All posts by : Car Bima

The ground-up reinvention of Lotus continues apace as the brand takes a bold leap into another new segment with the Emeya – a sleek electric sports sedan conceived to rival the Porsche Taycan and Tesla Model S. Carrying the torch from the 1990 Lotus Carlton into the electric era, the Emeya arrives just 18 months after Lotus revealed its first SUV, the Eletre, as part of a new family of lifestyle-oriented electric cars that have been engineered and built in Wuhan, China.

1. Lotus Emeya gets 918hp and 984Nm sent to all four wheels
2. 102kWh battery expected to provide up to 600km of range
3. Production of the Emeya begin in 2024 at Lotus’s plant in Wuhan, China

Lotus Emeya powertrain and architecture 

The Emeya is based on Lotus’s new Electric Premium Architecture. This bespoke structure is adaptable to suit various car segments as well as different battery sizes, electric motors, component layouts and intelligent driving technologies. Although they are entirely unrelated to the sports cars Lotus still builds in Hethel, outstanding performance remains a priority for these new-era EVs. As a result, the fastest Emeya packs a dual-motor powertrain that sends up to 918hp and 984Nm through all four wheels. That’s sufficient for 0-100kph in 2.8sec, matching the top-link Taycan Turbo S and making the Emeya one of the quickest four-doors on the market.

The Emeya has a 102kWh battery pack that yields an as yet undisclosed range. However, Lotus claims it is “broadly similar” to that offered by the Eletre, which achieves 600km in entry-level and S guise, and 490km in the high-power R models. Charging is possible at rates of up to 350kW, enabling a 150km range boost in just five minutes at the fastest chargers, according to Lotus. Recharging from 10-80 percent is said to take as little as 15 minutes.

The Emeya is not solely about big numbers and brute force, though. Its standard-fit air suspension system scans the road ahead a 1,000 times per second, and actively responds to the harshness of its surface by priming the dampers at each corner of the car appropriately. Lotus’s performance sedan also features an abundance of active aerodynamic elements, including the grille, rear diffuser, and a rear spoiler that is 100mm wider than the Eletre’s, and extends at speed to enhance stability.

The use of active aero is an “opportunity”, vice president of Lotus design Ben Payne told our sister publication Autocar UK, because it allows the firm to produce a high-performance car that also appears elegant. “High-performing, aerodynamic cars are quite fragmented.” Payne said. “You have bits in various positions all over them, so they tend to look less clean, simple and coherent. For us, looking at the future direction for Lotus, we were very keen to try and make the cars look as pure as possible and active aero allows you to do that.”

Lotus Emeya interior and features

Inside, performance-oriented cues, such as carbon-bodied front seats and a flat-bottomed steering wheel, are combined with more overtly luxurious elements – individual rear seats, digital rear-view mirror screens and materials with high perceived quality among them.

The tech prowess of Lotus Technology, the Chinese EV arm of Lotus, manifests in an expansive 55.0-inch head-up display, which projects key information such as directions and driver assistance system warnings across the width of the windscreen. A large central touchscreen with 5G connectivity and over-the-air updatability is flanked by two slimmer digital displays – one for the driver, one for the passenger – in a set-up that broadly mirrors the Eletre’s.

Physical controls feature on the centre console, steering wheel and steering column, but many of the Emeya’s core functions are controllable using the touchscreen or voice assistance. The high-tech cockpit serves as a “clear indication” of the advanced technical architecture underpinning the Emeya, said Payne.

Lotus Emeya design

This impression is reinforced by the Emeya’s cab-forward silhouette, long wheelbase and short overhangs – proportions made possible by the Emeya’s electric powertrain. “We want to make sure that people understand this is an EV and leverage the possibilities the [skateboard] architecture allows you to have,” said Payne. He explained that traditionally, a GT’s proportions have been determined by “how many cylinders are under the bonnet”, giving “a long, powerful [nose] and a tight cabin at the rear”.

By breaking from these conventions, the Emeya “subconsciously tells you this is an electrified product”, said Payne. “It physically can’t have a big V8 under the hood, because we didn’t have space for it”.

Aside from its sleeker silhouette, the Emeya bears a strong resemblance to the larger Eletre. This is “wholly deliberate”, said Payne, as Lotus aims to restructure its brand image around more practical, daily-usable EVs – against the backdrop of its heritage of building uncompromising sports cars. Payne said: “Eletre is the biggest stretch for the traditional Lotus customer. Looking at where we’ve gone, we had to try very hard to put as much sports car DNA into that product as possible. Bearing in mind its size and proportion, for some people, that’s a stretch. I think, in the design team’s eyes, there are an awful lot of features on that car that really sell it as the hypercar of SUVs.

“Coming on to Emeya, we want to continue that. We’re quite mindful that Lotus needs to build an identity that makes sense and we have a properly joined-up aesthetic from the sports cars to the lifestyle product, so it looks like one complete range. At the minute, obviously, that’s in mid-process.”

Nonetheless, Payne wants to avoid “cookie-cutter” styling for future Lotus models. These include the Type 134 – a Porsche Macan EV rival that is “well in development” – and the Type 135, an electric successor to the Elise. The Eletre and the Emeya form “a springboard” for these models – as well as what comes after that, which is “five years out”. Payne would not be drawn on the form these cars will take but confirmed that “super-exciting” design work has begun.

The Emeya will enter production at Lotus’s plant in Wuhan, China, next year. Trim levels and prices are expected to mirror those of the Eletre.

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Closely following the debut of the ICE versions of the Nexon facelift, Tata Motors has now taken the wraps off the Nexon.ev. Unlike the ICE versions, which have received their second facelift, this is the first mid-life cycle update for the Nexon EV – now renamed to Nexon.ev – but as before, both ICE and EV versions continue to sport a similar design.

In addition to the cosmetic and features updates, the Nexon.ev also gets mechanical updates to the powertrain which contributes which contributes to improved efficiency. Prices for the Nexon.ev facelift will be announced on September 14, and bookings are slated to begin from September 9.

1. Nexon.ev facelift gets subtle design differences over ICE versions
2. Packs major mechanical updates to the electric motor 
3. Prices to be announced on September 14

Tata Nexon.ev exterior design

Just as the regular Nexon, updates to the Nexon.ev are inspired by the Curvv concept. But while the outgoing Nexon and Nexon EV looked identical to each other save for the electric blue accents, the facelifted models are more differentiated. Tata claims the new design is more aerodynamic, and even the new LED lighting elements are more energy efficient, thereby contributing to improved range.  

Changes on the EV include a single-tone, body-coloured finish for the upper portion of the grille – on the ICE versions, this is finished in a contrasting black shade. The lower portion of the grille and the trapezoidal headlamp housings, meanwhile, gets a unique slatted design – the latter even features functional air vents. But the most distinctive characteristic on the EV is the full-width LED light band running across the nose that’s a direct lift from the Curvv concept – it even has a functional value as it shows the charging status. Elsewhere, the EV wears various ‘.ev’ badges.

As with the regular Nexon, the Nexon.ev also gets a split headlamp design with sequential LED daytime running lights (DRLs) signatures and trapezoidal housings for the main cluster, a large grille on the lower bumper with a thick plastic bar running across it, and a faux-silver skid plate. In profile, the Nexon.ev remain largely unchanged, but gets a new design for the alloys that’s identical to the ICE versions. At the rear, the Nexon.ev looks largely identical to the ICE version with connected LED tail lamps, a pronounced roof-mounted spoiler and a chunky bumper finished in the body colour, along with contrasting black and silver trims.

Tata Nexon.ev interior, features

The interior of the Nexon.ev facelift is, again, largely similar to the regular Nexon. It gets an all-new layered dashboard design that’s finished in multiple texture and materials – there’s a carbon fibre-like trim, soft touch materials on the dashboard and door pads, and several piano black surfaces. The rotary drive selector on the centre console, meanwhile, has been swapped with a traditional looking gear lever.  

Highlights include a class-leading 12.3-inch touchscreen with an all-new user interface on the top-spec variant – this is even larger than the 10.25-inch screen on the ICE Nexon. It also gets the two-spoke illuminated steering wheel, new customizable 10.25-inch digital instrument cluster with navigation display, and the new touch-based HVAC controls with toggle switches. The graphics on the screens are crisp and high resolution, and even the touch-based climate controls are relatively slick to operate. The feeling is that of a high-tech cabin with minimal use of physical controls.

Other features on the top-spec Nexon.ev facelift include a 360-degree camera, connected car tech, a wireless charger, ventilated front seats, air purifier, fast charging type-C ports, single-pane sunroof, JBL-branded sound system, voice commands, OTA updates and more. Tata has also introduced a new Arcade.ev app suite that lets you stream your favorite OTT platforms such as Prime Video, Disney+ Hotstar and the works.  

Safety features on the Nexon facelift include six airbags, ABS and ESC as standard, front parking sesnors, blind view monitor, three-point seat belts for all seats, ISOFIX anchors, hill descent and ascent control, all-wheel disc brakes, panic brake alert as well as emergency and breakdown call assist. Tata also claims to have reinforced body structure for improved side pole protection.  

Tata Nexon.ev powertrain

With this facelift, Tata Motors has dropped the Prime and Max suffixes, and instead uses Medium Range (MR) and Long Range (LR) to differentiate between the two variants of the Nexon.ev.

The Nexon.ev MR continues with the 30kWh battery, while the LR continues with the larger 40.5kWh battery. The MR has an ARAI-claimed range of 325km, while the LR has a range of 465km, both of which are 12km more than before, thanks in part to the improved aerodynamics and other efficiency measures. The battery continues with IP67 protection levels. 

Both versions now get a 7.2kW AC charger as standard with which the batteries can be topped up from 10 to 100 percent in 4.3 hours for the MR, and 6 hours for the LR. With a DC fast charger, that time reduces to just 56 mins for both versions. The Nexon.ev now even gets V2V (vehicle to vehicle) and V2L (vehicle to load) charging capabilities, which means you can charger other electrical appliances or even another EV with the Nexon.ev. To further the cause of efficiency, Tata claims the Nexon.ev is fitted with tires that have the lowest rolling resistance in the country.  

The Nexon.ev now gets a new Gen-2 permanent magnet synchronous motor that’s claimed to be 20kg lighter, uses 30 percent less rare earth materials, and has improved cooling, battery management and more efficient components. It gets four-level brake regeneration that’s improved by 10-15 percent, and can be controlled through the paddle shifters.

As for outputs, the MR produces 129hp and 215Nm of torque, while the LR produces 145hp and 215Nm. Interestingly, torque on the MR variant has actually gone down by 30Nm, while on the LR variant, it’s is down by 38Nm. Tata claims a 0-100kph sprint of 8.9 seconds for the LR, a top-speed of 150kph and improved NVH levels. There are three drive modes on offer – Eco, City and Sport.

Tata Nexon.ev variants

The MR and LR variants are further split into three core trims – Creative, Fearless and the top-spec Empowered. Tata describes these trims as ‘Personas’, and each comes with their own unique elements such as exterior colours and interior upholstery. These trims also get optional packages denoted by a ‘+’ suffix. The MR variant is available with all three trim while the LR is available with the Fearless and Empowered trims. 

Tata Nexon.ev price and rivals

The Nexon.ev facelift has just one direct rival in this segment, and that’s the Mahindra XUV400 EV. As for prices, it will certainly command a premium over the outgoing model given all the tech, equipment and mechanical upgrades it packs in. For reference, the Nexon EV was currently priced between Rs 14.49-19.54 lakh (ex-showroom).

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The TVS Apache RTR 310 has been launched at Rs 2.43 lakh, making it Rs 29,000 more affordable than its sport bike sibling, the Apache RR 310.

1. It has a 312cc, 35.6hp, 28.7Nm single-cylinder engine
2. Apache RTR 310 gets a trellis frame, upside down fork, monoshock
3. It also gets LED headlight and tail-light, a 5.0-inch TFT screen

TVS Apache RTR 310: engine and gearbox

Powering the new Apache RTR 310 is the tried and tested 312cc liquid-cooled single-cylinder engine that has been doing duty in the Apache RR 310 and the BMW 310s. Here, it produces 35.6hp and 28.7Nm, which is 1.6hp and 0.7Nm higher than in is stablemate. The engine comes mated to a 6-speed gearbox via an assist-and-slipper clutch.

TVS Apache RTR 310: underpinnings

Holding everything together is a light-weight, alumnium trellis frame that closely resembles that of the RR 310. The rear subframe, though, is different, but still quite sporty, rising sharply towards the pillion seat and tail section. The RTR is suspended on an upside-down fork/monoshock set-up, with the standard bike featuring only rear preload adjustability. It rolls on 17-inch wheels at both ends wrapped in dual compound radial tyres. The RTR 310 also comes with five riding modes.

TVS Apache RTR 310: features

Fully digital instrumentation is standard on this new TVS, in the form of a landscape-oriented 5.0-inch TFT screen, unlike the portrait-oriented TFT dash on the RR 310. Other features include an LED headlight and tail-light, cruise control, a tyre pressure monitoring system, bi-directional quickshifter, along with heated and cooled seats. The RTR 310 also gets race-tuned dynamic stability control and linear stability control. Many of these features are available as a part of packages under TVS’ Built To Order (BTS) customisation programme along with adjustable suspension. 

TVS Apache RTR 310: pricing and rivals

The RTR 310 undercuts all it’s rivals barring one. For reference, the KTM 390 Duke currently costs Rs 2.97 lakh, while the Triumph Speed 400 is priced at Rs 2.33 lakh, and the BMW G 310 R sits between the pair at Rs 2.85 lakh. The RTR’s sport bike cousin, the Apache RR 310, is priced at Rs 2.72 lakh. 

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The Volkswagen ID. GTI concept car has been revealed at the ongoing Munich motor show. Based on the Volkswagen born-EV MEB platform, the VW ID. GTI concept aims to leverage the popularity of the GTI brand as a part of its all-electric vision in the future. This concept will materialize into a hot hatch variant of the upcoming ID 2 hatchback, while harking back to the original Golf GTI from half a century ago.

• ID. GTI concept points at future sporty EV hatch
• Intelligence replaces Injection in the GTI acronym
• VW plans to introduce 11 new all-electric vehicles by 2027

VW ID. GTI concept: what is it?

With the ID. GTI concept, Volkswagen plans to revive the GTI brand for performance-focused electric vehicles. “The perfect combination of driving pleasure and everyday usability – that is what the three letters GTI have meant for decades,” said Thomas Schäfer, CEO of Volkswagen Passenger Cars. There is, however, a slight update to the GTI branding; the ‘I’ previously stood for ‘injection’, but  will now stand for ‘intelligence’. Schäfer said the production version of the ID GTI would be revealed in 2026 and be on sale in early 2027. 

VW ID. GTI concept underpinnings

The basis for the ID GTI is the same shortened version of Volkswagen’s existing MEB platform as the standard ID 2, dubbed MEB Entry. It houses a front-mounted electric motor and what Volkswagen describes as a “large” battery – likely the larger 56kWh pack that will be available in the ID 2. As with the original Golf and its GTI sibling, the standard and hot ID 2 share the same body-in-white. Technical details are yet to be made public. However, the development of the ID GTI has been twinned with the range-topping version of the upcoming Cupra Raval, which is claimed to develop up to 229hp with a range of up to 440km. 

VW ID. GTI concept design

Inspired by the simplistic Giugiaro styling of the original Golf, the new concept has been imbued with a number of classic GTI design touches. Among the bespoke features is a deeper front bumper with pronounced air curtains and vertically stacked LED daytime driving lights on either side. The lower section houses a contrasting black air duct with honeycomb-shaped detailing and red-coloured tow hooks.

The VW badge is also illuminated in white for a striking look at night, while the headlights themselves get the firm’s IQ Light matrix technology. Plastic cladding bulks out the wheel arches, which accommodate retro-look 20-inch wheels of a double eight-spoke design, while prominent sills feature GTI logos underneath the doors – all in black.

There’s a chunky new spoiler at the rear for added downforce and high-speed stability, bespoke 3D light graphics, a badge illuminated in red, prominent GTI graphics and a black valance within the lower section of the bumper. At 4104mm long, 1840mm wide and 1499mm tall, the most powerful of Volkswagen’s planned ID 2 variants is slightly larger than today’s petrol-engined Polo GTI.

VW ID. GTI concept interior and features

Traditional GTI design elements continue inside with a three-spoke steering wheel featuring a red 12 o’clock marker, chequered “Jack-e” upholstery for the seats and a golfball-shaped rotary dial for the infotainment. The 10.9-inch digital display can also be configured in ‘analogue’ mode, which closely resembles the gauge cluster of the Mk1 Golf GTI.

The larger 12.9-inch central touchscreen infotainment screen also offers varying themes with links to the past. Among the more conceptual touches is a red LED pulse sensor incorporated within the backrest of the driver’s seat.

Like the standard ID 2, the ID GTI can accommodate up to five people. Boot space is put at 490 litres, with up to 1330 litres available when the rear seat is folded down. An additional 50-litre lockable stowage compartment underneath the rear seat is conceived to house the charging cable and other items.

VW ID. EVs India launch plans

About a year ago, the VW ID.4 GTX had been spied on test in the country, but there has been no word on when it’ll arrive at a Volkswagen showroom near you. Just before the model had been spied testing, we had reported that test mules would be seen from August 2022 onwards, indicating a launch late this year or early in 2024. However, VW India has yet to provide any specific details on when the Volkswagen ID.4 will launch in India, or whether it’ll be the GTX variant or the standard model.

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Volvo has launched the new, all-electric C40 Recharge for an introductory price of Rs 61.25 lakh, ex-showroom, India. The brand will officially commence bookings for the C40 Recharge from September 5, 5pm onwards. Deliveries are set to commence sometime next week.

The C40 Recharge is essentially the XC40 Recharge re-fashioned into an SUV-coupe; the all-electric SUV, Volvo claims, contributed 25 percent to the brand’s total sales in the first half of 2023 (Jan-June 2023). This will be the second EV in Volvo’s India line-up, one with which the brand intends to push its EV penetration to 35 percent by next year. Unlike the XC40 Recharge, which also has a petrol counterpart in India, the C40 is only available in an all-electric guise. 

1. C40 Recharge has a claimed range of 530km (WLTP cycle)
2. Interior is completely made of vegan-friendly materials, fabric
3. Is a coupe-SUV sibling of the XC40 Recharge

Volvo C40 Recharge exterior design

The C40 Recharge looks largely similar to its SUV counterpart, save for its rear where the roofline has a coupe-like finish and a steeply raked rear windscreen. This has led to a redesigned tailgate and tail-lamp assembly – the tail lamps are a lot slimmer, have a wider wraparound effect, and get new reverse lights. The LED light elements are also fragmented towards the top, instead of the continuous strip found on the XC40 Recharge. Unlike the SUV, the LEDs also protrude onto the tailgate and the overall design gives the C40 Recharge a much wider stance when viewed from the rear.

There’s also a new two-part spoiler – one on the boot lid that’s blacked out, and one on the roof with a unique twin-pod design aimed at improving aerodynamics. And while the bumper remains unchanged from the SUV, the rear design of the C40 Recharge looks a lot sportier than the XC40 Recharge. Additionally, the window line has also been slightly redesigned due to the sloping roofline. The C40 Recharge also exclusively gets Pixel LED headlights that you’ll not find in any other Volvo in India, yet.

Elsewhere, the C40 Recharge remains unchanged from its SUV sibling: the headlamps with Thor’s Hammer LED daytime running lamps; the front bumper and hood; the contouring on the doors; and the dual-tone 19-inch alloy wheels. There’s generous plastic cladding on the lower sides to enhance the SUV character, while the rising window line, which kicks up at the rear, plays to the coupe look.

Volvo C40 Recharge interior and features

On the inside, the dashboard design is typically Volvo and, unsurprisingly, is identical to the XC40 Recharge. It continues with a 9.0-inch portrait-style touchscreen flanked by slim AC vents, wood inlays on the dashboard, and a 12.3-inch digital instrument cluster.

As far as equipment is concerned, the C40 Recharge gets an Android-based infotainment system with direct access to Google Maps and Assistant, and several apps from the Play Store with the help of an onboard e-SIM. It also gets a panoramic sunroof, wireless phone charging, a 360-degree camera, a full suite of sensor-based ADAS tech with autonomous driving, connected car tech, powered front seats with driver-side memory function, heating and cooling, a dual-zone climate control system, and a premium Harman Kardon sound system. The climate control functions, however, are tucked away in the infotainment screen.

The C40’s Recharge’s boot space, however, has gone down to 413 litres from the SUV’s 452 litres, although the 31-litre frunk space remains unchanged. The rear seat headroom will also have gone down due to the sloping roofline. Notably, Volvo claims that the C40’s interior is completely leather-free, in line with the brand’s aim to eliminate leather from all its electric cars by 2025 to reduce animal harm and carbon emissions.

Volvo C40 Recharge powertrain, range and specs

The underpinnings and powertrain configuration also remain unchanged from the XC40 Recharge. Based on the CMA platform (Compact Modular Architecture), the C40 Recharge in India gets a dual-motor set-up – one on each axle – with a 78kWh battery pack for a claimed range of 530km on a single charge on the WLTP cycle or 683km as per ICAT. Interestingly, the range has shot up massively over the SUV’s claimed 418km range, thanks to a newer generation battery and better aerodynamics.

The two electric motors give it all-wheel-drive capability and, combined, produce 408hp and 660Nm of torque. Volvo claims it can sprint from 0-100kph in 4.7 seconds, which is 0.2 seconds faster than the XC40 Recharge. The C40 Recharge is capable of fast charging with a 150kW DC charger that can top up its batteries from 0 to 100 percent in 27 minutes.

Volvo C40 Recharge rivals

The C40 Recharge competes with the likes of the Kia EV6 (Rs 60.95-Rs 65.95 lakh) and the Hyundai Ioniq 5 (Rs 48.47 lakh), and sits comfortably below other luxury electric SUVs. Like the XC40 Recharge (Rs 56.90 lakh), the C40 is locally assembled, but commands a premium of Rs. 4.35 lakh over its SUV counterpart. 

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