New Lotus Evija electric hypercar makes dynamic video debut

The new Lotus Evija, an all-electric hypercar claimed to be “the most powerful production car in the world”, has entered its initial build phase at the company’s facility in Norfolk, UK. The announcement, which comes as the car makes its Chinese public debut at the Guangzhou motor show, also comes as dynamic testing of the car begins at Lotus’ Hethel test track. A new video (below) shows the car being driven at speed for the first time. Gavan Kershaw, Director of Vehicle Attributes at Lotus, says “Physical prototype testing at speed is a landmark moment for the Evija and hugely exciting for everyone involved. Our aim is to make sure it’s a true Lotus in every sense, with exceptional performance that’s going to set new standards in the hypercar sector.” While most track testing will be done at Hethel, Lotus claims it will use other demanding European circuits, too. “Over the coming months several prototypes will cover many thousands of miles and hundreds of hours of driving assessment, including on public roads” the maker said in a release. Production will commence fully in the middle of next year. An output of 1973bhp is promised, which is more than the upcoming 1888bhp Pininfarina Battista and Rimac C_Two, and the 1479bhp internally combusted Bugatti Chiron currently in production. No more than 130 of the two-seat hypercars will be built, each priced at £2.04 million. “Target specifications” include four-wheel drive, 1254lb ft and torque vectoring, giving it a 0-62mph time of less than three seconds, a 0-186mph time of less than nine seconds and a top speed of 200mph-plus. A production slot can be reserved with a refundable £250,000 deposit. The Evija, apparently pronounced ‘E-vi-ya’, will be Lotus’s first new-model launch under Geely ownership, and is the maker’s first all-new model for more than a decade. It will be made at the company’s traditional home in Hethel, Norfolk, and will act “as a ‘halo’ for the rest of the Lotus range” both now and for “new Lotus performance cars to come”. The car pictured here in a studio is for show, but Lotus’s design director, Russell Carr, told Autocar that “this is how it’ll be on the road. This is very much the production car. All the surfaces are made to production level.” The Evija, which is codenamed Type 130, is low and broad, at 4.59m long, 2.0m wide and 1.12m high. According to Lotus, it “marks the beginning of a contemporary new Lotus design language”. “We wanted from the start to do something that was pure, simple, but have a sense of luxury and elegance about it,” said Carr. “On the outside, we started by thinking ‘what are the existing factors from the Lotus DNA that we want to keep?’, and really important for us were the strong haunches you see on the car. It’s very important when you’re sitting inside that you can see the corners of the vehicle – it helps you place the car on the track. It’s also just a very emotional thing to see the bodywork; rearwards as well.” “We have the cabin sat low within those fenders, which are really important to us because the car’s all about dynamics,” said Carr, “and if the cabin sits low and the fenders are pronounced, you have the impression that the car’s got a low centre of gravity.” Around the overall design simplicity come some advanced aerodynamics (see Carr QA, below), which direct air flow over, under and through the car, creating a complex body shape with vast scoops running through the rear three-quarters, and exiting at the back. The design is permitted by the adoption of electric drive. “That certainly gives us a lot more freedom, yes,” said Carr. “You’ve obviously got battery packs that can be placed in certain places, and it’s certainly different from a traditional combustion engine, and we’ve tried to exploit that as much as possible.” Lotus hasn’t yet revealed how many electric motors the car will have or where they’ll be positioned, but its partnership with Williams Advanced Engineering – which is, among other things, the supplier of batteries to the Formula E grid – will be key to the Evija’s performance. Lotus said the Evija will have a 70kWh battery, capable of being charged at up to 350kW, enabling an 18-minute charge with a WLTP range of around 250 miles. The charge port is at the rear of the car. Construction is from carbonfibre, both for the chassis and the body. Light weight is core to all Lotus models and the Evija weighs several hundred kilos less than the Battista and C_Two are reported to be, although they have more battery capacity. Even so, at 1680kg, the Evija is likely to become the heaviest Lotus ever. Despite this, Lotus boldly claims it will “set a new standard for Lotus driving performance” and be “the most dynamically accomplished road car in the history of Lotus”. Inside, the carbonfibre construction remains visible in what’s a relatively spacious cockpit. “The start point is a floating beam, this open instrument panel you can place
Origin: New Lotus Evija electric hypercar makes dynamic video debut

Scuderia Cameron Glickenhaus reveals hypercar for WEC

American manufacturer Scuderia Cameron Glickenhaus has revealed its entry for the 2020/21 World Endurance Championship (WEC), and announced plans for a road-legal version. The SCG007 will race against the likes of the Aston Martin Valkyrie, Lamborghini Aventador and Toyota GR Super Sport in the new hypercar-based class of Le Mans racers. This replaces the LMP1 protoypes that have raced in the WEC since the early 1990s. Manufacturers are allowed to enter racing versions of concepts and exisiting hypercars, provided that at least 20 roadgoing models are created over a two-year period. The cars can be petrol-only or hybrid powered, but total power output is set at 750hp, with no more than 270hp coming from the optional electrical system. With a mandatory car weight of 1100kg, 3min 30sec laps of Circuit de la Sarthe are expected. Company founder Jim Glickenhaus said: “A car made in America hasn’t won first overall at Le Mans since the Ford MkIV in 1967. We think it’s time an American team wins again”. Scuderia Cameron Glickenhaus showed initial images of the SCG007 last July. The new images show an altered, cleaner design that appears to take influence from Italian endurance racers of the 1960s. The SCG007 uses a twin-turbocharged 3.0-litre V6 engine. Its origin hasn’t been confirmed, but the red-and-white livery and ‘telephone dial’ wheel design in the new images have sparked rumours that the unit may be a bored-out, upgraded version of the ‘F154’ unit used by the Alfa Romeo Giulia Quadrifoglio. The original developer of that engine, Ferrari, is yet to confirm any plans to enter the Le Mans hypercar class, having stopped attending meetings about its introduction, along with Ford, in 2018. Scuderia Cameron Glickenhaus revealed in March that it has been working on a hybrid system for WEC cars, but it’s unclear whether the SCG007 features this. The company will run works cars as well as offering examples to customer teams, for a price of around $1 million (currently around £800,000). It also plans to build between 20 and 30 roadgoing examples. It previously stated in 2018 that these would feature an 800hp engine and a 200hp hybrid system and be priced at $2m (£1.6m). The WEC version of the SCG007 is scheduled to begin testing next July. Film maker turned financier Glickenhaus announced his eponymous brand in 2014, with the SCG003 (SCG001 beeing his own road-converted Lola Can-Am car and SCG002 his Ferrari Enzo-based Pininfarina P4/5 one-off). The SCG003 has competed in various endurance events since 2015; production of roadgoing versions began two years later in New York after Scuderia Cameron Glickenhaus was approved by the US government as a low-volume manufacturer. Production of the SCG004 – a hypercar powered by the a 690hp twin-turbo V6 from Nissan – in race and road-legal forms, is due to begin at a new plant in Connecticut later this year. The SCG006, meanwhile, is a Ferrari 250-style sports car that’s due to arrive next year. Also planned is the Boot, a two-door soft-top off-roader that can be specced for the Baja rally or the road and uses a Chevrolet V8.
Origin: Scuderia Cameron Glickenhaus reveals hypercar for WEC

Mr Hypercar: the man behind the Bugatti EB110

Lots of automotive engineers have worked for more than one brand, but few have a CV boasting as many highlights as Loris Bicocchi’s. The Italian has worked for Lamborghini, Pagani, Koenigsegg, KTM and Dallara. But it is his connection to two different eras at Bugatti that led to the chance to talk about his career. When modern-era Bugatti showed us the EB110-inspired Centodieci, it effectively crossed the streams; the original car was produced when Bugatti belonged to Romano Artioli, that firm going bankrupt in 1995. Bicocchi worked on that project as chief test driver and also performed the same role for the Volkswagen-era Veyron and Chiron. While showing journalists around the abandoned EB110 factory at Campogalliano, Bicocchi admits his emotions from that era are still raw. “I never cleared my desk,” he says as we stand in the echoing emptiness of the RD department. “I didn’t want to – I knew that would mean it was really over.” Bicocchi started out with Lamborghini, both he and the brand sharing the hometown of Sant’Agata Bolognese. “I was never interested in football, just cars,” he says. “I used to stand in front of the company gates waiting for cars to come out. My mother was worried because of the trucks – I was just 10 years old – but one day Bob Wallace, who was the test driver at the time, came out in an Islero S. He saw me waiting, then wound down his window and revved the engine for me. That was the day my career started.” He worked initially in Lamborghini’s warehouse, then dropped out of college when an entry-level RD role came up in 1974. Bicocchi came up through the ranks to become test driver, working on the Countach and the Diablo. But when former Lamborghini RD boss Paolo Stanzani started with Bugatti, he was quick to offer his former protégé a job. “I could not say no to something like this,” Bicocchi remembers. “A car with four turbochargers and four-wheel drive – I have always wanted new experiences.” Bugatti became his life for six years, Bicocchi working 60-hour weeks and driving tens of thousands of kilometres. He admits that the company’s collapse in 1995 was devastating: “I could see all my life here – I was like a prince inside the company. But then, poof, it was gone.” After the collapse, Bicocchi continued to work with the EB110 through the company that acquired the stock of parts, later with Jochen Dauer who put what would now be termed a continuation version into limited production. Dauer also used Bicocchi’s skills for his road-going version of the Porsche 962, which led to a gig helping look after the Sultan of Brunei’s enormous car collection: specifically his Dauer 962s, EB110s and 37 Lamborghinis. Then Bicocchi received a life-changing call from a former Lamborghini colleague, Horacio Pagani. “We were close friends and he said he wanted to make his own car.” Bicocchi joined Pagani and mechanic Remo Pizzinardi to form the tiny team behind the first Zonda. This led to a similar assignment with Koenigsegg after seeing the CC8S prototype at the Paris show in 2000: “I moved to Sweden. There were five or six mechanics, two engineers, Christian (von Koenigsegg) and me. Again it felt like starting from scratch.” Bicocchi’s skills with ultra-powerful hypercars had been noticed, with VW-era Bugatti calling him in to work on the Veyron. At his own insistence, he remained freelance. This led to the situation of Bugatti’s then-president Wolfgang Schreiber and von Koenigsegg both jokingly introducing Bicocchi to each other as ‘our test driver’. “Then they turned to me and said: ‘Loris, who do you belong to?’” he recalls. “Of course, when both were doing the high-speed testing, I was always sitting in between – I knew what the other was intending to do but I never said. You have to close one door and then open the next.” Bicocchi admits that his knowledge did play into ensuring the cars he worked on had completely distinct characters. “The secret of a test driver is not to try to change the identity of a car,” he says. “You have to make it the best it can be, to make it safe and to make it exciting – not to give it your personality. A Koenigsegg should never be like a Pagani, a Pagani cannot be a Koenigsegg.” Other projects included the KTM X-Bow and Dallara Stradale, plus some recent consultancy on the Zenvo TSR-S and its aero-vectoring rear wing. One might-have-been was working with Lotus under Dany Bahar, having been brought in during the development of what were meant to be a family of new models. That didn’t work out, but almost everything else has. “I won’t do projects that don’t appeal to me. I always think: can I help and is it interesting?” Bicocchi says, admitting that he recently turned down the chance to work on a future high-performance EV. “With hybrids, you can use electrification to make the car more dynamic,” he says, “but I am not a fan of pure electric cars. Maybe I am too old.” Not that Bicocchi has any plans to
Origin: Mr Hypercar: the man behind the Bugatti EB110

Porsche increases stake in hypercar EV maker Rimac

Porsche has increased its stake in Croatian electric vehicle firm Rimac, as part of an increased co-operation in battery technology and other areas. The German car maker bought a 10% stake in Rimac in June 2018 and has now increased its holding to 15.5%. The move comes shortly after Porsche launched the Taycan, its first series-production electric car. According to the two companies, the increased partnership will allow Porsche to “call on Rimac’s expertise in vehicle electrification, including powertrains, batteries and other components related to electrification and autonomous driving”. Lutz Meschke, Porsche’s finance chief, said: “It quickly became clear to us that Porsche and Rimac could learn a lot from each other. We are convinced of (founder) Mate Rimac and his company, so now we have increased our stake and are expanding our cooperation in battery technology.” Meschke told Autocar: “Rimac is very strong in battery technologies, e-motors and UX (user experience), and we can benefit. It’s a win-win situation on both sides.” The firms have not disclosed how much Porsche paid for the stake. Porsche isn’t the only major car firm to have invested in Rimac. Earlier this year, the Hyundai Motor Group invested £60 million in a deal that includes the development of two high-performance EVs by next year. Meschke said: “Rimac has a very good chance to have a broad range of customers in both sports cars and the volume segment with Hyundai. We have a very close co-operation with Rimac and we will see the results of that in the upcoming electric Macan and future
Origin: Porsche increases stake in hypercar EV maker Rimac

Autocar confidential: Alfa plots next-gen Giulia, Pininfarina’s usable hypercar and more

In this week’s round-up of automotive gossip, we hear how Volkswagen’s inching nearer to a brand-wide electric revolution, why Pininfarina thinks its Battista has the edge over the Aston Martin Valkyrie and more. New plan for Milan’s sedan Sales of Alfa Romeo’s critically well-received Giulia are not strong, saloons being a declining segment – and FCA’s European design boss Klaus Busse says Alfa is already thinking about what kind of vehicle might replace it. “We have an idea, but it’s too early to share,” he said. Vorsprung durch tech-quick Audi exterior design chief Andreas Mindt said the E-tron GT, the firm’s Tesla Model S-rivalling flagship electric saloon, is a “miracle”, owing to its short development time. He added that “our competitors will be shocked” by the performance of the production version, due next year with Porsche Taycan underpinnings. Pininfarina’s 1900bhp runabout Pininfarina boss Michael Perschke reckons the forthcoming 1900bhp Battista EV shouldn’t be compared with track-focused machines such as the Aston Martin Valkyrie. Perschke said the Valkyrie is “designed with a different purpose: it’s a collector’s item for crazy guys who want a track tool, but are probably never going to use it to its best. Our purpose is to give you a car you can drive on a daily basis and, if you want to go on a race track and clock more than 200mph, it’s doable.” Volkswagen’s new ‘green’ house Volkswagen is converting its Zwickau factory in Germany from Golf and Passat assembly into its first home for electric car production. The site should be ready in the next couple of months. In time, up to 330,000 electric cars a year will be built there for VW, Audi and Seat, the first being the VW ID hatch due next
Origin: Autocar confidential: Alfa plots next-gen Giulia, Pininfarina’s usable hypercar and more

Bugatti unveils £7.4m limited-run Centodieci hypercar

Bugatti has paid homage to the landmark EB110 supercar with the Centodieci, the latest limited-edition model based on the Chiron. Introduced in 1991, the EB110 was the first car launched by Bugatti following its revival by Italian businessman Romano Artioli. While not a commercial success, with just 118 examples made before Bugatti went bankrupt in 1995, it did signpost the future direction of the firm after it was bought by the Volkswagen Group in 1998. Revealed at Pebble Beach, the Centodieci – meaning 110 in Italian – features a number of elements inspired by the EB110, including a similar grille design, a windscreen that wraps around an invisible A-pillar and a five-aperture side air intake. “We think (the EB110) should not be forgotten. It was the start of a trilogy (preceding the Chiron and Veyron),” Bugatti design director Achim Anscheidt told Autocar. Like the Divo that was shown at Pebble Beach last year, the Centodieci will offer a more exclusive take on the Chiron’s mechanical package. It uses the same 8.0-litre quad-turbocharged W16 engine, tuned to deliver 1577bhp – up from the Chiron’s 1478bhp. Bugatti also claims a 20kg weight reduction. According to Bugatti, the Centodieci has a 2.4sec 0-62mph time, covers 0-124mph in 6.1sec and can reach 186mph from rest in 13.1sec – 0.5sec quicker than the time claimed for the Chiron. The car is limited to 236mph, compared with 261mph for the Chiron. Aerodynamic changes include a sizeable rear wing, with Bugatti claiming peak downforce of 90kg. That is relatively modest by hypercar standards but, like other Bugattis, the Centodieci is designed for high-speed stability rather than track pace. The firm claims the Centodieci can deliver similar lateral acceleration to that of the Divo. The Centodieci will be considerably more expensive than the Chiron. Just 10 will be built, with the price starting at £7.4 million before tax. All were sold before the car was officially revealed. QA with Achim Anscheidt, Bugatti design director Where did you draw most inspiration from? “The EB110 has the classic wedge shape of a supercar at that time. If you look at the side profile of the Centodieci, you see this kind of wedge line implemented into the car, also the wraparound windshield and the narrow eye face.” Will limited editions be a continuing part of the Bugatti strategy? “When (boss) Stefan Winkelmann joined, he initiated the possibility of one-off and few-off development using the technical basis of the Chiron. That was liberating. We have done the Divo, La Voiture Noire and now this. In the design department, we always thought the EB110 was a supercar that deserves not to be forgotten.” Should we expect other historical cars to serve as inspiration for future projects? “We have no shortage of inspiration, but the strategy of a design department should not only be triggered by history. We love these projects, but we must also do projects where we look forward.” The EB110: mindblowing performance, poor timing The EB110 had a troubled gestation. Bugatti boss Romano Artioli wasn’t happy with Marcello Gandini’s original wedge design, roping in architect Giampaolo Benedini for the finished version. With a carbonfibre monocoque and all-wheel drive, it was powered by a 60-valve V12 engine producing 553bhp – at the time bettered only by the McLaren F1. But it arrived just as the supercar bubble burst and few were willing to pay the £285,500 asking price. Autocar road tested a GT model in 1994, recording a 0-60mph time of 4.5sec and a 9.6sec for
Origin: Bugatti unveils £7.4m limited-run Centodieci hypercar

Mercedes-AMG’s One hypercar reportedly delayed two years

Mercedes-AMG Project OneHandout / Mercedes-Benz The F1-derived Mercedes-AMG One hypercar will reportedly see first deliveries pushed back from this year to 2021, according to a new report, due to complications with its high-revving engine.The powertrain behind the One is a 1.6-litre V6 paired to an electric turbocharger and working alongside an electric motor.A second electric motor on the crankshaft is meant to work as another power-adder, and then theres an electric motor on each front wheel.The package as a whole is more complex than Mercedes-AMG engineers first thought itd be, says reporting from Germanys Auto Motor und Sport, with the problem relating specifically to emissions; and to adapting some of the engines F1-derived technologies to the street.(For example, in the cars Formula One equivalent, the oil is typically heated before the engine is even started something not too feasible for a street car.)Customers who were thinking of forking over 3 million Euros ($4.5 million) for the One will apparently have to twiddle their thumbs for another two years, now, before the car shows up in their driveway. It sounds like itll be worth the
Origin: Mercedes-AMG’s One hypercar reportedly delayed two years

236mph Tushek TS 900 H Apex is ‘lightest hypercar’

Low-volume Slovenian manufacturer Tushek will show its new TS 900 H Apex hybrid hypercar in the UK next month. The company claims that with a kerbweight of just 1410kg, the TS 900 is the lightest car in its segment. By comparison, the recently revealed Lotus Evija weighs 1680kg and the new Ferrari SF90 Stradale tips the scales at 1570kg. Like the Lotus and Ferrari, the TS 900 is built around a lightweight, high-strength steel spaceframe and a pre-impregnated two-seat carbonfibre tub, but it also features a removable targa-style roof panel and striking scissor doors. The TS 900’s hybrid powertrain comprises a rear-mounted 4.2-litre V8 and a pair of electric motors driving the front wheels, good for a combined 937bhp and 1033lb ft. Power is sent to the rear through a six-speed sequential racing gearbox weighing just 62kg. Tushek claims the hypercar will sprint from 0-62mph in 2.5sec – 0.3sec quicker than the McLaren Senna – and on to a top speed of 236mph. Its electric-only driving range is claimed to be more than 31 miles. The TS 900 will be sold as standard with BBS forged alloy wheels wrapped in Pirelli Trofeo Series R performance tyres. Stopping power comes courtesy of large ventilated brake discs and Brembo calipers. Tushek says the electric technology used on the TS 900 will inform development of a future all-electric model that which will “have a touch of sportiness” but be “focused on sustainable and safe electric travel”. Tushek was founded in 2004 by ex-racing driver Aljoša Tušek and became known in 2008 for producing Slovenia’s first supercar, the TS 500 Renovatio. That model’s successor, the TS 600, followed in 2014. Prices for the TS 900 are yet to be confirmed, but can be expected to far exceed the £275,000 launch price of the company’s first model. The new hypercar will join the Puritalia Berlinetta and Austro-Daimler Bergmeister ADR 630 Shooting Grand at Blenheim Palace’s Salon Privé in
Origin: 236mph Tushek TS 900 H Apex is ‘lightest hypercar’

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 CEO Phil Popham on the Evija hypercar, future plans and Brexit

Lotus has just revealed the 1973bhp Evija, the all-electric hypercar it claims will be “the most powerful production car in the world”. Talking to Autocar at the reveal event, CEO Phil Popham explains the thinking behind the Evija and the next steps for the iconic sports car brand. Why have you chosen to build a car like this — so exclusive and expensive? Popham: “We believe that if you want to make ripples, you have to made a splash. If you want to be on the map, you have to make a mark. This car shows what our future can be like. It shows what we can do, and it paves the way for future visionary Lotus models.” Does it mean you’re planning a succession of hyper-expensive models? “First of all, our 10-year plan, which we call Vision 80, contains a commitment to be ‘for the driver’, first, last and always. Lotus models will always be at the heart of driver involvement and enjoyment. But the range of cars we have now runs from the mid £50,000s to well over £100,000 and we see our core future models, apart from our new Hypercar, as continuing to be in the that range. Having said that, we do believe the Lotus brand has the equity to go beyond where it is. But that’s not our immediate strategy.” What is your immediate strategy? “After we’ve built our 130 hypercars we’ll concentrate on rebuilding our core sports car range. We will have a combustion-powered sports car to show you towards the end of next year, for sale after that. Beyond that car, every Lotus, in whatever segment, will have a full electric version.” There’s been a suggestion that in your journey towards electrification you might skip hybrids all together… “That is certainly an option.” How much will you grow under the 10-year plan? “Let’s start from the beginning. We made 1700 cars last year, but as it currently stands Hethel make over 5000 on a single shift. That means over 10,000 on a double shift — and I believe we’ll outgrow Hethel in its current guise. After all, we have an ambitious plan to move into new segments.” What will you do when you’ve outgrown Hethel? “We can either do something radical at Hethel, or we can move somewhere else as well. But it’s important to say that making cars in different locations wouldn’t change the DNA of the company. We won’t build anything unless it’s a) profitable, and b) can be called a true Lotus. And we’d never made the same car in multiple locations.” Isn’t your ‘For the driver’ strap-line rather time-limited? Surely we’re moving closer to full autonomy? “I don’t believe it will become time expired. Progress with other, much bigger manufacturers tends to focus on mobility and ownership models, which are leading to cars becoming commoditised. But a Lotus will always be a car to use and enjoy in your leisure time. But we’ll certainly harness some of the great technology of the future.” How do you believe Brexit is affecting Lotus? “Our message to the government over the past three years hasn’t changed: we just need to get this deal done. And it now looks like that’s what will happen. Even if we exit without a deal, we believe other deals will be done; we have hundreds of years of history as a trading nation to help us through. Meanwhile at Lotus we’re taking short-term contingency steps. We’re planning for some disruption. But nothing about Brexit will change our core
Origin: Lotus CEO Phil Popham on the Evija hypercar, future plans and Brexit