Tesla and competitors race to dominate luxury car market: originally published in The Tartan

The Jaguar I-Pace at the 2017 New York City ePrix

     For a company founded 14 years ago and having only been making a true production vehicle since 2012, Tesla is doing quite well. But the established automakers, and particularly the German luxury giants, are not happy to see a new player joining their ranks. Over the past couple of years, companies like BMW, Mercedes, and Porsche have been announcing their intentions to introduce a luxury electric vehicle to battle the Tesla Model S or Model X, showing off flashy quasi-SUV concepts with electric powertrains and allegedly impressive specifications. The dominant carmakers were caught a bit off guard by the success of Model S, which is now more than five years old, and so their production models aren’t due to hit the streets until next year. However, through concepts and leaked information, Tesla should have a pretty good idea of what type of competition to expect. 

     Most luxury companies initially stated plans for slinky four-door “coupes” like the Model S, but the relative success of the Model X SUV and the general market trend towards crossovers have changed several automakers’ minds. Audi’s e-tron quattro and e-tron Sportback concepts preview an electric SUV rumored to debut within the next year. If the concepts are any indication, the SUV with use three electric motors (one on the front axle, two on the rear) that would propel the Audi to 60 mph in the mid-four seconds with a battery range of more than 300 miles. Jaguar is also prepping an SUV due next year, the I-Pace. The bodywork of the stunning concept is supposedly quite close to the production version, and with one electric motor at the front and one at the rear, the Jaguar matches the Audi’s acceleration figures. 

     BMW has taken a slightly different route. BMW has created a sub-brand, trendily dubbed “i,” and has already put two electric models into production, the i3 and the i8. The i3, a quirky little hatchback, has had relative success globally, while the futuristic and gorgeous i8 sports car has sold in small numbers. While the fate of these two models is undetermined, BMW has previewed a future “i” car, to be called the i5, with its i Vision Dynamics Concept. While this concept is a sedan, rumors also suggest a car called the iNext, which may be a codename for the i5 or a separate SUV model. 

     Mercedes is following in the footsteps of its Bavarian competitor, announcing its “EQ” electric sub-brand with the Generation EQ Concept two years ago. This concept, which had a two electric motor setup and scalable battery parts for different amounts of power, hinted at a midsize SUV that is due out next year. The EQA Concept, on the other hand, will be a swanky little hatchback when it comes out in 2020. With the same setup as the SUV, it will get less power but still be able to do the 60 mph sprint in 5 seconds and have a range of up to 400 miles. 

     Sports car connoisseurs Porsche have even jumped on the bandwagon, with its achingly beautiful Mission E Concept. Expected to arrive next year, the Mission E promises to maintain the classic Porsche look while delivering over 600 horsepower, 60 mph in less than 3.5 second, and a range of approximately 500 miles. The Mission E is also rumored to be a true performance car, and might spawn an SUV variant not long after. 

     A recent entry is Polestar—formerly Volvo’s performance arm, Polestar is now a separate electric sports car brand. Their first vehicle, the “1,” will actually be a hybrid coupe based on the handsome Volvo Concept Coupe, and will begin production in mid-2019. With financial backing from Chinese car giant Geely and track-car know-how from Lotus (who Geely also acquired), the Polestar brand looks to have a bright future. 

     While all of these automakers rush to bring their electric cars to market, Tesla is continuing to expand. Along with the Model S and Model X, a smaller sedan called the Model 3 is ramping up production now, a new Roadster supercar is coming in 2020 and a semi-truck arrives sometime before that. There are also rumors of a pickup truck, a passenger van, and a small SUV in the pipeline. The established carmakers are going to have to work even faster if they want to catch Tesla. 

**This story was originally published in The Tartan: http://thetartan.org/2018/2/26/scitech/teslacompetitors**

Aston Martin DB4

Everybody knows the Aston Martin DB5. James Bond’s effortlessly cool grand tourer has come to represent the epitome of British car design—sleek, dignified, and confident. But fewer people know its predecessor, the DB4, on which the DB5 was heavily based. The DB4 race car seen here is a particularly fine example, and the subtle styling differences between it and the DB5 give the DB4 a more aggressive vibe than its legendary offspring.

The most noticeable difference between the DB4 and the DB5 is the headlights—the DB5’s units are enclosed in a glass dome whereas the DB4 features protruding circular headlamps. Because they lack the smooth, receding glass of the DB5’s units, the DB4’s headlights give the front fascia a more upright, stocky look. The race car version seen here is particularly muscular. Tape over the headlights—which is required at many vintage racing events to keep the glass from completely shattering in a crash and covering the track—lends the DB4 a purposeful, tactical appearance. 

Further adding to the Aston’s brawny demeanor are the two massive scoops, one sitting above and one lurking below the grille. The two intakes, combined with the wide frown of the classic Aston Martin grille, make the racing DB4 look like it wants to eat you. This is not a car you’d want to see looming in your rearview mirror around the track. 

Behind the bulging front fenders is an oval vent split by silver bar—an element that has become a staple of Aston’s design, appearing in a modernized form on the new DB11. The gleaming chrome side view mirrors act as a reminder of the race car’s noble Aston Martin origins. 

The DB4’s body panels feature no sharp creases, instead consisting of flowing, windswept curves that give the Aston Martin a floaty, elegant aura. This particular example’s simple lines are accentuated by the basic but classy livery—a green racing stripe runs the length of the car while yellow lipstick adorns the grille. 

While not as famous as its successor, the DB4—and especially this race car version—is just as beautiful, but with a hint of dynamic aggression that the more sophisticated DB5 lacks.

Grade

Front: A

Back: A-

Overall: A

Photos courtesy of James Harvey

Lamborghini Urraco

It’s pretty easy to identify a modern Lamborghini as a Lamborghini. Bonkers styling, full of razor-edged angles, gaping vents, and an aggressive stance, set them apart from the relative restraint of McLarens and effortless beauty of Ferraris. Furthermore, while Ferrari expanded its range to include the “downmarket” California and four-seater AWD FF, Lambo has stuck to a lineup of two high-intensity supercars and the occasional one-off for the past 15 years.

While Lamborghini has been focusing on blisteringly quick supercars of late, it hasn’t always been this way. Back in the 1970s, Lamborghini produced the car you see above, the (somewhat) practical and subtle Urraco. Built to battle other entry-level 2+2 sports cars like the Ferrari Dino 308 GT4 and Maserati Merak, the Urraco featured a more spacious interior, a 180-247 hp mid-mounted V8, and more subdued styling than the Countach it was sold alongside. However, the simpler design doesn’t make the Urraco any less stunning. 

Up front, the Urraco’s long, flat hood is duplicitous, suggesting a front-engine setup when in fact the V8 is housed behind the rear seats. Pop-up headlights hide above the thin chrome bumper, and the two deep, rectangular vents in the hood give the Urraco a more weighted, muscular look. 

The windshield protrudes upwards at relatively steep angle—especially compared to the one-box Countach—and the upright cabin hints at the more usable intentions of the Urraco. Slab-sided doors and light character lines give the Lambo a glassy, tranquil appearance.

The Urraco’s defining feature is the set of “wings” that cover the C-pillar. These black panels give the Urraco a unique look to distinguish it from its competitors, while also pairing with the rear window louvres to add a dash of athleticism. 

Lamborghini’s 2+2 would only stay in production for six years, before being replaced by the two-seat Silhouette and Jalpa. While not the most ambitious design, the Urraco’s crisp, smooth wedge and quirky C-pillar make is an elegant and interesting design, and a very lucky spot.

Grade
Front: A-
Back: A-
Overall: A

Photos courtesy of James Harvey

Reveal: Bollinger B1

The electric revolution is underway. Tesla's meteoric rise has sent established automakers scrambling to revamp their lineups and start-ups are materializing left and right. Most new EVs have fallen into two categories: sleek, luxurious spaceships like the Tesla Model X, or awkward but aerodynamic hatchbacks like the Nissan Leaf. The world's first electric sports utility truck, the Bollinger B1, bucks these trends. Unveiled July 27th at the Classic Car Club in Manhattan, the B1 is a work truck for the future and doesn't pretend to be anything else. With a simple but purposeful design and promising specifications, the B1 should be a hit if it manages to reach production.

The idea for an electric utility truck came to Robert Bollinger, a former advertising executive who had studied design at Carnegie Mellon, after he started a cattle farm in upstate New York. He decided he wanted a truck that could handle farming jobs and all-terrain trekking while also being able to comfortably drive around town and not burn any gas.

Bollinger designer Ross Compton stated that the B1's "ethos is simplicity," and this is immediately visible in the exterior design. The boxy, minimalist body reveals the B1's back-to-basics approach--as Compton affirmed, this is a work truck that "is meant to be used." The designer admitted to benchmarking competitors, and you can spot hints of other off-roaders: the front fascia features Land Rover Defender cues, while the stance is reminiscent of the 2004 Ford Bronco Concept. However, it doesn't feel like Bollinger is stealing these design elements, rather the design is paying homage and repurposing them for the EV era.

One of the most interesting pieces of the exterior design is the space where the grille normally resides; instead there is a metal door that folds down to open the frunk (front trunk). This is one of the few indicators of the B1's powertrain, but the grille-less front fascia doesn't look as odd as other EV's, since the hatch is flanked by two menacing cooling vents. Below sits a jet black bumper carrying tow hooks and a winch, announcing the trucks utilitarian intentions. As a fledgling company, the Bollinger team had many limitations to work around, and one was that the headlight shape had to be kept simple. According to Compton, there was debate over round versus square units, but eventually they landed on round LEDs, which lends the front end a classic mien.

Founder and CEO, Robert Bollinger, with the B1

This retro look is continued throughout the rest of the B1. Exposed rivets give off an industrial, handmade aura, while the relatively thin roof pillars harken back to the first generation Ford Bronco. Along the side, the visible door hinges, large rectangular vent, and knobby off-road tires look gritty and industrial. Out back, the minimalist design language is continued with understated round taillights and straight-edged proportions.

While the design is simple, the combination of tough and classic elements, along with the sinister matte grey and black paint job, creates a badass look: when the prototype emerged from a cloud of smoke at the reveal, it struck me as the perfect ride for a Bond movie villain.

The interior continues the design themes of the exterior: it is pared back but luxurious, similar to retro-modern feel of the Icon-modified Broncos. The dashboard is brushed metal, and unlike nearly every modern car, it is devoid of a touchscreen. Instead, four analog gauges sit behind the steering wheel (including one for the amount of electrical charge) and a round chrome radio sits alone in the center of the dash.

The pass-through tunnel runs the length of the car, and allows
long objects to be loaded easily.

The rear seats fold up to increase trunk space.

The seats are black leather and the inside of the door simply features a handle--opening the window is a manual operation. However, the best feature of the cabin is the full-length storage space. A small pass-through door from the frunk to the cockpit allows long objects that stretch the length of the car, like wood planks, to be easily loaded and transported. Furthermore, the rear seats easily fold up and to the side, increasing the already vast trunk space. Inside, the B1 sticks to its intent as a utility truck, with a minimal but upscale-feeling interior that maximizes usable space. Another helpful feature is the ability to transition the B1 into a two-seat pickup by removing the roof panels and side glass and sliding the C-pillar forward.

With a handsome, retro exterior and a clean, simple interior, the last piece of the puzzle is performance. The Bollinger B1, according to the company, is going to be more than capable enough for day-to-day farm or construction work and cruising around town. The electric powertrain combined with all wheel drive produces 360 hp and 472 lb-ft of torque, which will propel the B1 to 60 mph in 4.5 seconds and to a top speed of 127 mph. Two battery sizes are available, 60 or 100 kWh, which provide 120 and 200 miles of range respectively. The performance stats best those of other off-road SUVs and pickups, while the range is similar to other electric cars. The B1 also boasts 6100 lbs of towing capacity and 6100 lbs of payload capacity--more than the Jeep Wrangler and on par with midsize trucks like the Chevy Colorado. According to engineer Dan Aliberti, who owns a Wrangler as his daily driver, the B1 has a "relatively smooth ride because of the hydro-pneumatic suspension" while managing to be "more capable than a stock Wrangler."  Should these preliminary specifications translate to the final production version, the Bollinger B1 will prove to be an extremely competent workhorse.

Bollinger is currently working to secure a production partner and hope to have the B1 on sale in 2019. While cost is still unknown, the impressive numbers, simple construction, and attractive exterior should draw in customers looking for a work truck to putt around the construction site or farm in. Hopefully we will begin to see the B1 on roads in just a few years time.

Grades
Front: A
Back: A
Interior: A
Overall: A

5 Takeaways from the First-Ever Formula E NYC ePrix

1. The noise takes some getting used to...

...but is actually pretty cool. The whirr of electric motors can't hold a candle to the wail of an F1 car (even in the V6 hybrid era), but when the cars are driving at 140 mph, very little of the sound that you hear actually comes from the motors. Instead, the sound of wind sweeping over the aerodynamic bodywork and the squeal of tires dominate. Hearing the tires chirp as the cars sped around the circuit was informative, helping me pick out where the cars were struggling to find grip. Furthermore, the combination of noises creates a robotic and futuristic effect, making for a exhilarating experience.

2. The cars are much faster in person than on TV

Going into the race weekend, I was skeptical. Not only is the nuanced sound reduced in videos, but the race cars also look lethargic. But from the moment the five red lights went out, I knew that the videos had been deceptive. The instant maximum torque produced by electric motors means the cars jump off the line, and as 20 cars blasted past me on the opening straight, I was blown away. Speeds do decrease deeper into the race as drivers look to conserve energy, but the cars continued to move around the track at a blistering pace.

3. And the racing is pretty exciting

The Brooklyn circuit is quite narrow and features some pretty tight turns, but it doesn't turn into a Monaco-like parade. Passing was plentiful, and a battle for the lead on Sunday between Sam Bird, Felix Rosenqvist, and Nick Heidfeld produced some fierce moves. Unlike fragile Formula 1 cars, a small touch doesn't result in irreparable damage. Many of the most exciting incidents of the weekend were because of the cars durability under light contact, for example when a defending Antonio Felix da Costa pushed into the side of Loic Duval as Duval attempted a pass around the outside, resulting in da Costa braking too late and spinning. 

4. The track could use more vantage points and more TV screens

While watching from the grandstand allowed a better overall view of parts of the track, it was far more electrifying to experience the race from down below, just 15 feet from the action. However, the TV screens were positioned only for those sitting in the two grandstands, making it impossible to follow the rest of the race while viewing from the ground. Furthermore, some of the best spots on the track for passing were inaccessible, such as the first hairpin after the starting line. And only about half of the circuit was open to the general public--the pit entry and exit, finish line, and several turns were all off limits to those without a VIP pass. Formula E should not only provide more screens so that spectators can follow the race from the ground, but the entire circuit should be accessible as well to create a less isolating experience.

5. And the fan experience still has logistical issues

The eVillage "fan zone," was advertised as being full of entertainment but resulted in a brief visit. The BMW and Jaguar stands were the most interesting--Jaguar brought its I-Pace Concept while BMW showed off the i8, i3, and 530e-- and the Roborace concept also made an appearance. There were only a few other stands, which featured some uninteresting marketing material and the racing simulators, which were overcrowded throughout the weekend. However, the most disappointing part of the eVillage was the autograph session. The line was completely unsupervised by staff, resulting in many people jumping in at the front, and in the 30 allotted minutes the entire line moved about 20 feet. Hundreds of fans waited on the line for all 30 minutes only to be turned away, and with no explanation of why the line had barely moved. I managed to catch up with Alex Lynn on his walk back to the paddock for an autograph and selfie, but other people continued waiting even after the 30 minutes, since the staff didn't bother telling those at the back of the line that the session was done.

Despite the issues with the eVillage and viewing the race from the sidelines, the ePrix itself was an thrilling experience and I look forward to Formula E returning to Brooklyn in the future.

   

Kia Stinger

The midsize luxury sport sedan segment has grown increasingly crowded. The long-time class leader is the BMW 3 Series. Mercedes has it's elegant C Class cruiser; there's also Audi's conservative A4, and Alfa Romeo's flashy new Giulia. Jaguar just rejoined after a long hiatus with the XE, Cadillac sells the ATS, Volvo still makes the aging S60, and there's also the Japanese brands: the Lexus IS, Infiniti Q50, and Acura TLX.

And now, there's the brand new Kia Stinger.

Wait, what? Kia and luxury, that seems like an oxymoron, but it is real. Kia, and sister brand Hyundai, have been expanding upwards into the luxury market over the past several years, having started with the Hyundai Genesis and Equus in the early 2010s. The full-size luxury Kia K900 was launched in 2013. Despite sluggish sales of the K900, Kia has pushed forward with the new mid-sized Stinger.

The sharp-looking Stinger shows the Korean brand can hold its own among the European heavyweights. The Stinger was a long time coming. It was previewed in 2011 by the GT Concept, a rear-wheel-drive, turbocharged V6-powered sedan, and the 2014 Kia GT4 Stinger Concept, a rear-drive turbocharged I4-powered coupe. Both concepts were dynamic and redefined what a Kia could be. But they were just concepts, unrestricted by budgets and safety regulations. No one was sure how a production version would come out.

Piercing headlights begin the aggressively elegant styling on the Stinger. The headlamps are comprised of two HID bulbs and a series of LED lights, creating a detailed, sleek appearance.  Kia's corporate grille, the Tiger Nose, sits between the sharp lights, thin and wide, looking like a menacing smile. While that may be a negative comment on a lot of cars, it works here. This is mirrored by a gaping vent below, which features two fierce chrome teeth sticking up at the edges. Both grilles feature a visually arresting dotted pattern. Flanking these grilles and slotted beneath the headlights are functional, cavernous air ducts, which feature a bold character line that extends out of the front splitter. Overall, the Kia Stinger's front fascia has an assertive mien.

The Stinger is most beautiful in profile, mainly due to the fastback body style. This swooping roofline is accentuated by the top window trim piece, which extends beyond the daylight opening, alongside the rear window, and into the trunk lid. Furthermore, a soft character line runs back from the headlights, creating a graceful belt line. The side view doesn't lose touch with the Stinger's performance intentions, however: polished grey window trim, blacked-out mirrors, and striking five-spoke wheels remind you of the Kia's athleticism. This image is bolstered by a large side vent, with sharp creases cutting through the doors behind it.

The tasteful mix of elegant and powerful design continues on the rear of the car. The full-width taillights, like the grille, employ the thin-and-wide look to make the car appear lower to the ground and more muscular. The taillights also sport a unique design element originally found on the GT Concept: the narrow strip that wraps around onto the rear fender. While the Stinger would have looked just fine without it, the extra-long taillights help distinguish it in a packed market. The lower rear fascia is full of character, with small faux vents sandwiching a piano black diffuser and quad exhaust pipes.

The Kia Stinger GT is a pretty direct interpretation of the GT Concept for the road. While some of the concept's looks were toned down, the Stinger's exterior still exudes performance, but doesn't overdo it. Instead, the fastback roof and ornate headlights and grille help the Kia stay classy. Let's just hope that the Stinger, which is set to be powered by a 360 hp twin-turbo V6, is as fast and fun to drive as it looks.

Grade
Front: A
Back: A
Overall: A

Artistic Photo #13

Ferrari 458 Italia in Naples, Florida (Taken on December 28, 2014)