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

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.

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

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).

AvtoVaz has announced that it has started production of the legendary model, in equipment levels adapted to current conditions.

The first version is labeled Classic '22, and was developed to completely overcome the dependence on parts from foreign subcontractors. In other words, all unavailable equipment has been removed from the offer.

In the official announcement, they reveal that what is important remains, which is permanent all-wheel drive with differential lock and reduction options. The new old Niva is mounted on steel wheels, has a hydraulic servo, and instead of infotainment, it gets a classic pre-installation for the radio. Other equipment includes additional steel engine protection, daytime running lights and a trip computer, according to

Of course, the 1.7 petrol engine with 83 HP is retained on all versions.

At the same time, the company does not hide its enthusiasm for the fact that they managed to start production at all. "Starting the production of another model and starting another production line in today's difficult conditions are a great victory for the entire AvtoVaz team. The company will continue to make efforts to start the production of other models with the active help of domestic suppliers, as well as those from friendly countries," he said. is the president of AvtoVaz Maksim Sokolov.

Such production of "retro" cars, without respecting current safety standards, was made possible by the Russian authorities, by changing the law that now allows Russian manufacturers to bypass some procedures. In the same way, AvtoVaz does not even have to comply with Euro 5 standards in the production of the Niva - so buyers of the "new" Lada Niva will almost certainly get the same model as if they had bought it in the 70s or 80s of the last century, writes .

There is no ABS, the components of which are normally supplied by Bosch, but Niva will at least bring electric front windows, power steering, ISOFIX, daytime running lights, trip computer and an antenna and two speakers as "preparation for audio" in the Classic '22 equipment package the system". Distributors across the country will receive the first quantities already this week, at a price lower than the one currently displayed, AvtoVaz said. If you were wondering, that price is currently 818,900 rubles, that is, about 14,200 euros.


EV startup Rivian is slowly becoming a reality rather than just a promise. The company says it built 2553 vehicles during the first quarter of this year, and a few thousand customers have already received delivery of their R1T pickups. The first examples of the R1S SUV are now starting to hit the ground as well. We tested the R1T Launch Edition earlier this year and have now driven the R1S SUV in New York's Catskill Mountains. After our first experience with the pickup, we came away impressed with its blistering acceleration, confident handling, and posh interior. Given the similarities between the R1T and R1S, we weren't surprised to find that the SUV possesses many of the same qualities.

2022 rivian r1s

The R1S comes standard with a seven-passenger setup courtesy of a three-place second-row bench seat and a two-passenger third row. There's not an overly generous amount of legroom in either row, so don't think that this is an alternative to a Suburban. But Rivian did do a good job with the seat versatility, as both the second and third rows fold flat and create a useful cargo floor.

 R1S Horsepower and Range

The R1S we drove had the only powertrain available initially: a quad-motor setup with a 128.9-kWh battery pack feeding the electric motors, which make 835 total horsepower—same as the R1T. The SUV's numbers aren't identical to the truck's, however, as it has slightly better EPA range (316 miles versus 314 for the T) and a lower towing capacity of 7700 pounds (compared with 11,000 pounds for the pickup). Rivian says that several more powertrain configurations are coming at some point in the future, including both a larger and a smaller battery pack and a less expensive and less powerful dual-motor drivetrain.

2022 rivian r1s

Driving the R1S On-Road and Off-Road

Ride quality is firm, and the R1S has a planted feel on the road. The steering is heavily weighted, and body roll is far more subdued than you'd expect from a vehicle this big, tall, and heavy—claimed curb weight for the R1S is 7000 pounds (the R1T we tested tipped the scales at 7173 pounds). There's a fair amount of squat if you give it the beans, and the rush of torque is enough to shove you back into your seat. We measured the pickup's sprint to 60 mph at 3.3 seconds and think that the SUV will achieve a similar result.

Owing to its shorter wheelbase and better departure angle compared with the pickup, Rivian sees the R1S as the stronger off-roader of the two. The air suspension can be raised to provide up to 15.0 inches of ground clearance, and Rivian claims it can ford water up to 39 inches deep. We bounded over boulders, navigated rutted trails, and crossed a few creeks on an off-road course Rivian had set up, where we found the R1S to be capable and easy to wheel, although the ride quality in these taller suspension settings, predictably, does get noticeably less compliant.

2022 rivian r1s

While we had issues with the large central touchscreen in our first experience with the truck, the R1S's screen didn't suffer any missteps during our drive. Rivian says that at least once a month it pushes out over-the-air updates that aim to improve functionality and add features to the vehicles. What these updates can't change is the fact that the screen controls everything, from the air-vent adjustments to the drive modes and much more. We'd prefer at least a few more physical buttons and knobs, but the interior does look sleek and uses materials that are nice to the touch.

2022 rivian r1s

The Price and the Wait

Many of those who've placed an order for a Rivian may only have seen the vehicle in pictures online. Fortunately, the sheen doesn't wear off when you get up close and personal. And we'd certainly hope so, given that pricing starts at $91,075. Although it's expensive, the R1S is a highly capable, convincingly upscale, and attractively designed electric SUV that's also quite nice to drive.

Rivian is attempting to ramp up production to reach its goal of building 25,000 EVs by the end of the year—although given that the company says it has received 90,000 orders for (both) R1 models, that still leaves a lot of people waiting. If you order one now, Rivian's website estimates that you won't get yours until late 2023. (Fortunately, the $1000 deposits are refundable.) Only you can decide if it's worth the wait, but buyers are not likely to be disappointed when their R1S finally arrives.


2022 Rivian R1S
Vehicle Type: front- and rear-motor, all-wheel-drive, 7-passenger, 4-door wagon

Adventure Grade, $91,075 (includes mandatory options – Quad-motor powertrain, $6000; Large battery, $6000)

Front Motors (one per side): permanent-magnet synchronous AC, 415 hp, 413 lb-ft combined
Rear Motors (one per side): permanent-magnet synchronous AC, 420 hp, 495 lb-ft combined
Total Combined Power: 835 hp
Total Combined Torque: 908 lb-ft
Battery Pack: liquid-cooled lithium-ion, 128.9 kWh
Onboard Charger: 11.5 kW
Transmissions: direct drive

Wheelbase: 121.1 in
Length: 200.8 in
Width: 81.8 in
Height: 77.3 in
Passenger Volume: 147 ft3
Cargo Volume: 34 ft3
Curb Weight (C/D est): 7000 lb

60 mph: 3.2 sec
100 mph: 8.9 sec
1/4-Mile: 11.8 sec
Top Speed: 110 mph

Combined/City/Highway: 69/73/65 MPGe
Range: 316 mi