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How Mahle is getting ready for the electric vehicle shift

99 Tesla in VDC2 front <a style=#1" title="99 Tesla in VDC2 front #1" />

Tesla Model 3 undergoing testing at Mahle


British engineering firm begins transformation by building EV-powertrain test facility

When car makers search for help to develop new, powerful performance engines, one of their first phonecalls might be to Mahle Powertrain, formerly known as Cosworth Technology, a firm that has long been one of Britain’s engineering powerhouses.

Audi, Ford and Nissan have all entrusted important new performance engines (for the Audi RS6, Ford Focus ST170 and Nissan GT-R) to the company, while countless other engines have been tested and developed on its dynamometers and high-temperature and high- altitude climatic test cells.

These days, like every car-industry supplier, Mahle Powertrain is refocusing on battery-electric powertrains. This month, it completed the first stage of its transition with the opening of a £1.5 million battery-electric powertrain test facility, taking investment in the site since 2018 to £14.9m (£3.6m from the government).

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The pouring of concrete and connection of miles of cabling are the tangible signs of the shift, but the ideas have been germinating for much longer. Mahle has been pondering its response to electrification, like every UK automotive business, in its capital-expenditure plan for a decade.

Simon Reader, Mahle’s director of powertrain services, explained: “We knew in 2010 that we needed to shift our focus, but where was the point when we really needed to invest in new battery-electric facilities? “Back then, there was no talk of ICE bans, so we started out by thinking that demand for electrification services would be a few small projects around 2021/2022 but the bulk of our work would remain ICE.”

The catalyst for change came in 2020, when the UK government announced that it would ban sales of new ICE cars from 2030. Mahle then brought forward and boosted investment fourfold between 2020 and 2024.

“This requires new facilities completely,” Reader said. “In the past, we had to update existing dynos for new test regimes for each new EU emission level, but it was iterative, driven by new test standards every five years or so. But it’s not an iterative process any more, it’s new facilities.”

Mahle had already built a Vehicle Development Centre in 2018 and the new Battery Development Centre is the latest addition. More are likely to follow.

Of course, taking on new work in battery development and testing isn’t just a matter of building some new sheds. For a start, the electrical power demand has been increased to 1MW, split between four 250kW inverters for rapid charging of battery packs as they’re rinsed through repeated charge/discharge cycles.

Mahle believes it’s the biggest power feed to an automotive battery-testing facility in the UK. No wonder there’s also a kilometre of new cabling to wire the facility and its five test cells (four for testing packs and the other one likely to receive a new rig for shaking them to simulate road mileage).

There has also been a major focus on safety. Firstly, new handling and storage procedures are needed for prototype lithium ion (li-ion) batteries, which are potentially unstable in a way that prototype combustion engines never were. In the worst-case, li-ion is prone to catastrophic thermal runaway: fire that generates its own oxygen and will only extinguish once the battery is totally destroyed.

“We operate in a prototype environment, and if you’re pushing anything to the limit, which is what we do to get the best results, you’re more likely to have a failure,” said Reader. “You try to mitigate that with design and computer simulation, but you have to prepare for the worst.”

In the early stages of a prototype battery’s testing programme, Mahle puts it in a fireproof protective stainless-steel box complete with a plumbed-in fire extinguisher and water- flooding system in case of a thermal runaway.

Although li-ion cells burn even without the presence of oxygen, the water-flooding system does give “some control”. In the last resort, the box can be towed out of the test cell into the open air outside the building.

Notwithstanding testing mishaps, Mahle’s highly skilled design and development engineers is also having to learn new tricks, as the skills of designing high-output turbo engines morph into the skills of designing batteries. “We’ve had to develop new working processes for how you develop a battery," said Reader. “Although there are similarities to a conventional engine programme, it’s not the same.”

Mahle’s engineers have the skills, for example, to design a new cylinder head with the challenges of managing 1000deg C peak temperatures next to cooling water and oil flows – knowledge that transfers to battery design.

“I’m a great believer in transitioning our people,” said Reader. “I have a bunch of really clever engineers, and there’s no reason why they shouldn’t move from designing a bit of an engine to a bit of battery. If you’re a good mechanical engineer, it’s the same challenge.”

Batteries may be the future, but Mahle still has strong demand in the Vehicle Development Centre for ICE development and testing, especially while EU7 might be poised to set all-but-impossible emissions targets. In fact, the regulations will require new super-sensitive equipment just to measure the pollutants from the next generation of engines, while dyno cells will need to be modified to deliver a test temperature of -7deg C.

Mahle’s ICE business is certainly thriving. When Autocar visits, multiple examples of a British luxury car are on test in the Vehicle Development Centre, some recording Real Driving Emissions (RDE) CO2 output and fuel-economy figures, for which 90% of the test regime is in the laboratory, ahead of the certification test.

The centrepieces of this building are two climatic vehicle test chambers with rolling-road dynos, one of them with the unique-in the- UK capability of simulating high altitudes up to 2500m.

Built inside a concrete cube with walls 600mm thick to contain pressure and temperature, desert temperatures of up to 60deg C (also known as “high solar loading”) can be simulated a few miles off the M1, negating the need to travel to Death Valley in the summer.

Mahle has already tested EVs in the climatic chambers to assess the effect of high temperatures on air- conditioning performance and battery range.

Elsewhere on site, there are 11 engine-testbed dynos being kept busy, with one cell modified to run hydrogen- combustion engines.

As the demand for EV testing ramps up and for ICE testing tails off as 2030 approaches, some of these cells will be converted for new uses.

A continuing programme of investment in new equipment for testing EVs promises to keep Mahle very busy indeed.

How Mahle Powertrain spawned from a British racing legend

Mahle is a German company, but its Northampton-based subsidiary, Mahle Powertrain, is protective of its British heritage, retaining strong emotional ties to its origins as Cosworth.

The business came to be owned by Mahle after a couple of changes of ownership, first in 1980, then in 1990, when engineering conglomerate Vickers (then also the owner of Bentley and Rolls-Royce) took over.

After eight years of ownership, Vickers sold Cosworth to Audi in 1998, at which point the famous race-engine operation was separated from the road- engine operation, which was renamed Cosworth Technology. Ford took on the race-engine business, then sold it on in 2004.

Mahle acquired Cosworth Technology from Audi in 2005 and rebranded it Mahle Powertrain. Still linking to the glory days of Cosworth founders Mike Costin and Keith Duckworth, the site on St James Mills Road is the same one occupied since 1964, now being one of six in the Mahle Powertrain global network, with the others in Germany, China and the US.

Northampton’s workforce is the biggest in the network, at 160, of whom 90% are engineers and technicians, while 190 are spread across the five other sites.

What future is there for ICE globally?

There’s probably a general impression that the world is charging headlong towards total electrification and the combustion engine will be dead in 10 years’ time.

The view of Mahle Powertrain, however, backed up by contact with car makers in the US and China and close examination of published future emissions standards, suggests that’s definitely not the case outside Europe.

“There isn’t an ICE ban in China,” said Mahle’s Simon Reader. “In fact, they’re pushing hard for high- efficiency ICEs. They’ve softened more towards ICEs and are looking at the highest brake thermal efficiency they can get that will allow the efficient ICE to run alongside hybrid and battery-electric.”

The Chinese will allow clean ICE vehicles beyond 2035 with fleet-average CO2 of 46g/km, which is in stark contrast to the plans of the EU and the UK.

EU emissions regulations dictate fleet-average CO2 of 42g/km by 2030, with 0g/km following five years later, and despite Brexit, the UK has committed to following the same path.

While the US position is less clear, with clarification on actual targets yet to be given, Mahle still has strong American demand for ICE engineering programmes.






https://www.autocar.co.uk/car-news/busin...icle-shift

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1 hour ago
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Nearly new buying guide: Audi Q2

99 audi sq2

This stylish compact crossover is now half its original price. We investigate

The Audi Q2, the firm’s smallest compact crossover, has been knocking about for some time now. It first went on sale in 2016 as the new entry point into the German firm’s SUV model range.

The good news for second-hand buyers is that this has given prices plenty of time to fall, in some cases to about half the original asking price. Equally enticing, the Q2 is excellent to drive, both in town and on the motorway, and it comes with a wide array of equipment. All of which makes it a shrewd choice for used buyers.

If you’re drawn by its exterior design, you’ll probably like the cabin, too. Based on the Audi A3’s, it is a tidier offering than the Mini Countryman’s and is a class above the Nissan Juke’s and DS 4’s. The Q2 also offers a composed ride and a selection of capable engines to bolster its overall appeal.

There’s a choice of petrol or diesel and a six-speed manual or sevenspeed S Tronic dual-clutch gearbox.

The petrol line-up starts with a 113bhp 1.0-litre TFSI, which is good for 0-62mph in 10.1sec. The midrange 1.4-litre TFSI produces 148bhp and takes 8.5sec to hit 62mph. A 187bhp 2.0-litre petrol unit enables a hot-hatch-esque 0-62mph sprint of 6.5sec and is available exclusively with Quattro four-wheel drive.

You’ll find two diesels among the classified ads, too: a 113bhp 1.6-litre TDI offering up to 64.2mpg combined; and a 148bhp 2.0-litre range-topper with Quattro four-wheel drive and the potential to achieve 57.6mpg combined and 0-62mph in 7.8sec.

The ultimate choice is the SQ2, which sits 20mm lower to the ground than the standard car. It joined the range in 2018 and offers 295bhp and 295lb ft from a 2.0-litre TFSI petrol engine. It dispatches 0-62mph in just 4.8sec, which pips the Cupra Ateca and BMW X2 M35i (both 4.9sec), and top speed is 155mph. All that power is certainly tempting but don’t expect it to be kind to you at the pumps.

Earlier cars have three trim levels. SE opens the line-up, with 16in wheels, a 7.0in infotainment system, Apple CarPlay and Android Auto, heated mirrors and variable dampers.

Sport, originally available for £1550 more than SE, adds 17in wheels, five selectable driving modes, rain-sensing wipers, cruise control, sports seats and silver C-pillars.

Range-topping S Line cars originally commanded a £2250 premium over Sport and they feature more aggressive exterior styling, 18in wheels, LED lights at the front and rear, dynamic indicators, leather sports seats and ambient lighting.

A 2021 update introduced several sharper styling tweaks and revised trim levels. LED lights, an electric boot, rear parking sensors and cruise control became standard on the new entry-level trim, called Technik.

Sport and S Line gained a digital cockpit and an 8.3in touchscreen, while a new Black Edition added bespoke, black exterior styling.

A new top-rung trim, Vorsprung, received adaptive sport suspension, a rear-view camera and adaptive cruise control. Meanwhile, the entry-level engine was also changed to a 1.5-litre petrol unit (again producing 148bhp). The diesel Q2 line-up was removed from sale earlier this year.

Need to know

Prices started from £20,230 at launch. The highest-mileage Q2s can be found for as low as £10,000 now and cars with fewer than 30,000 miles on the clock kick off at £16,000. There are plenty of Sport cars at this price. Expect to pay at least £25,000 for an SQ2.

The Q2, along with the rest of the Audi line-up, received a renamed engine line-up from 2018. So on cars from then on, you’re looking at 30 TFSI (115bhp), 35 TFSI (148bhp), 40 TFSI (187bhp), 30 TDI (115bhp) and 35 TDI (148bhp).

Keep a close eye out for optional kit fitted to any prospective purchase. Plenty of used Q2s are packed to the brim with premium tech and other useful features. Audi’s 12.3in Virtual Cockpit and head-up display are well worth seeking out, as is nappa leather, a power tailgate, adaptive dampers and Quattro four-wheel drive.

Buyer beware

Them’s the brakes, kid: A total of 3650 Q2s built from 1 January to 30 June 2017 were recalled because the electric parking brake could be released when using the clutch pedal. It’s a free recall: just check with an Audi dealership to see if a car needs work.

Urban decay: Many Q2s will have been used in city environments, so check the wheels for scuff marks – especially on 18in and 19in alloys (the latter an option, or standard on Black Edition cars). Also keep an eye out for damage on the front and rear bumpers that might have been covered up.

Leaky roof: Some drivers have complained of leaking panoramic sunroofs. Problem areas include the top of the B-pillar in line with the sun visor.

Our pick

1.4 TFSI: As well as offering competitive straight-line speed, this petrol engine is frugal – up to 44.8mpg on the combined WLTP test – and it is cheaper to buy than a 1.5-litre Q2.

Wild card

SQ2: The pricey but powerful SQ2 has the best kit and, to our eyes, the most appealing exterior design.

Top spec

Sport: You’ll find your most used equipment here, such as sat-nav, cruise control and automatic lights, and Sports are abundant on the market.

Ones we found

2017 Audi Q2 1.0 TFSI Sport, 28,000 miles, £16,499

2017 Audi Q2 1.4 TFSI Sport, 24,000 miles, £16,990

2018 Audi Q2 1.6 TDI Sport, 11,000 miles, £18,600






https://www.autocar.co.uk/car-news/used-...de-audi-q2

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Honda Jazz 1.5 i-MMD Hybrid EX Style 2022 UK review

1 Honda Jazz eHEV front corner

Honda gives Jazz a styling tweak but doesn't alter what is one of the more conservative superminis


Despite all the recent sales troubles for Honda, and its vastly reduced number of models on offer in the UK, it’s good to see it hasn't abandoned the Honda-ness of its cars. The feeling that no matter what, this thing will run reliably for aeons.It’s no different in this lightly fettled Honda Jazz. It’s a new trim level, with the EX Style (as opposed to plain EX, the only other trim on offer these days) offering a few external additions but not fundamentally changing the Jazz formula. Incidentally, you can’t get the Style upgrade in the bumpered Crosstar version.For £25,940, you get a black pack kit, with that colour running across the wing mirrors, body-side mouldings, rear spoiler and roof. It also features black/silver alloys, measuring 185/55 R16.It’s hardly the most radical set of additions, nor has it endowed the car with much more street cred, while the price pushes it ahead of its main rival, the Toyota Yaris. An Excel trim in that car costs £23,790.Still, with diddier wheels as standard, the Honda emits just 84g/km compared with the Toyota’s 98g/km, so you save yourself a couple of percentage points on the BIK.The Jazz interior remains the same, with full connectivity via Apple CarPlay or Android Auto and a nine-inch touchscreen. Mercifully, there’s a physical volume button and climate control switches, but a lot of functions are also controlled from the steering wheel.The Jazz’s party trick - the clever folding, flipping rear seats - still features, but the boot isn’t vast. There’s enough room for Granny’s shopping, or the Bichon Frise on the way back from the groomer’s, but not much else.A dual-motor hybrid set-up remains, made up of an electric drive motor and an integrated starter-generator. This yields 107bhp and 187lb ft, giving a 0-62mph time of 9.9sec, just 0.2sec off the Yaris.


https://www.autocar.co.uk/car-review/hon...-uk-review

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5 hours ago
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Honda Jazz 1.5 i-MMD Hybrid EX Style 2022 UK review

1 Honda Jazz eHEV front corner

Honda gives Jazz a styling tweak but doesn't alter what is one of the more conservative superminis


Despite all the recent sales troubles for Honda, and its vastly reduced number of models on offer in the UK, it’s good to see it hasn't abandoned the Honda-ness of its cars. The feeling that no matter what, this thing will run reliably for aeons.It’s no different in this lightly fettled Honda Jazz. It’s a new trim level, with the EX Style (as opposed to plain EX, the only other trim on offer these days) offering a few external additions but not fundamentally changing the Jazz formula. Incidentally, you can’t get the Style upgrade in the bumpered Crosstar version.For £25,940, you get a black pack kit, with that colour running across the wing mirrors, body-side mouldings, rear spoiler and roof. It also features black/silver alloys, measuring 185/55 R16.It’s hardly the most radical set of additions, nor has it endowed the car with much more street cred, while the price pushes it ahead of its main rival, the Toyota Yaris. An Excel trim in that car costs £23,790.Still, with diddier wheels as standard, the Honda emits just 84g/km compared with the Toyota’s 98g/km, so you save yourself a couple of percentage points on the BIK.The Jazz interior remains the same, with full connectivity via Apple CarPlay or Android Auto and a nine-inch touchscreen. Mercifully, there’s a physical volume button and climate control switches, but a lot of functions are also controlled from the steering wheel.The Jazz’s party trick - the clever folding, flipping rear seats - still features, but the boot isn’t vast. There’s enough room for Granny’s shopping, or the Bichon Frise on the way back from the groomer’s, but not much else.A dual-motor hybrid set-up remains, made up of an electric drive motor and an integrated starter-generator. This yields 107bhp and 187lb ft, giving a 0-62mph time of 9.9sec, just 0.2sec off the Yaris.


https://www.autocar.co.uk/car-review/hon...-uk-review

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All-new 2023 Lexus RX to be revealed on 1 June

2022 Lexus RX teaser front end

Front end image gives clues to wider redesign


Premium marque's fourth-generation flagship has been redesigned from the ground up and is tipped for PHEV power

The all-new, 2023 Lexus RX will arrive on 1 June as the range-topper for a newly expanded line of SUVs from the premium Japanese marque.

Arriving hot on the heels of the smaller, second-generation Lexus NX and the brand's first bespoke EV, the Lexus RZ 450e, the fourth-generation RX will be heavily upgraded inside and out in a bid to better compete with its all-conquering German rivals, the Audi Q7, BMW X5 and Mercedes-Benz GLE

A preview image released by Lexus suggests the design overhaul is more substantial for the RX than it was for its subtly reshaped NX sibling. Striking new headlight designs, prominent air intakes and a new interpretation of the brand's trademark 'Spindle' grille are among the defining features.

Overall, though, it is likely that Lexus's designers will have pursued a similar evolutionary approach aimed at sustaining the RX's continued popularity (it's the company's most popular model in the US) while emphasising the brand's renewed push to promote the dynamic appeal of its models. 

That will be carried over to the interior, where the RX will play host to the latest – and much improved – generation of Lexus's infotainment system, running through a 12.3in touchscreen, while adopting a new driver-focused layout designed according to the 'Takuna' (reins of a horse) ethos.

It is also expected to move onto the latest generation of parent firm Toyota's GA-K architecture, as used by the similarly sized Toyota Highlander, which paves the way for the RX to follow the NX in being offered with plug-in hybrid power, although Lexus has yet to confirm any details of the powertrain. 

The anticipated Lexus RX 450h+ will no doubt use a variation of the set-up found in the NX and the technically identical Toyota RAV4. This pairs a 2.5-litre petrol engine with a 180bhp EV motor on the rear axle and another with 54bhp at the front for a combined output of 305bhp. An 18.1kWh battery supplies an EV range of 43 miles - but this would likely decrease in the larger RX, unless Lexus uses the extra floor space to install a larger battery. 

More familiar full-hybrid models using either a 2.5-litre four-pot or a 3.5-litre V6 are also expected to be offered.






https://www.autocar.co.uk/car-news/new-c...led-1-june

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11 hours ago
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All-new 2023 Lexus RX to be revealed on 1 June

2022 Lexus RX teaser front end

Front end image gives clues to wider redesign


Premium marque's fourth-generation flagship has been redesigned from the ground up and is tipped for PHEV power

The all-new, 2023 Lexus RX will arrive on 1 June as the range-topper for a newly expanded line of SUVs from the premium Japanese marque.

Arriving hot on the heels of the smaller, second-generation Lexus NX and the brand's first bespoke EV, the Lexus RZ 450e, the fourth-generation RX will be heavily upgraded inside and out in a bid to better compete with its all-conquering German rivals, the Audi Q7, BMW X5 and Mercedes-Benz GLE

A preview image released by Lexus suggests the design overhaul is more substantial for the RX than it was for its subtly reshaped NX sibling. Striking new headlight designs, prominent air intakes and a new interpretation of the brand's trademark 'Spindle' grille are among the defining features.

Overall, though, it is likely that Lexus's designers will have pursued a similar evolutionary approach aimed at sustaining the RX's continued popularity (it's the company's most popular model in the US) while emphasising the brand's renewed push to promote the dynamic appeal of its models. 

That will be carried over to the interior, where the RX will play host to the latest – and much improved – generation of Lexus's infotainment system, running through a 12.3in touchscreen, while adopting a new driver-focused layout designed according to the 'Takuna' (reins of a horse) ethos.

It is also expected to move onto the latest generation of parent firm Toyota's GA-K architecture, as used by the similarly sized Toyota Highlander, which paves the way for the RX to follow the NX in being offered with plug-in hybrid power, although Lexus has yet to confirm any details of the powertrain. 

The anticipated Lexus RX 450h+ will no doubt use a variation of the set-up found in the NX and the technically identical Toyota RAV4. This pairs a 2.5-litre petrol engine with a 180bhp EV motor on the rear axle and another with 54bhp at the front for a combined output of 305bhp. An 18.1kWh battery supplies an EV range of 43 miles - but this would likely decrease in the larger RX, unless Lexus uses the extra floor space to install a larger battery. 

More familiar full-hybrid models using either a 2.5-litre four-pot or a 3.5-litre V6 are also expected to be offered.






https://www.autocar.co.uk/car-news/new-c...led-1-june

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2023 Pagani C10 to be revealed on 12 September

99 pagani c10

Official image shows outline of hypercar


Official image reveals silhouette of Italian firm’s third V12 hypercar

Pagani has confirmed that its upcoming C10 hypercar, which is set to replace the decade-old Huayra, will be unveiled on 12 September.

The firm also showed off a sketch of the car's silhouette, revealing a swooping, teardrop-style design similar to that seen in an early leak of the C10. 

The darkened side profile image comes after a prototype was recently spotted testing on the road. 

Its design - although heavily camouflaged - seems to show a number of elements that also appeared in an alleged leaked rendering of the C10 in January.

The styling blends various elements of previous Pagani designs. The wide front grille and swooping bodywork hark back to the Huayra, while the teardrop cabin shape is reminiscent of the older Zonda. The angular front bonnet in particular evokes the styling of some of the earliest Pagani models, such as the C12 S.

The two small rear wings revealed in the leaked rendering - also a homage to the early Pagani Zondas - appear to be covered over, with exit holes of the would-be wing cut into the rear camouflage and painted bodywork visible within. 

Pagani’s signature centrally mounted four-exit exhaust - which has appeared on every model the firm has made - also features. This confirms our suspicions that the car will be powered by an internal combustion engine.

This test mule appears to stray away from Pagani’s traditional vertically split headlights with Perspex covers - a style that the company has used before on unique Zondas, such as the JC and LM one-offs - but these are most likely simply camouflage features, because the leaked rendering shows the car with separated lights.

Small winglets in the front grille ahead of the huge radiators look to be possible aerodynamic aids, while subtle yet sizeable air intakes on the roof and across the rear buttresses will draw air into the engine bay.

These spy photographs have also given us our first look at the rear of the car. The overall design appears to be similar to the Huayra, although it features a pair of stacked rear lights that are more reminiscent of the Zonda F's.

The firm also seems to have dropped the Huayra’s gullwing doors. A barely visible shutline behind the window suggests that the C10’s doors will use regular hinges. The skylights depicted in the rendering can be seen on the roof through the camoflauge, albeit very faintly.

The previous rendering, allegedly of the C10, appeared on a new and anonymous Instagram account at the beginning of the year, accompanied by a picture of a document allegedly targeted at potential buyers, suggesting the leak came from an early customer presentation. The original pictures have now been taken down, but were widely circulated online.

The C10, which is said to already be sold out, is rumoured to use a new version of Mercedes-AMG's 6.0-litre twin-turbocharged V12. Buyers will be offered the option of a manual gearbox or a dual-clutch automatic with shift paddles.

Pagani is focusing on handling rather than power with the C10. In an interview with Italian magazine Quattroruote, founder and boss Horacio Pagani said the company has put more effort into weight-saving than any other aspect of the design.

Pagani is planning to build up to 300 examples of the C10, including not only coupé and roadster variants but special models, too.

The Italian company has claimed that interest from American customers alone could have filled the entire production run.

The C10 is expected to be the last pure-combustion Pagani, with future models being hybridised. It will be revealed later this year.






https://www.autocar.co.uk/car-news/new-c...-september

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Tesla to expand select UK Superchargers to other electric vehicles

ttesla supercharger 3 0

Firm will open 15 stations with 158 devices around the UK to drivers of EVs from other brands

Tesla has announced it will expand its charging network to non-Tesla EV owners at select sites in the UK, as part of a pilot scheme to “accelerate the world’s transition to sustainable energy”.

Some 158 devices at 15 Supercharger stations around the UK will be opened to non-Tesla drivers. Drivers can gain access to the Supercharger network through the Tesla smartphone app. 

The 15 sites that will initially be opened up to non-Tesla owners are: Aberystwyth, Adderstone, Aviemore, Banbury, Birmingham St Andrews, Cardiff, Dundee, Flint, Folkestone Eurotunnel, Grays, Manchester Trafford Centre, Thetford, Trumpington, Uxbridge and Wokingham.

As part of the pilot scheme, Tesla will monitor congestion the sites. 

Current Tesla owners will benefit from the lowest pricing rates, while new users can opt for a monthly subscription costing £10.99 per month to gain slightly lower prices. Non-members, meanwhile, will be charged an average price of 60p per kWh, although rates will vary by site. 

“It has always been our ambition to open the Supercharger network to non-Tesla EVs and by doing so encourage more drivers to go electric. More customers using the Supercharger network enables faster expansion,” Tesla said in a statement. 

“Our goal is to learn and iterate quickly, while continuing to aggressively expand the network, so we can eventually welcome both Tesla and non-Tesla drivers at every Supercharger worldwide.”

Drivers will be able to view whether a charger is compatible with their non-Tesla EV, as well as site availability. Tesla chargers have two cables, but non-Tesla cars can use only the CCS connector. 

Much of the appeal of Tesla cars comes from the exclusivity of the Supercharger network. There are around 25,000 devices at 2500 stations around the world, with around 600 of them in the UK and Ireland. 

Tesla CEO Elon Musk initially revealed the intention to open up the network in July 2021, with plans to offer Tesla charging in all countries “over time”. 

Autocar has asked Tesla whether non-Tesla EVs will be able to charge at the maximum available rate of 150kW.






https://www.autocar.co.uk/car-news/elect...c-vehicles

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Land Rover Defender 130 to make debut on 31 May

Defender 110 teaser 99

Order books for the new eight-seat luxury SUV will open on the same day

The Land Rover Defender 130 will be fully revealed on 31 May, when order books for the model will also open. 

With a length of 5.1m, the Defender 130 will be the largest bodystyle in the model’s line-up. It will join the 90 and 110 models as well as the Hard Top commercial vehicle variant. 

Land Rover has remained tight-lipped ahead of the 130’s full debut but has confirmed that it will feature eight seats in a 2-3-3 configuration, as well as advanced integrated chassis technology already seen on other Defender models. 

The firm previewed the 130 with an official image of it scaling a sand dune, highlighting its all-important off-road capabilities. 

It’s positioned as the ‘premium explorer’ of the range, meaning it is likely to command a significant price premium over the 90 and 110. 

The 130 will challenge the Audi Q7 and BMW X7 in Europe, and the Cadillac Escalade and Jeep Grand Wagoneer in the US. 

The original Defender 130 had an extended wheelbase, but this new model gains 342mm on the current 110's overall length because of its enlarged overhang. It’s also 227mm longer than its Mercedes-Benz G-Class rival. 

Several engines are likely to be available. Last year, a disguised prototype model was pictured with a 3.0-litre mild-hybrid straight-six petrol engine. 

Another version was seen with quad-exit exhausts, suggesting it could also receive a potent V8 in range-topping guise.






https://www.autocar.co.uk/car-news/new-c...but-31-may

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Land Rover Range Rover D350 HSE 2022 UK review

Range Rover UK 99

Latest generation of the seminal luxury SUV arrives here in 345bhp diesel guise


And so to the serious stuff. After months of anticipation, a circus of static launches and an elaborate US-based international drive programme, we’re at last able to test the 2023 Range Rover where it matters most.This week, we’ve driven Land Rover’s brand-new flagship on the ancient, pockmarked roads of Britain, widely acknowledged as the most difficult in Europe; and on the steep, rutted, muddy slopes of the Eastnor Castle estate where both this latest Range Rover and every one of its four predecessors, reaching back to 1970, was developed. It's the essential evaluation. Happily, we have the right Range Rover for the job. Our test car is a standard-wheelbase D350 HSE diesel, a version selected several weeks ago by our man Matt Prior as potentially the most capable and most practical model of a complicated line-up after he drove no fewer than five petrol and diesel, standard and long-wheelbase versions in the US.Ours is an uncomplicated mission: to drive a day-long route involving 150 miles on the roads around southern England, punctuated by about 90 minutes’ much tougher testing at Eastnor, in the same vehicle, wearing the same tyres as it tackled A-roads and motorways.Demonstrating road-tyred vehicles on a wide variety of terrain at speeds from mud crawl to motorway cruise has always been Land Rover’s special way of demonstrating their versatility. To recap, the new Range Rover, codenamed L460, sits on a new-design, mostly aluminium chassis called MLA Flex (curious name for a structure “up to 50% stiffer”). It's strengthened by strategically placed steel components, notably across the front bulkhead and in the body pillars.At 5052mm overall, the standard-wheelbase model is 75mm longer than before but still around 90mm shorter than the Bentley Bentayga. Its 2209mm maximum width makes it one of the widest cars on the road. There's a slightly bewildering array of 3.0-litre straight-six diesel and petrol engine options. All are turbocharged Ingenium units, but only some are mild hybrids. Also offered is a pair of six-cylinder petrol-electric plug-in hybrids, plus a big-power version featuring a 4.4-litre V8 that JLR now buys in from BMW. 


https://www.autocar.co.uk/car-review/lan...-uk-review

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