An all-new electric Fiat 500 city car, the 500e, has been spied testing in California, ahead of its launch at the Geneva motor show in 2020. The sighting of the camouflaged prototype comes just a week after Fiat said it would invest 700 million Euros on the electric city car, to include a new production line in Mirafiori, Italy. Fiat hopes to produce 80,000 examples of the new 500e. The car will be sold alongside the existing 500, which will continue to be powered by conventional petrol engines as well as receiving styling and technical updates. The all-new electric 500 will sit on a bespoke electric car platform, according to Fiat boss Olivier Francois, with the same platform potentially earmarked for use if the the new Panda-inspired Centoventi concept makes production. The electric 500 will be a key part of Fiat’s transformation in Europe into a brand focusing on small electrified city cars. “The car will stay true to everything you know about the 500, but will be entirely new,” said Francois. “Under the skin it will be radically different, but otherwise you will recognise the size and proportions. “But it is a big statement, starting our electric path with the 500. We are doing it with that car for reasons of pricing. It is clear that we cannot sell an electric 500 for the same entry price of today’s 500, but what’s clear is that more than half of our 500 customers today do not buy entry-level models. In fact, for them a 24,000 euro price is normal today. “If you look at our electric competition, they are priced around 32,000 euros. The leap then from 24,000 to 32,000 is not so much, especially if you factor in government grants for electric vehicles. Francois refused to be drawn on whether the electric 500 could be rear-wheel drive like the original, but said he would be open to the idea. He also said that an electric Abarth model could hold appeal. The electric car platform that the new 500 will sit on will be FCA Group developed. Francois said he would personally be open to sharing the technology with partners – the 500 platform has previously been shared with the Ford Ka, for instance, but he stressed that any such decision would have to be made at a Group level. Fiat also confirmed the new 500 will be joined by a 500 Giardiniera estate, although the firm didn’t say if that would also appear at next year’s Geneva show. Ahead of the 500e arriving, a mild hybrid variant of the 500 is due to launch later this year. The aim is to consolidate the brand’s dominance of the city car segment – the 500 and Panda hold a third of this market – while developing technologies that allow these models to satisfy emission regulations. This focus also means other, less successful Fiat models are expected to axed. These include the Punto – axed after a 13-year production run – and, while unconfirmed, the Tipo. The 500 Giardiniera, which references the tiny wagon of 1960, will offer the best space efficiency in its class, says Fiat, and “unmistakable design”. It too will get electric and mild hybrid variants. The 500’s new platform architecture can also cope with a mild hybrid system. That unit consists of a belt driven, 12V starter-generator, although little detail has been provided on the electric drivetrain to be used in the 500. Lower-emissions petrol engines will also be offered in the 500 and Panda. Francois conceded that the decision to develop the electric cars was driven “both by the desire to create a profitable electric car for our future, and to ensure we avoid the pressures of potential fines if we don’t hit CO2 targets.” Given the limited space for batteries and the 500’s urban appeal, range of the 500e is likely to be less than EVs such as the Nissan Leaf, which offers around 250 miles. The 500e will be a rival to a growing number of small EVs – Mini’s first series-production electric car is due in 2019, at the same time as the Honda Urban EV. The 500e will be one of four electric powertrains offered by FCA. It will sit use a ‘City Car’ powertrain, while a ‘Mainstream’ powertrain will be launched in the Jeep Grand Commander. A ‘Performance’ powertrain will feature in the 2020 Maserati Alfieri and a ‘Premium’ EV powertrain will power the 2022 Maserati Quattroporte. The push for electrification comes amid Fiat Chrysler’s abandonment of diesel; by 2022, there will be no diesel options in the FCA catalogue. These will be replaced by numerous hybrids, both full and plug-in, the first of which will be the new Jeep Grand Cherokee, landing in 2020. The production capacity released by the deletion of the Punto and other unspecified Fiat models – such as Tipo – will be used to build more Alfa Romeos and Maseratis, whose premium prices can withstand the electrification costs. Some Italian capacity will be used to build some plug-in hybrid models, including certain Jeeps for global sale. Additional reporting by Jim Holder and Richard
Origin: All-new electric Fiat 500 spied testing ahead of 2020 reveal
electric
The Lotus Evija is a 2,000-hp electric hypercar
Lotus Evija electric hypercar is, according to the British marque, the worlds most powerful production car, but it looks to be a lot more than just that.The car, revealed July 16, is the first completely new vehicle Lotus has built in decades, but it looks like the wait was worth it.The entire monocoque is made of carbon fibre, and weighs a scant 284 pounds; magnesium wheels take even more weight off, and its got carbon-ceramic brakes hiding behind them. The entire vehicle weighs just 1,680 kg, which is actually fairly light considering where most electric sports cars these days fall on the scale.Speaking of electricity, it has 70 of them. Kilowatt-hours in the battery, that is. Maximum output is a whopping 2,000 kW, which can send the vehicle to 250 km/h in just nine seconds, and way over that not much later. Each of the four electric motors has a target output of 492 horsepower, making for a combined output equivalent to 1,968 horsepower. This ticks all the boxes for a hypercar it even nails the looks, with an aesthetic perfect for a bedroom wall poster, though so does everything else these days. The back of the vehicle looks like Spider-Mans mask, and with almost 2,000 horsepower on tap, youd better hope that its as sticky as the webslingers fingers. The four-wheel-drive will help, as will the Pirelli Trofeo R tires.The battery is also placed behind the driver instead of underneath the floor; Lotus says this gives the car a better look, better weight distribution and better handling.The price? Dumb. You shouldnt even ask, but since you are, its 1.7-million pounds ($2.7 million). Yowww, that is just insane. Only 130 customers will even have the chance to fork over that kind of cash for this thing now we totally get the Evijas code name, the Type
Origin: The Lotus Evija is a 2,000-hp electric hypercar
Lotus Evija: electric hypercar to be revealed later today
Lotus will reveal its groundbreaking all-electric Evija hypercar later today. It will be shown at an exclusive event in Central London this evening, barely a few months after Autocar first revealed the project. Pronounced “eh-vi-ya”, meaning ‘the living one’, or ‘first in existence’, the Evija is shaping up to be the most ambitious car in the firm’s history. Lotus recently confirmed for the first time exactly how many examples will be produced. 130 are planned to be made available to own, up from previous estimates after “several hundred potential owners came forward to express their interest in the new car”. It will be built in Norfolk alongside the rest of the maker’s range. The Evija will be Lotus’s first all-new production car since 2008. Lotus also claims it will be the first fully electric hypercar built and to go on sale from a British manufacturer. A preview image has been released showing a side profile of the new car, and Autocar was recently given an exclusive walk-around of a full-size clay model at the firm’s Hethel base. The model’s previous Type 130 moniker was a reference to a number of innovative models that have appeared throughout the Norfolk brand’s 71-year history, beginning with the Type 14 Elite in 1957 – claimed to be the world’s first composite monocoque production car. The most recent, the Type 111 (the world’s first aluminium and bonded extrusion construction road car) became the Elise. As the official picture suggests, the Evija is low and wide. Lotus design director Russell Carr, who showed the model to Autocar, says it is a similar length to the existing Evora – which is 4.4 metres long – but will sit closer to the ground and be nearly two metres wide. It uses a carbonfibre structure and will be built in Hethel away from the company’s main production line. The cabin is tightly proportioned and adopts the teardrop form familiar from hypercars like the Ford GT40, to better allow airflow to pass around it. The most impressive feature is one that isn’t hinted at by the official rendering – two substantial air tunnels in the rear bodywork which have the tail light elements integrated around their exists. It’s a detail that Carr says has been inspired by the venturi tunnels of LMP sports prototype racing cars. The battery pack will be positioned entirely behind the passenger compartment, with drive sent to all four wheels. No other details are forthcoming at the moment, beyond the fact – as previously reported – that the powertrain is being developed by Williams Advanced Engineering, making this a collaboration between two of the most famous names in Formula 1 history. Lotus boss Phil Popham promises an “entirely appropriate” level of performance for the Evija’s target market and what will be a seven figure pricetag. The total system output is tipped to exceed 1000bhp. It is also set to offer a range of more than 250 miles. Both the battery pack and the pushrod-operated rear suspension will be visible beneath a transparent cover, with Carr saying the plan is for the huge aero tunnels to also incorporate lighting elements. The rear licence plate surround will be removable to help improve performance when the car is used on track. Downforce will be generated from a substantial underbody diffuser and there will also be moveable wing elements and a drag-reducing DRS system. Inside the cabin will feature plenty of carbonfibre and a digital instrument pack, but will also have conventional switchgear rather than a touchscreen interface. “You want to be able to find things without taking your eyes off the road in a car like this,” Carr said. Carr also claimed there will be more room and shoulder space than in a Ford GT or Aston Martin Valkyrie, with moveable seats rather than moveable pedals. “We’re trying to get the balance between prestige and luxury right,” Carr said, “but also to make clear that it’s a very high performance car. We don’t want people to think it’s a stripped-out track day monster, it will be much more practical than that. But equally we don’t want to make a Bugatti either, it has to be a Lotus.” Other neat details include a camera rear view system which will use deployable pods that motor out of the scissor-opening doors, and which relay images onto display screens. It’s a very similar system to the one the forthcoming McLaren Speedtail will have. “We were frustrated when we saw those,” Carr admits, “we’d been working on them for some
Origin: Lotus Evija: electric hypercar to be revealed later today
JLR gets 500m from government to develop electric cars
JLR gets £500m from government to develop electric cars The loan guarnatee will boost EV work carried out by Jaguar Land Rover Jaguar Land Rover has been awarded a £500 million loan guarantee by the UK Government to help develop electric cars. The move was signed off by Theresa May, and she told a meeting of industry leaders on Monday (16th July) that the funding would be made up of £500 million from UK Export Finance – the government-backed credit agency – and a further £125 million from commercial lenders. Reports say that Mrs May met with representatives from companies including Jaguar Land Rover, Aston Martin, Vauxhall, and Nissan, plus energy firms including the National Grid, BP and Shell. She told those assembled that the government was committed to supporting the car industry in a switch to electric vehicles. Earlier this month JLR announced significant investment in its Castle Bromwich plant as the company plans to build electric cars there, including the next-generation pure-electric Jaguar XJ saloon.
Origin: JLR gets 500m from government to develop electric cars
Electric vehicle chargepoints should offer card payment by 2020
All new public charging points should offer contactless payment via credit or debit card by spring next year, the Government has stipulated, as it seeks to address a key issue surrounding electric-vehicle usage. While the requirement is not mandatory, the Government announced today that it “expects industry to develop a roaming solution across the charging network, allowing electric vehicle drivers to use any public chargepoint through a single payment method without needing multiple smartphone apps or membership cards”. It added that if the market is too slow to deliver improvements across the (charging point) network, it is “prepared to intervene to ensure a good deal for consumers by using powers in the Automated and Electric Vehicles Act”. With more than 50 charging point providers in the UK, the variety of payment methods required to be able to use a range of charging points has become a major source of frustration for EV drivers. The announcement comes as BP Chargemaster, operator of one of the UK’s largest public charging networks, published plans to introduce contactless card payment to all new 50kW and 150kW chargers. It will also retrofit existing rapid chargers over the next 12 months. However, the firm stated that contactless payment would be for “occasional users” to its charging points, and added that it will “continue to lead with its Polar Plus subscription” service. A BP Chargemaster spokesman told Autocar: “The benefit of contactless payment will mostly be realised by those charging infrequently, who may not have used our network before. Today, the majority of usage on our network is from subscribers, and that market will grow with higher utilisation from fleets and businesses, particularly with the introduction of the BP Fuel Charge card – the UK’s first combined fuel card for liquid fuels and EV charging.” When asked about the comparative costs of contactless payment versus a subscription, he said: “The Polar Plus subscription costs £7.85 per month (with three months free for new users), with the benefits being a usage tariff that is half the price of using contactless, as well as RFID card access, which remains the quickest way to activate a charge point on our network.” The Government’s announcement did not mention pricing or its expectations regarding contactless payments costing the same as existing offerings. Future of Mobility Minister, Michael Ellis, commented: “It is crucial there are easy payment methods available to improve electric vehicle drivers’ experiences and give drivers choice. This will help even more people enjoy the benefits electric vehicles bring and speed up our journey to a zero-emission
Origin: Electric vehicle chargepoints should offer card payment by 2020
First drive: 2019 Mini Electric driven on track
The Mini Electric is the launching point of a bold new era for the venerable British brand – but the first impression you get from driving one is reassuringly familiar. Perhaps the biggest compliment you can pay Mini’s first series production electric car is that it drives and handles exactly as you’d expect a Mini to, regardless of powertrain. Which, of course, is no bad thing, because the classic Mini characteristics – sharp steering, rapid direction changes, nimble handling – represent both a formula that works, and exactly the sort of characteristics you’d want from an electric city car. Much like when BMW first revived the brand with the hatch in 2000, the aim for the British-built Mini Electric (known as the Mini Cooper S E outside the UK) is to wrap up a progressive modern design with nostalgic-tinged appeal. And a brief run in a production version on the Brooklyn Street Circuit that hosted the recent ABB Formula E Championship New York ePrix suggests that goal has been achieved. What is the Mini Electric like? Like any other Mini three-door hatch, when you first set eyes on it. That’s aside from a few visual touches, mostly based around the front grille and a handful of small badges – and the obvious lack of engine noise when you hit the start button. Which is probably a good thing, since it’s a proven, popular design, and there’d be little point in having an electric Mini that didn’t really look like a Mini. It’s a notably different tack from the designed-to-be-different BMW i3, which the Mini takes much of its powertrain from. The production interior is highly familiar as well, using the retro-fused dash layout as the petrol-powered Mini hatch. So there are big, round driver info display and infotainment screens, with plenty of old-school toggles and physical switches, including the classic start/stop switch in the middle of the dashboard. It contrasts sharply with the minimalist, touchscreen-dominated interiors of many electric cars currently being developed, but the links to the current petrol-powered Mini – and, in turn, back to Alec Issigonis’s original creation – work well. There are some minor differences, if you look hard enough. The most notable is the replacement of the manual handbrake with an electronic one for the first time, to match the gear-free electric powertrain. There is also a mode that sets the level of energy the car recaptures under braking, which the digital display gets new screens showing energy usage, power levels and so on. Under the retro skin, the Mini Electric borrows much of its powertrain from the BMW i3, with a 32.6kWh T-shaped battery powering a 181bhp and 199lb ft motor. Unlike the i3, power is sent to the front wheels only, resulting in a -062mph sprint of 7.3 secs, and a top speed of 93mph. The battery size gives a WLTP-certified range of 124-144 miles, which is around the same as the forthcoming Honda E, but less than rivals such as the Peugeot e-208 and Vauxhall Corsa-e will offer. What’s the Mini Electric like to drive? We were among the first journalists to drive a production-spec Mini Electric, albeit for a brief run around the 1.475-mile Formula E Brooklyn Street Circuit at limited speed. That said, it was enough to confirm initial impressions from our previous run in a prototype: that electric propulsion suits a Mini very well. The instant torque offered by an electric motor makes for rapid progress at all speeds, while BMW’s new ARB traction control system ensures that delivery is kept smooth. With its capability to make rapid progress, it definitely has an air of Mini Cooper S about it. The steering is also pleasing direct, the machine responding well to rapid direction changes and betraying little signs of the extra weight of the batteries contained low down in the car. It rides well, too, soaking up the many bumps and rough surfaces that feature on a street circuit laid out on the ageing roads of the Brooklyn Cruise Terminal. It didn’t feel quite as direct or nimble as the smaller Honda E did from our brief time in a prototype version of that car, although the Mini Electric is bigger and more practical, and could perhaps prove more versatile beyond tight city streets. The three drive modes – Standard, Mid and Sport – carried over from the regular Mini adjust the performance as you’d expect, although it will take a longer run to really explore the differences in all conditions. The Mini Electric also offers adjustable levels of energy recapture under braking, as with many electric cars. In the higher setting it’s possible to drive the machine largely without touching the brake pedal, the recapture quickly slowing the car enough for all but the tightest turns. Again, it’s a driving style that is well-suited to the characteristics that have long underpinned the Mini brand. Is the Mini Electric worth considering? It will take a longer run on real-word roads to truly judge the Mini Electric, but what’s clear is that everything customers
Origin: First drive: 2019 Mini Electric driven on track
Fiat investing in new plant assembly line to build electric 500
Robots manufactured by Comau are pictured on the assembly line of the Fiat 500 BVE, the first of its kind in Europe, during its inauguration at the Fiat Chrysler Automobiles (FCA) Mirafiori plant in Turin on July 11, 2019.Miguel Medina / Getty Fiat announced mid-July it was investing US$788 million into its Mirafiori plant in Turin, Italy in order to build a battery electric (BEV) version of its 500 city car.The first robots on the new assembly line were installed July 11 at a ceremony that saw the automaker announce the plants production target of some 80,000 BEVs per year.Production of these next-gen electrics will begin in the second quarter of 2020, said Pietro Gorlier, FCAs chief operating officer for Europe, Middle East and Africa, and the production target could later be expanded.FCA plans to invest a total of US$5.6 billion in Italian production by
Origin: Fiat investing in new plant assembly line to build electric 500
Voitures Extravert expanding its run of electric Porsche 911s to 36
We’ve had our eyes on Dutch company Voitures Extravert for a while now. Last year it debuted the beautiful electric-converted Porsche 911 “Quintessenza” in a limited production of just five cars. Then, earlier this year, the firm let on that it would be upping this year’s run of Quintessenzas to three per month, for a total of 36 per year, due to high demand. And now we’ve got some images to go with that intention.As you can see in the photos of the handsome e-Porsches, the companys experts go beyond swapping petrol power for electric-battery power, breaking the 911s all the way down to make sure every piece is up to snuff. Each car gets power steering, a bespoke suspension with adjustable dampers, and a custom gauge displaying torque in place of the old tachometer. A 58-kilowatt-hour lithium-ion battery powers the single electric motor, generating 222 horsepower and 664 lb.-ft. of torque, and moving the car up to 96 km/h from zero in under 6.0 seconds. The brand rates driving range right around 400 km. The 2019 Quintessenza will be available as an SE, which takes 911s from the ’70s and ’80s and styles them to look like the ’60s classics; or the TE, characterized by a wider, ’80s-style rear end. Or there’s a Targa version.Canadians wishing to get their own 2019 Quintessenza will have to import privately, as Voitures Extravert has yet to be given the go head from North American sales authorities.
Origin: Voitures Extravert expanding its run of electric Porsche 911s to 36
Ford and VW reveal electric and autonomous plans
Ford and VW reveal electric and autonomous plans Ford will use the VW MEB platform for a new EV Volkswagen and Ford have announced that the two firms will expand their collaboration efforts to include new electric models and advance autonomous driving development. Perhaps the most significant news is that Ford will use the VW Group’s Modular Electric Toolkit (MEB) platform to build a mass-market, high-volume pure-electric model in Europe, starting in 2023. VW has previously said that it is open to working with other comapnies with its MEB architecture, and the announcment will be a real bonus for Ford which, although having EV plans of its own, is a long way behind many rivals in the electric marketplace – the VW Group included. Ford expects to build and deliver more than 600,000 vehicles in Europe, built on the MEB platform over six years, and a second all-new Ford model for the European market is under discussion. The two companies will work with Argo AI’s self-driving system, which will see each manufacturer integrate the platform independently into its purpose-built vehicles to support driverless systems for people and goods from both companies. Argo AI’s focus is on delivering Level 4 self-drive systems, for ride sharing and delivery service in urban areas. Ford and Volkswagen will have an equal stake in Argo AI, combined owning a substantial majority.
Origin: Ford and VW reveal electric and autonomous plans
Mary Ann’s Electric Drive
Harvey Soicher, photographed here last weekend outside his Kitsilano home, embarked on a cross-country adventure a few days ago in his brand new and all-electric Audi e-tron 55 quattro Technik. The 20,000-km journey is a tribute to his wife Mary Ann, who passed away from cancer just over a year ago.Andrew McCredie Keep busy. Thats the best advice to give someone grieving the loss of a loved one.Harvey Soicher lost the love of his live and wife of 27 years Mary Ann just over a year ago to cancer, and on Tuesday embarked on a two-month adventure that should keep him very busy indeed. The Vancouver man is driving his brand new Audi e-tron 55 quattro Technik across Canada and then back home through the States as both tribute to his beloved and as tonic to his broken heart.Now, many people drive across the continent and back in the course of an epic summer road trip. Its a right of passage, in fact. But very few would ever consider covering those 20,000 kilometres in an all-electric vehicle. The logistics alone are daunting, particularly with the northern route Harvey has chosen, where electric charging infrastructure is by no means established. But with the helpful assistance of plugshare.com, hes mapped out a route that hes confident will keep him charging forward.I know it sounds strange but I really feel like a pioneer of sorts, he said last weekend during final preparations of the trip, having just taken delivery of his e-tron a few days earlier. Im sure in a few years it wont be a big deal at allto drive an EV across the countrybut right now it still seems pretty adventurous. ‘Mary Ann’s Epic Journey of Love’It was April of 2017 when Harvey put in his notice for retirement with ONeill wetsuits, a company that hed worked as a travelling sales rep for nearly three decades. The plan was that he and Mary Ann would do a long talked-about road trip to Newfoundland. A week later Mary Ann discovered a lump on her neck, that turned out to be malignant.Then everything changes, Harvey says with a catch in his breath.An aggressive schedule of chemo treatments led to what he says was an amazing recovery, like nothing was wrong with her. They almost thought she was cancer free. We really thought there was a future.The couple enjoyed a trip to Banff with friends, a five-day trip to Chicago and a business conference in Montreal. Then in December of 2017 Mary Ann felt some pain in her hip, which got worse. The cancer had come back and had spread to her bones.It was metastatic bone cancer. Very painful, and she ended up in wheelchair, Harvey said very quietly, then pausing for some time before, It was brutal.When she passed away Harveywho describes himself as a road warriordrove his wifes ashes in her Audi Q5 from Vancouver to her hometown of Port Credit, Ontario. He called the trip Mary Anns Epic Journey of Love.I visited friends of hers along the way to talk about her and to visit with them, he said, adding that he told one of them he was thinking about writing little stories about whom he met along the way and what friends had to say about Mary Ann. And she said Do It!And so a blog was born.My brother is driving and Im on my laptop writing out some of the stories Id heard the day before, Harvey continued. I had an email group list set up from when I was sending out news about Mary Anns treatments and how she was doing, so I just used that to send out the stories.The response was overwhelming, and the entire experience helped pave the way for the sequel to Mary Anns Epic Journey of Love. Its called Mary Anns Electric Drive.Harvey Goes ElectricIve always been an alternative fuel guy, Harvey said. About 30 years ago I had a van and I had it converted to propane. Then I wanted a diesel so I got the VW Touraeg. Loved the power and the fuel economy, the durability and the look of it. Just loved it. Its not just the best car I ever had it is the best purchase I ever made.But then came the day in 2015 he watched the documentary The Revenge of the Electric Car. Before the end credits had finished hed decided he was going to get a Tesla and went online to the companys website.I became a huge Elon Musk fan, he said. I read his biography and was so enthralled I told Mary Ann I wanted to work for Tesla. She said to me, Harvey, I didnt sign up to marry you for you to become a car salesman. If that happens, Im outta here.Okay, but that didnt mean he couldnt buy a one. Only problem was he wanted an SUV, not a sedan, but the Tesla Model X was too expensive. He also didnt like the fact its gullwing rear doors meant you couldnt put a roof rack on it for a surfboard or skis. But then the Tesla Model 3 was announced and he put down a deposit for one, a day before the Model 3 was even revealed.I was number 80 in Vancouver on the wait list, he recalled, then laughed at his devotion to the brand. I went online to the Tesla store and bought a Tesla ball cap and some Tesla golf balls.At the time Mary Ann had an Audi Q5 and Harvey
Origin: Mary Ann’s Electric Drive
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