model Y Price

There are many large numerical differences between the compact Model Y and the midsize Model X, but the largest and for many the most important is the price tag (Editor's Note: check this link for the most updated Tesla prices). The Model Y is far and away the more affordable option with its base price of $67,190 compared to the cheapest Model X at $122,190. If you're on a budget, the comparison is a no-brainer, but for the purpose of this analysis, let's pretend you can afford a Model X but aren't sure if it's the right choice over the Model Y.

2020 Tesla Model Y Long Range and Performance 16

Model X Range Vs. Model Y Range

Despite their size differences, which we'll get to shortly, the Model X and Model Y have similar driving range. The Model Y can travel between 303 and 330 miles on a charge depending on your choice of the Performance or Long Range trims, according to Tesla. The Model X, despite being larger and heavier, fits a larger battery and can travel between 311 and 348 miles per charge depending on which model you choose.

Model X Passenger Space Vs. Model Y Passenger Space

Both the Model X and Model Y come standard with seating for five, but that's just a starting point. The Model X can be ordered with six seats—two in each of the three rows—or seven seats in a two-three-two layout. The Model Y is  available with a seven-seat option in the same two-three-two layout. Adding additional seating will cost you, with the seven-seat configuration requiring an extra $3,500 on the Model X and the six-seat feature a $6,500 option. The Model Y's third row, meanwhile, will cost $3,000.

2016 Tesla Model X 75d front interior seats

Being a larger vehicle, the Model X has more passenger space than the Model Y. In the front row, this means an extra 0.7 inch of head room and 4.3 inches of shoulder room in the Model X. However, the Model Y offers more front-row legroom by 0.6 inch.

It's a similar situation in the second row. The taller, longer Model X offers an extra 1.5 inch of head room over the Model Y and 2.8 inches of extra shoulder room. Here again, the Model Y offers more second-row legroom, an extra 2.1 inches compared to the Model X.

The extra legroom in the first and second rows come at a price for the Model Y's third row, which is really only large enough for children. The Model X's third row is already a tight fit for adults, with two fewer inches of head room than the Model Y's already pinched second row.

2020 Tesla Model Y Dual Motor Performance AWD front interior seats 1

Model X Cargo Space Vs. Model Y Cargo Space

For the Model X, Tesla's best number is the 92.3 cubic feet of total cargo space with the six-seat configuration, including the 6.6 cu-ft "frunk" under the hood (the numbers shrink to 91.6 cubes for the five-seater and 88.2 for the seven-seat model).

2016 Tesla Model X 75d rear cargo 02

By contrast, Tesla says the Model Y can swallow up to 76.2 cu ft of cargo all in counting the 4.1 cu-ft frunk for the five-passenger model, with 72.0 for the seven-seat version.

It's not a surprise that the Model X has significantly more total cargo space than the Model Y and, more important, space inside the vehicle for larger objects. It's also worth noting the Model X's Falcon Wing doors and larger rear hatch will make loading both people and larger, bulkier items easier than in the Model Y. On the other hand, its conventional rear doors allow the Model Y to be fitted with a roof rack to accommodate larger items.

2020 Tesla Model Y Dual Motor Performance AWD cargo 1

Model X Dimensions Vs. Model Y Dimensions

Much of the difference in passenger and cargo space comes down to the difference in size between the Model X and Model Y. Additionally, external dimensions could determine whether your new Tesla fits in your garage. The Model X is of course larger in every dimension, with a 2.9-inch-longer wheelbase for starters. At 199.1 inches long, it's 12.1 inches longer than the Model Y and at 78.7 inches wide, 3.1 inches wider. The two are more similar in height, with the Model X being between 1.1 and 4.3 inches taller depending on how each is configured (the air-suspended Model X measures 67.6 inches standing on its tippy toes, before those Falcon doors go up).

Model X Performance Vs. Model Y Performance

2016 Tesla Model X 75d front three quarter in motion 03

With its larger batteries and more powerful motors, the Model X is the quicker SUV despite its extra size and weight. We've recorded a Model X hitting 60 mph from a stop in as little as 3.2 seconds and as much as 5.5 seconds depending on configuration. Tesla claims those times have been improved upon since we last tested a Model X and are now down to 2.5 seconds thanks to the addition of the tri-motor Model X Plaid and 3.8 seconds for other dual-motor models. Tesla also says the Model Y will hit 60 mph in as little as 3.5 seconds and as much as 4.8 seconds depending on configuration, which we also haven't yet tested. The Model Y Performance comes standard with the no-cost Performance Upgrade package, which features a lowered suspension, larger wheels, stickier tires, and higher-performance brakes. These features will no doubt increase its cornering ability, but we haven't been able to perform instrumented testing yet to quantify the difference.

 
 

Model X Towing Vs. Model Y Towing

As with a gas- or diesel-powered vehicle, towing with an electric vehicle hurts your efficiency and driving range. While Teslas have the ability to charge quickly at the company's many Supercharger stations, most stations are not set up to charge vehicles with trailers attached. Should you need to tow with your Tesla SUV, though, the Model X can pull up to 4,960 pounds depending on the trim. The Model Y, by contrast, can only pull 3,500 pounds regardless of trim.

Model X Equipment Vs Model Y Equipment

2016 Tesla Model X P90D rear three quarter doors open

In terms of options and equipment, Tesla models offer most of the same features. Autopilot is standard on any model, upgradable to Enhanced Autopilot and can be further upgraded to the Full Self-Driving package, which promises fully autonomous driving capability at some point in the future. Both cars also come with heated front seats and second-row seats, but while the Model X comes with heated third-row seats, the Model Y does not. Either car can be ordered in one of the same five colors. At present, the Model X has two wheel choices, though one of the Model Y's wheel choices is only available with the no-cost Performance Upgrade package.

The more expensive Model X does offer some features the Model Y doesn't, though. In addition to the Falcon Wing rear doors, the Model X can also open and close its front doors automatically. The Model X comes with a heated steering wheel and a HEPA air filter for the cabin. The Model X also has a panoramic windshield that extends over the front row and two smaller sunroofs over the second row to the Model Y's single panoramic sunroof for both rows.

There's also the matter of how the features are laid out. The Model X has a more conventional dashboard with an all-digital instrument cluster and a separate, landscape-oriented infotainment screen, although the Model X has adopted Tesla's controversial yoke steering wheel. The Model Y features a radically simple dashboard with a single, center-mounted, landscape-oriented screen that doubles as both the instrument cluster and infotainment system.

Should You Buy The Model X Or The Model Y?

2020 Tesla Model Y vs Model 3 25

Assuming you can afford it, the Model X offers greater driving range, more cargo space, greater towing capacity, higher performance especially in Plaid configuration, and more seating configurations than the Model Y. The smaller, lighter Model Y will fit in smaller garages, will likely prove a better handler, and goes nearly as far on a charge while offering more second-row legroom. For most buyers, the decision will come down to cost, but if you can easily afford the extra $27,000, the Model X offers more of everything. For everyone else, the Model Y is more than good enough. (Note: This story was first published in June 2020 and has been updated to reflect present model details)

Source: motortrend.com

A production version of the 805PS DS E-Tense Performance prototype could become a reality, but it would be a track-only car, limited edition and packed with Formula E technology.

With a 0-100km/h time of just 2.0 seconds, this electric car would be one of the fastest ever produced, but would have a "very high" price tag, DS managing director Béatrice Foucher told Britain's Autocar ).

The concept was presented in February this year as part of a development project with the engineers of the Formula E team DS Techeetah, in which the French firm has a large stake.

The E-Tense Performance has a 335hp front engine and a 469hp rear engine, which combine to produce 805hp.

Foucher states: "We would never go for sports cars, that's not the positioning of the brand, but at the end of the day when everyone saw the [DS E-Tense Performance] prototype, we said 'ok, it would be good if we could build one, or to sell this type of car', but the decision has not been made yet.

She added: "If we make a decision, we will incorporate the technology [that we learned from] Formula E, so that means that, in terms of homologation, it wouldn't be possible to homologate it for the road, so it would only be for the track, and if you make a track car, it would be in very small quantities, and very high costs and prices.

"I don't know if there's a good equation for that, but everybody liked the car, so we'll have to see."

Asked if the production variant could draw ideas and technology from sports brands within the Stellantis group, such as Alfa Romeo, Foucher says: "Obviously what [Stellantis] is designing in terms of technology, generally speaking, fits all the premium brands, so yes in terms of powertrain, batteries and electric models.”

The performance of normal electric cars is so impressive that they can easily put modern supercars to shame, and with the industry's current path towards full electrification this could very well be a problem.

This is exactly what Christian von Koenigsegg, the famous Swedish virtuoso and founder of Koenigsegg Automotive AB, claims. Talking to the people of the Top Gear show, the founder and CEO emphasized that his company plans to create electric hypercars, but that it will be a very big challenge for it.

"This is a big challenge for any brand that creates extreme cars," Koengiseg stated when asked if he wanted to create an exciting electric model. "There are ways. I don't think anyone can tell too much of a difference between the Tesla Model S Plaid and the Porsche Taycan Turbo yet. I think they're very close in terms of performance, and they're already so far into the hypercar range that it's become uncomfortable."

Von Koenigsegg additionally points out that his company's work is already focused on creating electrified components for Gamera models. Although his engineers are working to create the most powerful and densest electric motor in the world, he claims that this will only push hypercars to a certain limit.

"It really doesn't make any significant difference if you have twenty kilos less on your e-motors and inverters." This certainly helps, but it won't give you too much of an advantage. It is difficult to achieve and should be done if possible, but it is only a small part of what I personally think should be different."

With the acceleration of electric vehicles to 100 from a standstill already below two seconds and a maximum speed of 322 km/h - with some modifications - the life of hypercar manufacturers has become much more complicated.

"I think you need a reason to exist," Koenigsegg concluded. "Simply making these models more interesting by adding numerous features or functionality while increasing their market credibility and then charging them ten times the price makes absolutely no sense or logic to me."

However, the CEO of the Swedish brand seems to have a plan for his first electric hypercar, so we can expect some surprises as has been the case so far.

German automaker Porsche will reportedly partner with Red Bull, according to documents published by Motorsport.com.

The partnership will see Porsche take a 50 percent stake in Red Bull Technology (RBT), which should result in the development of a power unit that will meet the 2026 F1 engine rules.

The documents only mention RBT, but the deal is supposed to extend to Red Bull's F1 business. The documents suggest that Porsche and Red Bull plan to go public with their partnership on August 4.

Red Bull currently uses engines from Honda after reaching a deal to use the Japanese automaker's engines until 2025. The move saw Red Bull establish a new operation called Red Bull Powertrains Limited. Honda left F1 at the end of the 2021 season, Motor1 reminds.

The documents make no mention of AlphaTauri, which will remain under Red Bull's control. However, it is likely that Red Bull's sister team will also get Porsche engines.

The FIA ​​World Motor Sport Council is due to publish new engine regulations from 2026, which Porsche and others need to know before they start development. While Honda's absence allows Porsche to enter, Honda could also return in 2026.

Mini announced last month that it was entering a new design era with the introduction of its new design language, Charismatic Simplicity. It was then confirmed that the design language will be announced at the end of July, with the promotion of a fully electric crossover concept.

It is the Aceman concept that has just experienced its premiere.

All future Mini models will be based on an architecture made for electric powertrains and through its new design philosophy, Mini will reduce the number of components and instead concentrate on essential styling elements.

At Mini, they want future models to "achieve an emotional, intuitively discernible identity" and will ensure that each future Mini model has "its own individual charisma that is unmistakably based on the core of the brand, reinterpreting it confidently and in its own way."

A key pillar of the new design language will be the use of advanced LED technology in the rear lights of the Mini models, providing a typical Union Jack design with a unique light signature for each model. The Mini concept also does away with most of the chrome elements.

"The design vocabulary of the Aceman concept heralds the beginning of a new design era for Mini," says Adrian van Hooydonk, Head of Design at BMW Group. Although new, the team tried to stay true to the design features that historically made the Mini a Mini. "We are now returning to them, but at the same time consistently combining them with innovative technology." With this approach, we are re-developing the iconic Mini design, with all its analogue benefits, for the digital future.”

As far as dimensions are concerned, the Aceman concept is 405 cm long, 199 cm wide and 159 cm tall, while the wheels are 20 inches.

Sustainability is a key factor in Mini's design language of Charismatic Simplicity. For example, the concept is leather-free and focuses on the use of secondary raw materials in addition to natural and recycled materials. It also uses a fully digital round display with a revised user interface.

"The future of Mini design is based on the courage and determination to shape change and brand a recognizable and unique profile," described the head of Mini design, Oliver Heilmer.

"In the interior of the Aceman concept, we concentrated on a simple look combined with premium materials and pleasant colors," adds Heilmer. "Digitalization allows us to make do with a few operating elements while maximizing the experience in a way that is characteristic of Mini."

Mini says the concept will show "how technological innovation and a progressive interpretation of individual mobility take the brand's design language far into the future."

The Lamborghini Miura is arguably one of the most beautiful supercars ever created, while the Countach model has one of the most striking shapes in the automotive industry.

However, if you walked into any Lamborghini showroom in the early 1970s, when these cars were brand new, you would have seen another supercar equipped with an identical V12 and designed with the same purpose in mind, although despite all this there are few people in this world who would call the Jarama model beautiful or unforgettable.

Among that small group of people is Ferruccio Lamborghini, who claimed in an interview that this is his favorite model because it is sportier than the Espada and more useful than the Miura car. However, both of these cars are better known than the Jarama model, despite this coupe enjoying a relatively longer production run that lasted from 1970 to 1976.

At that time, Lamborghini started producing cars with V12 engines in the front and continued with the introduction of the Miura line and its successor, the Countach model. The original 350 GT from 1963 represents the brand's first production car, which became the 400 GT when the powerful V12 was increased from 3.5 to 3.9 liters and at the time it came in a 2+2 interior option. The GT paved the way for the short-lived Islero line in 1968, which passed the baton on to the Jarama model in 1970.

Despite being designed by Marcelo Gandini, the man who personally drew every line of the Miura model and eventually created the Countach, the Jarama has strange styling cues. The edges of the wheels have unusually high lines and cut into the front and rear bumpers of the car, and in addition to the recessed headlights giving the front part an evil and brutal look, incomparably interesting and beautiful, the rear part can automatically fall into oblivion.

Tastes are different and everyone can see something beautiful or ugly about this classic, but one thing is certain, its harsh combination of straight lines is definitely a reflection of what followed, exactly a year later, when the first Countach prototype saw the light of day, while with a production run of less than 330 units, the Jarama became one of the rarest Lamborghini cars of all time.

Lamborghini refreshed the Jarama model in 1972, adding an S to its name, NACA air intakes and a large one on the hood, along with 15 hp more, allowing the 3.9 liter V12 engine to climb to a massive 360 ​​hp output. The beautiful sixties wheels were replaced by more modern five-bolt models, while the optional Chrysler Torqueflite three-speed automatic transmission was tasked with further strengthening its GT credentials.

And the redesigned Citroen C3 Aircross will be offered in a special Rip Curl version.

The C3 Aircross Rip Curl was prepared in cooperation with a well-known manufacturer of sports equipment, and the vehicle is primarily intended for younger customers.

Its blue metallic details contrast with the body color and black roof. There is a choice of four different body colors: "Steel Grey", "Platinum Grey", "Pearl Nera Black" and "Polar White".

The package also includes 17-inch aluminum wheels in "Origami Black", tinted rear side windows, a white Rip Curl logo on the bottom of the rear door, Grip Control and Hill Assist systems, an interior in the ambience called "Blue Jeans", as well as seats with blue-grey sports fabric often used for functional clothing.

It is combined with a "sapphire blue" leather-effect fabric inspired by the world of water sports that covers the upper part of the seat back. The seats are also adorned with new La Rochelle stitching in "Bright Blue" and there are floor mats with the signature "Rip Curl" in white.

There is a choice of three engines: PureTech 110 Stop&Start and PureTech 130 Stop&Start petrol engines with EAT6 six-speed automatic transmission and BlueHDi 110 Stop&Start.

This limited special edition will be available at dealers from September, but it can already be ordered in Europe at a price of 26,040 euros (in Germany).