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It Looks Like BMW Is Developing A Special M Car That Will Debut In 2022

Could It Be A Special Edition M4?

The report comes from BMW Blog and g80.bimmerpost. The former caught a post on the forum wherein the user stated that a “very special limited edition M4 will be produced for just a few months. starting November 2022.” BMW Blog noted that this user has a good track record with such things, so it can’t be passed off as a baseless rumor. However, there is still no confirmation surrounding it, so we suggest you take it with a pinch of salt.

The post also mentioned that the car “mostly configured like the CSL but with manual transmission, several options (comfort access, parking sensors, electric seats) deleted, and the forged wheels off G81.”

It’s A Big Milestone And An M4 Special Edition Won’t Do It

It Looks Like BMW Is Developing A Special M Car That Will Debut In 2022 Exterior Spyshots
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All said and done, it may not be just an M4 edition. There are posts on the forum that talk about 50 Jahre models, but again, that’s something we might see during the year and it won’t be the special model. Motor1 has speculated that an 8 Series coupe that was spotted this year at the Nürburgring could be the one. But, you never know. If you were to ask us, we would speculate it to be an electric successor to the M1. However, take this with a pinch of salt, too. We would’ve guessed the M8 CSL to be the one, but this is already ruled out by BMW.

There’s One Thing That We’re Sure Of

It Looks Like BMW Is Developing A Special M Car That Will Debut In 2022
- image 1035485

BMW recently revealed that every M high-performance car that will be produced from March 2022 will feature a special logo that’s inspired by the classic ‘BMW Motorsport Logo’. The classic logo is a series of semicircles in blue, red, and violet shades. Each color has a meaning. Blue stands for BMW, red for motorsport, and violet is the unique combination of the two. The logo will be slapped on the front, rear, and wheel hubs. The classic logo has a rich history. It was first used in 1973. What we also know is that the company will come up with historically accurate M paint finishes, like the Dakar Yellow, Fire Orange, Daytona Violet, Macao Blue, Imola Red, or the Frozen Marina Bay Blue.

Final Thoughts

Now, all we can do is be on the lookout for the slightest of hints and try to connect the dots. At the moment all we know is that a special model is being planned, but have close to no idea what it could be. It will be quite a bummer if it turns out to be a special edition based on the M4. What we can vouch for is that it will be a limited-production model with an exorbitant price tag.

What do you think this could be? Share your thoughts with us in the comments section.

Source: g80.bimmerpost

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Its official; Tesla HQ to move to Texas, Musk confirms. Find out why

So, after spending nearly two decades in Los Angeles, Tesla’s CEO himself relocated to Austin last year. The billionaire entrepreneur had justified his personal move with the need to be closer to the two projects that were then occupying most of his time; the development of rockets by SpaceX, and the construction of Tesla’s new facility near Austin.

Addressing a gathering in front of the factory on the outskirts of the city, Musk said “We are pleased to announce that we are moving our headquarters to Austin,”

This is a symbolic move, however, it doesn’t mean that Tesla is leaving the West Coast altogether. “To be clear, we will continue to expand our operations in California,” said Musk.

Its official; Tesla HQ to move to Texas, Musk confirms. Find out why
- image 1023809

Some of the primary reasons for moving to Texas according to Musk include, the cost of living in Texas is lower for employees. According to experts, tax levies in Texas are projected to be far lower than in the golden state.

But, the entrepreneur noted, “you can’t expand forever in the San Francisco Bay Area, where density is high, the cost of living is high and traffic is often difficult. Whereas in Austin, the factory is located five minutes from the airport and fifteen minutes from downtown”.

But it’s not just Tesla that is making the move to Texas, other tech giants like HP & Oracle have also followed suit. Texas has been working hard in recent years to attract businesses with several tax incentives. With its highly rated universities and rich cultural life, Austin is certainly attracting a lot of attention. Here’s CNBC on why has Texas now become an attractive place for tech companies.

Its official; Tesla HQ to move to Texas, Musk confirms. Find out why
- image 1023814 — After this announcement, Musk later turned his attention to Business which according to the Billionaire CEO, is doing rather well

Musk later turned his attention to business, which he said was good for the company. Tesla announced in early October that it had delivered a record number of vehicles in the third quarter, against the backdrop of a market plagued by a shortage of semiconductors. The automaker is known for delivering a considerable number of vehicles, come the end of the quarter in order to impress investors with strong three-month figures.

Its official; Tesla HQ to move to Texas, Musk confirms. Find out why
- image 1023812 — Apart from the Austin factory, Europe’s very first Tesla plant, Giga Berlin in Germany. While Tesla HQ will move to Austin, the company will continue to have a strong presence in California. Swipe Up to Read More

In addition to the Texas factory, Tesla is constructing the first-ever European plant in Grünheide, near Berlin in Germany. It is projected that up to 12,000 people would work there and will produce up to 500,000 electric vehicles each year.

You can watch the entire presentation by Tesla below

Source: Youtube

Volkswagen Group: Audi Employs Ken Block, Porsche Making 718 Electric

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Audi

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Despite being the target of a German lawsuit accusing the manufacturer of not being green enough, Volkswagen Group is probably the legacy automaker touting the merits of electrification with the most enthusiasm. While undoubtedly influenced by the diesel emissions catastrophe that cheesed off every regulator in the Western world, its brand has actively been delivering EVs and praising alternative energy automobiles whenever possible.

There was more of that this week. Porsche has reportedly decided to make the 718 to be an all-electric model by 2025 and Audi recently announced that it’s employing rally icon and Hoonigan founder Ken Block (who broke with the Ford Motor Co. earlier this year) to develop EVs.

Audi announced Block’s involvement on Tuesday by simultaneously releasing a video and interview. The video is about what you’d expect and the interview feels about as organic as a cube of polyethylene. Block is supposed to be joining the company to help develop electric cars but there isn’t much in the way of details in the interview. Instead, it served as a vehicle for the professional driver to praise Audi products (perhaps genuinely) and discuss how it shouldn’t matter what’s beneath the hood so long as the car goes fast.

In case you’ve never seen one of his videos, Ken Block likes to go fast and he mentions it with the frequency and subtlety of Sonic the Hedgehog throughout the release. As I’ve never witnessed him being verbose, this was likely the most authentic aspect of the interview. But the rest was sprinkled with enough corporate buzz terms to make it feel like he may have been coached by his new employer.

“By testing electric cars in different contexts, we want to showcase mobility and electrification in new and entertaining ways. Audi has done an incredible job of driving their vehicles into the future,” Block stated. “Hopefully, I can pick up on that and have a lot of fun with it at the same time. Audi technology has always had a huge impact on me. In the 1980s, the brand used to dominate one of my all-time favorite sports events — the World Rally Championship — in a way that truly inspired me. Over the years, I’ve always had a real fan’s appreciation for what Audi achieved in racing way back when, right up to modern-day motorsport. I have always been very impressed with their progressiveness and the fact that they are constantly looking ahead.”

This led to a statement on humanity and the ways we all need to live to create a progressive, pro-mobility future. But the overall gist from Ken’s discussion is that electric vehicles are part of that and everyone needs to get on board.

<img data-attachment-id=”1774614″ data-permalink=”https://www.thetruthaboutcars.com/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric/block-audi-2/” data-orig-file=”http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-5.jpg” data-orig-size=”768,471″ data-comments-opened=”1″ data-image-meta=”{“aperture”:”0″,”credit”:””,”camera”:””,”caption”:””,”created_timestamp”:”0″,”copyright”:””,”focal_length”:”0″,”iso”:”0″,”shutter_speed”:”0″,”title”:””,”orientation”:”0″}” data-image-title=”Block Audi 2″ data-image-description=”

Audi

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“Don’t get me wrong, I love the sound of combustion engines, especially the five-cylinder that Audi is so famous for,” he said. “That’s what I grew up with. Even so, I welcome change and whatever might make me go faster. Of course, I’ll miss the sound of the engine, but there are other ways to enjoy new technology and its sounds. The view that combustion engines are the answer because something would be missing without that growl is wrong. I have kids who haven’t grown up with those sounds for the past thirty or fifty years as I have and don’t care about them. They’re used to the idea that there are combustion engines and electric motors, each with their own sounds. To them, both are cool. We older people need to change our attitude and learn that the lack of a sound can also be very cool.”

What does all of this mean? Well, other than the fact that Audi is now paying Ken Block to say things, we’re not absolutely certain. The manufacturer has been extremely cagey on the details, only admitting that the Hoonigan executive will be helping to deliver “exclusive joint projects in the field of electric mobility” and already drove the classic Sport Quattro S1, V8 Quattro DTM, Audi RS E-Tron GT, and E-Tron Vision Gran Turismo prototype.

My guess is that this results in another gymkhana video where Block pilots an Audi-branded vehicle through tight spaces at unadvisable speeds. Perhaps there will even be a few new electrified products from the manufacturer with Ken’s signature on them — though his sitting through an entire development phase seems unlikely.

Meanwhile, Porsche is supposedly already working on a new EV that will end up replacing one of its best models. According to Car and Driver, the 718 will become a totally battery-electric vehicle for the 2025 model year. The outlet said that it ended months of speculation after Porsche unveiled the Mission R Concept (pictured) at the Munich auto show. It’s the correct shape and size to replace the 718 and will reportedly serve as the template for its successor.

<img data-attachment-id=”1774610″ data-permalink=”https://www.thetruthaboutcars.com/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric/porsche-mission-r-concept/” data-orig-file=”http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-11.jpg” data-orig-size=”980,653″ data-comments-opened=”1″ data-image-meta=”{“aperture”:”0″,”credit”:””,”camera”:””,”caption”:””,”created_timestamp”:”0″,”copyright”:””,”focal_length”:”0″,”iso”:”0″,”shutter_speed”:”0″,”title”:””,”orientation”:”0″}” data-image-title=”Porsche Mission R Concept” data-image-description=”

Porsche

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From Car and Driver:

We haven’t seen the interior yet, but we are assured it will be the brand’s most futuristic yet, more forward-looking than the Taycan and a massive leap from the conservatively styled current 718 cockpit. In designing the user interface, Porsche is keeping the customer base in mind: In China, the most important market, the average age of a 718 buyer is just 31. We are told, “This will be the most modern Porsche.”

Sports-car fans have been concerned that an electric 718 could become excessively heavy; a Taycan, after all, comes in between 4,568 pounds for the entry-level model with the small battery and 5,199 pounds for the Turbo S Cross Turismo, despite its not-exactly-spacious package. The 718, on the other hand, will be almost a miracle of lightweight technology: The internal target weight is under 3,650 pounds.

Weight is one thing but the car also needs to be useable. If the Porsche Taycan taught us anything, it’s that diminished range can severely undermine what’s an otherwise desirable automobile. We’re also slightly concerned that future 718 models won’t be a cost-conscious alternative to the 911, but its main competition. The iconic 911 is said to remain internal-combustion-focused until at least 2030. Though an all-electric 718 will probably be able to match its acceleration before the speedometer reaches blistering speeds. Assuming there remains a divide between EV and ICE fans, this might not be a big issue and the same goes if Porsche can keep pricing below the $83,000 it charges for the Taycan.

However, it doesn’t really matter what the consumer wants or what it’s going to cost. Europe’s restrictive Euro 7 regulations have effectively painted all manufacturers into a corner. The European Automobile Manufacturers’ Association has claimed the proposed rules would basically kill their ability to continue developing internal-combustion engines, especially since regulators are considering real-world emission monitoring over the entire lifetime of a vehicle. Assuming Porsche still wants to build high-performance vehicles with juicy spec sheets inside the EU, they’ll have to be electric.

<img data-attachment-id=”1774612″ data-permalink=”https://www.thetruthaboutcars.com/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric/porsche-mission-r-concept-rear/” data-orig-file=”http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-16.jpg” data-orig-size=”980,653″ data-comments-opened=”1″ data-image-meta=”{“aperture”:”0″,”credit”:””,”camera”:””,”caption”:””,”created_timestamp”:”0″,”copyright”:””,”focal_length”:”0″,”iso”:”0″,”shutter_speed”:”0″,”title”:””,”orientation”:”0″}” data-image-title=”Porsche Mission R concept rear” data-image-description=”

Porsche

” data-medium-file=”http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-13.jpg” data-large-file=”http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-2.jpg” class=”aligncenter size-large wp-image-1774612″ src=”http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-2.jpg” alt width=”610″ height=”406″ srcset=”http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-2.jpg 610w, http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-12.jpg 75w, http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-13.jpg 450w, http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-14.jpg 768w, http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-15.jpg 120w, http://turbosaga.com/wp-content/uploads/2021/09/volkswagen-group-audi-employs-ken-block-porsche-making-718-electric-16.jpg 980w” sizes=”(max-width: 610px) 100vw, 610px”>

[Images: Volkswagen Group]

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Do You Think Uber and Lyft Will Ever Be Profitable?

<img data-attachment-id=”1684684″ data-permalink=”https://www.thetruthaboutcars.com/2019/08/center-for-auto-safety-asks-uber-lyft-to-stop-using-recalled-cars/shutterstock_1419224972/” data-orig-file=”http://turbosaga.com/wp-content/uploads/2021/08/do-you-think-uber-and-lyft-will-ever-be-profitable-5.jpg” data-orig-size=”932,637″ data-comments-opened=”1″ data-image-meta=”{“aperture”:”0″,”credit”:””,”camera”:””,”caption”:””,”created_timestamp”:”0″,”copyright”:””,”focal_length”:”0″,”iso”:”0″,”shutter_speed”:”0″,”title”:””,”orientation”:”1″}” data-image-title=”uber lyft sign” data-image-description=”

Jonathan Weiss/Shutterstock

While the tech industry does have firms pushing useful applications and products, it’s quite possibly the most disingenuous business sector of the modern age. Companies selling literally nothing more than false promises routinely see multi-billion-dollar valuations. The necessary hardware is always just “years away” and sold to investors who haven’t realized it was never real in the first place. A significant portion of the industry is also little more than reorganizing payment structures or access to services for the sake of convivence, making sure you’re locked into a plan that keeps your financial and personal details perpetually on file. But sometimes this actually results in worthwhile solutions which may (or may not) be capable of turning a legitimate profit.

Ride-hailing firms are probably one of the earliest and best examples of all the above. Uber and Lyft both lost a lot of money in 2020 but both remain convinced that profitability is just over the next hill. But there are plenty of obstacles littering the incline.

Uber’s revenue fell from $13 billion in 2019 to $11.1 billion in 2020, as Lyft went from $3.6 billion to $2.4 billion in the same timeframe. While we can blame much of that on demand being suppressed by the virus of unspecified origins, both companies were branching out into services that thrived during the pandemic (specifically food delivery) and weren’t on track to become profitable anyway.

But that’s allegedly changing. Uber even has redefined adjusted EBITDA for this year to ensure that it can tell investors at the end of 2021 that it’s profitable — provided you ignore twelve different expense categories the company earmarked in advance. Lyft’s goals were similar and the company has been streamlining itself and increasing fares to make sure it has its adjusted earnings profitability by the third quarter of 2020. Unfortunately, now that everyone in the media is screeching about the Delta variant, massaging those predictions into something rosy could become substantially harder.

The European Union has begun implementing vaccine passports for certain forms of travel, despite lockdown protests becoming routine over the summer. Other nations are also considering instituting new restrictions on the population as a way to combat the latest COVID strain that’s getting everyone’s panties in a twist. Regardless of how foolish or sound you happen to find those restrictions to be, they remain poised to hamstring sectors of the economy on a global scale.

“The continued uncertainty around the pandemic’s trajectory will suppress both supply and demand for rideshare services until we see what the Delta variant’s death toll really is,” Forrester analyst James McQuivey told Reuters this week.

Suppressed demand is something ride-hailing companies have already attempted to contend with by instituting new COVID safety rules on both their customers and drivers. But this may have also had unintended ramifications. Rules stipulating that vehicles had to have their windows down drove away many would-be customers during the colder months. Your author effectively abandoned ride-hailing over the updated protocols, deciding it was more enjoyable to spend the extra time and money to find parking than be subjected to freezing winds with someone that likely had their mask around their chin anyway and was expecting to be tipped upon arrival.

But it wasn’t just customers that Uber and Lyft lost in 2020. It was also losing employees (which the platforms reference as “independent contractors” so they’re not made eligible for benefits) who realized the money wasn’t going to be there when everyone was staying home. While some transitioned to delivery services like Uber Eats, many simply stopped driving altogether. Now the sector is confronting a pretty massive driver shortage, mimicking what we’ve seen among the long-haul trucking industry.

From Reuters:

During the second quarter, when it appeared the coronavirus threat was receding, Uber and Lyft were focused on luring drivers back with large pay incentives.

Analysts at KeyBanc Capital Markets in a note said the incentives were proving effective at getting more drivers on the platforms, allowing the companies to start strategically dialing back the extra pay.

KeyBanc said its proprietary data showed guaranteed fares per ride dropped 5.5 [percent] to $14.78 from June to mid-July.

Public data from regulators in Chicago and New York City, two of the companies’ largest markets, shows a continued growth in trips and vehicles in recent months.

Heartening but perhaps a little short-sighted. Those seeking full-time employment as drivers could probably be better served by getting into the trucking industry. Cargo delivery, particularly that which requires additional certifications, is absolutely desperate to refill its ranks after 2020 and has been raising rates accordingly with benefits. Many truckers retired last year and applications rates have declined as the general assumption was that these jobs would soon be replaced by autonomous vehicles. While that may be true in the long term, AVs remain nowhere near ready for public consumption. The little delivery bots you sometimes see milling around college towns are tailed by a human supervisor on a scooter or bicycle and their larger counterparts require constant adult supervision to ensure they can’t run amok.

Uber spent well over $1 billion on self-driving technologies itself. But ultimately sold off that unit to Aurora after its development efforts greatest achievement was being the first company to kill a pedestrian with an autonomous test vehicle. Venture capitalist Bill Gurley (one of Uber’s earliest supporters who was rumored to have a hand in ousting former CEO Travis Kalanick) called the whole program a mistake in February.

“We probably burned $2.5 billion on autonomous that was a waste of money,” Gurley said at the time, adding that he wished the money had still been around during the pandemic to invest more heavily into Uber Eats.

Ridership is presumed to increase over the next few months, particularly if COVID protocols are left lax. But the core business has been totally eclipsed by food delivery. It makes one wonder if any ride-hailing firm has the business model necessary to actually make money.

[Image: Jonathan Weiss/Shutterstock]

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GM Prioritizing Pickup Production Over Crossovers, Sedans

<img data-attachment-id=”1769300″ data-permalink=”https://www.thetruthaboutcars.com/2021/07/chip-shortage-leads-to-dead-cars-on-factory-lots-gm-halts-truck-production/a-2020-chevrolet-silverado-hd-in-the-trim-shop-on-thursday-janu/” data-orig-file=”https://www.thetruthaboutcars.com/wp-content/uploads/2021/07/GMFlintSilverado70.jpg” data-orig-size=”3000,2000″ data-comments-opened=”1″ data-image-meta=”{“aperture”:”4.5″,”credit”:”John F. Martin for Chevrolet”,”camera”:”Canon EOS 5D Mark III”,”caption”:”A 2020 Chevrolet Silverado HD in the trim shop on Thursday, January 24, 2019 at General Motors Flint Assembly in Flint, Michigan. (Photo by John F. Martin for Chevrolet)”,”created_timestamp”:”1548865370″,”copyright”:”\u00a9 2019 John F. Martin and General Motors. This image is protected by copyright but provided for editorial and social media use.”,”focal_length”:”24″,”iso”:”640″,”shutter_speed”:”0.016666666666667″,”title”:”A 2020 Chevrolet Silverado HD in the trim shop on Thursday, Janu”,”orientation”:”1″}” data-image-title=”A 2020 Chevrolet Silverado HD in the trim shop on Thursday, Janu” data-image-description=”

General Motors will resume full-size pickup assembly next week, leaving its crossovers will have to continue enduring production hang-ups related to the semiconductor shortage. American manufacturers have been absolutely creamed by supply shortages this year and a lack of chips really hurt pickup volumes. We’ve seen a lot of creative solutions, including automakers putting unfinished vehicles on the lot in hopes that they can install the missing hardware later.

But GM’s latest solution involves prioritizing Michigan’s Flint Assembly, Indiana’s Fort Wayne Assembly, Silao Assembly in Mexico — all of which were previously idled or operating on reduced schedules. Unfortunately, that means giving other North American facilities more downtime and, sadly, plenty of it.

According to Automotive News, this includes Kansas City’s Fairfax Assembly — which has been idled since February — and five other factories located in North America. The facility was supposed to return to normal at the start of this month, which was later revised for the end of August. However, the newest plan leaves Cadillac XT4 production offline until September 20th, with Chevrolet Malibu assembly now being a giant question mark.

Lansing Grand River Assembly, responsible for the Cadillac CT4 and CT5, has been down since May and just got a two-week extension on its current production leave. Assembly isn’t likely to resume until the very end of August.

San Luis Potosi Assembly has enjoyed more production time than most North American facilities this year. But it’s getting another three weeks of downtime before resuming production of the Chevy Equinox and GMC Terrain. Those models will be back on the assembly line on August 23rd.

That just leaves GM’s Lansing Delta Township, Spring Hill, and Ramos Arizpe facilities — all of which will be getting just one more week off. But we’ve learned not to assume anything in 2021, especially since this is just one of dozens of scheduling changes that had to be revised by automakers. If chip supplies don’t stabilize, we anticipate the manufacturer prioritizing Lansing — so it can get more Chevrolet Traverses and Buick Enclaves on the lot Ramos Arizpe — which builds the Chevy Blazer and Equinox — also has a good chance of getting preferential treatment. Though the whole gang is supposed to be fully operational by August 2nd.

General Motors is just one automaker contending with this industrywide disaster, however. This week saw Mercedes-Benz and BMW also cutting production, citing supply chain problems. Meanwhile, Nissan CEO Makoto Uchida was expressing his pensiveness about the ongoing semiconductor shortage to the media despite his company turning a profit for the first time in a while.

“Knowing the current situation … we cannot be optimistic,” Uchida told CNBC on Wednesday. “I think this is day-by-day still.”

[Image: General Motors]

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The Ferrari 296 GTB Isn’t Called Dino Because the Dino Wasn’t Up to Ferrari Standards

1972 - 1974 Ferrari Dino 246 GTS High Resolution Exterior Wallpaper quality
- image 321505

Fun Fact: Ferrari Dinos were named based on their engines. The Dino 246, for example, had a 2.4-liter, six-cylinder. The 308 had a 3.0-liter eight-cylinder. This naming scheme isn’t largely used today, as the company has switched to more conventional names like Roma, and Purosnague (is that conventional?) however, the new 296 GTB got it’s name from that old-school style of model designation – it’s powered by a 2.9-liter V-6, hence the 296 nomenclature.

The Ferrari Dino Has Been Coming Back For Years…. Or So They Say

2018 Ferrari Dino Exterior Exclusive Renderings Computer Renderings and Photoshop
- image 644417

We’ve covered news about a new Ferrari Dino all the way back to 2006, when we assumed Ferrari’s new Porsche 911 and Aston Martin Vantage competitor would bare the name. So, even if you don’t look elsewhere, it’s been nearly two decades that the Dino is allegedly returning. It didn’t help that there were “Dino images” popping up all over the unevolved internet back in ’06, spy shots of a small Ferrari, or rumors about a Geneva Motor Show launch in 2008 The list of supposed reveals and the news never stopped:

The Ferrari 296 GTB Isn't Called Dino Because the Dino Wasn't Up to Ferrari Standards
- image 111475

And, this doesn’t account for the last four years, in which we quite literally lost interest and finally believed that Ferrari was being honest about not bringing the name back. The truth is that Ferrari really has been working on an entry-level, V-6 powered sports car, despite the fact that Ferrari claimed in 2019, after discontinuing the “affordable” California, that an entry-level model (like the alleged Dino) just wasn’t needed. As it turns out, that was complete crap, which is official now that the 296 GTB has been revealed, but why didn’t Ferrari go with the somewhat iconic Dino name considering the fact that so many people were into the idea?

The Ferrari Dino Wasn’t A Real Ferrari

The Ferrari 296 GTB Isn't Called Dino Because the Dino Wasn't Up to Ferrari Standards
- image 726121

When I say that the Ferrari Dino wasn’t a real Ferrari, I mean that it didn’t live up to Ferrari’s standards, even back in the 1960s and 1970s. That’s why it never wore a Ferrari badge. And you don’t have to take my word for it. British publication Autocar was able to catch up with Ferrari’s commercial boss, Enrico Galliera, who agreed that there are some similarities, like the V-6 engine, but it’s a true Ferrari and not one built in compromise.

“It’s true, there are some similarities – mainly the engine. But the Dino didn’t carry the Ferrari badge, because it was developed to attract new clients, to enter a new segment, and Ferrari accepted some compromises in terms of dimensions, space, performance, and price.

The Ferrari 296 GTB Isn't Called Dino Because the Dino Wasn't Up to Ferrari Standards Exterior
- image 997222

So, while the 296 Ferrari GTB is the brand’s first V-6 road car since the Dino 246, it’s most certainly not a Dino. And, if you take what Galliera said to heart, there probably never will be another Dino. That name is rooted in compromise, and that’s something Ferrari just isn’t willing to do these days. After all, it’s bad enough that the company is working on an SUV, right? In the end, we can at least put all the Dino name drama to rest and move on once and for all.

Source: Autocar

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Teutonic Tesla: Volkswagen Now Building ‘Gigafactories’

<img data-attachment-id="1755530" data-permalink="https://www.thetruthaboutcars.com/2021/03/teutonic-tesla-volkswagen-now-building-gigafactories/volkswagen-power-day-2021/" data-orig-file="https://www.thetruthaboutcars.com/wp-content/uploads/2021/03/DB2021AL00276_medium.jpg" data-orig-size="1795,1010" data-comments-opened="1" data-image-meta="{"aperture":"0","credit":"","camera":"","caption":"","created_timestamp":"0","copyright":"Volkswagen AG","focal_length":"0","iso":"0","shutter_speed":"0","title":"Volkswagen Power Day 2021","orientation":"1"}" data-image-title="Volkswagen Power Day 2021" data-image-description="

VW Group

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As much as we’ve criticized American luxury brands for emulating the Germans, we’ve failed to do the same for Volkswagen Group’s pathetic attempts at copying Tesla. That changes with Monday’s announcement that VW will assemble six “gigafactories” in Europe by 2030. Shared on “Power Day” — the company’s bastardized version of Tesla’s Battery Day — the plan is supposed to result in a production capacity of 240 GWh annually when completed and help VW reduce battery costs while also securing access.

It’s not a half-bad plan for a company entirely devoted to electrification, which is probably why Tesla follows a similar model using nearly identical terminology. Though, considering the absolute mess Volkswagen seems to have made of its EV transmission thus far, some might find it difficult to blame the automaker for looking at the competition and breaking out the notepad.

Others will be less sympathetic while acknowledging this is probably VW’s best play if it’s serious about EVs.

Volkswagen is only in this mess for getting caught circumventing emissions by illegal means, specifically software that flubbed the test results of diesel models. While we’re happy to suggest the brand was placed in a difficult situation by being the first automaker to get majorly busted for skirting the nearly impossible to adhere to rules regarding modern diesel emissions, it was still being exposed to the same scrutiny as other manufacturers. But it went the coverup route before confessing and has responded by transmogrifying itself into a beacon of greenness as penance for its eco-crimes. Volkswagen became a “mobility company” overnight in 2016 — born again, so to speak — despite its product lineup showing its status as a relatively traditional automaker, often forcing us to take it at its word.

VW has endeavored to keep up appearances while sprinting full tilt toward widespread electrification. But the fruit of its labor haven’t always panned out. The company has had a terrible time with battery suppliers and most of the EVs delivered thus far aren’t offering the kind of ranges that would make them compelling choices. Digitizing its products has also resulted in software issues that helped stymie the launches of numerous vehicles. In some cases, it even resulted in incomplete vehicles coming to market.

These are issues most automakers are confronting as they collectively attempt to redefine the purpose of the automotive industry, and we’re now way past the point where the adage “if it ain’t broke, don’t fix it” would be useful. By now, most manufacturers are totally committed to a future where vehicles are electric, connected, and monetizing your data as often as possible. Volkswagen just seems to have dove in the quickest, suffered the worst for it, and is now in a situation where it absolutely has to make things work.

Hence the new “gigafactories” — which don’t seem a bad solution, if you can ignore the Tesla comparisons.

From Volkswagen:

The Group is pushing ahead at full speed with the development of production capacities in Europe in order to meet the increasing demand for battery cells. “Together with partners, we want to have a total of six cell factories up and running in Europe by 2030 thus guaranteeing security of supply”, explains [Chairman of the Board of Management of Volkswagen Group Technology] Thomas Schmall. The new factories are expected to produce cells with a total energy value of 240 GWh per year by the time they are finally completed. Volkswagen is therefore actively contributing to meet the targets of the European Union’s Green Deal. The first two factories will operate in the Swedish city of Skellefteå and in Salzgitter. In response to increased demand, Volkswagen has decided to refocus the previous plan in relation to cell production and concentrate production of its premium cells in the Swedish gigafactory “Northvolt Ett” in Skellefteå in collaboration with Northvolt. The production of these cells is set to commence in 2023 and will be expanded gradually to an annual capacity of up to 40 GWh.

Those capacities are annual and are supposed to cut battery costs by up to 50 percent once all synergies are accounted for. But we think the big get here is VW having a direct line on an essential component it’s had serious problems procuring in even modest quantities. These also help bring the automaker closer to its goal of making energy management a viable source of revenue. This again harkens back to Tesla. In 2019, Tesla CEO Elon Musk claimed that energy storage would gradually become a larger aspect of the business. The following year, he said that Tesla Energy would likely grow to be at least as big as its automotive aspirations.

Meanwhile, Volkswagen has repeatedly announced its role in the planned expansion of the public fast-charging network. Its latest release also said cooperation has been agreed to in Europe with some of the regions the energy companies, including BP, Iberdrola, and Enel. VW is plotting a course of staggered investments. As we’re not fortune tellers, we cannot predict how successful this strategy will be. But it does show that the company isn’t interested in taking half measures. And emulating the parts of Tesla that appear to be working makes it derivate and cringe-inducing, not stupid.

[Image: Volkswagen Group]

Lucid Motors Plots 20 Storefronts By 2022

<img data-attachment-id="1531073" data-permalink="https://www.thetruthaboutcars.com/2017/03/clearing-the-air-price-and-specs/020a12_c1661576311d48cbb2e98acc04be6af0-mv2_d_3240_1907_s_2/" data-orig-file="https://www.thetruthaboutcars.com/wp-content/uploads/2017/03/020a12_c1661576311d48cbb2e98acc04be6af0-mv2_d_3240_1907_s_2-e1489607287333.jpg" data-orig-size="2240,1318" data-comments-opened="1" data-image-meta="{"aperture":"2.8","credit":"","camera":"FC6310","caption":"","created_timestamp":"1481466431","copyright":"","focal_length":"8.8","iso":"200","shutter_speed":"0.01","title":"","orientation":"1"}" data-image-title="Lucid Air" data-image-description="

Image: Lucid Motors

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On Wednesday, Lucid Motors announced plans to open 20 retail locations and service centers across North America by the end of 2021. They’ll be called “Lucid Studios,” helping the company herald in what it considers “new standards for sustainable transportation” via the sale of luxury vehicles.

You know as well as we do that this type of language is customary among EV startups trying to sell you on the concept of shopping your way into a healthier environment. Yet the strategy appears to be working. Electric vehicle firms seem to enjoy nothing but victory on this continent right now — even if they seem to be dying off in places like China — and are poised to make big moves over the next few years.

That said, it’s always prudent to take any announcements from an automaker with a grain of salt. That’s doubly true if they happen to be in their infancy. Elio Motors had (has?) a pretty sound business plan, and we all know how that turned out. In the electric realm, we could just as easily point to Faraday Future, Dyson, or the recent troubles incurred by Nio — the latter of which seemed positioned to take on Tesla in Asia a few months ago, with plans to eventually market product here.

Lucid, like so many automotive startups before it, may end up in a similarly sinking boat. Its direct-to-consumer model is hardly new among EV companies. It also harps on sustainable materials integrated into both its products and facilities using flowery language, most of it woefully empty.

“Just as the Lucid Air is meticulously designed and engineered to be a new benchmark in the luxury electric car segment, we designed Lucid Studios to be engaging, to start conversations and to help educate people about the performance and efficiency benchmarks possible in an electric vehicle,” said Peter Rawlinson, CEO and CTO of Lucid Motors. “A Lucid Studio is a place for people to learn about our unique brand while supporting every facet of the customer journey.”

You have to wonder if the people writing the copy for these kinds of press announcements actually speak them aloud before publishing. Obviously, they can’t just say “we’re opening some shops, come on by” and maintain that air of subtle superiority. But there’s just something so hollow and monotonous about the media releases of luxury automakers. Is this how fancier people like being spoken to, or have I just read too much marketing copy?

Happily, Lucid’s commitment to actually building these stores seems far less empty than the default phrasing it chose for marketing purposes. It’s already promised to construct 8 storefronts posthaste. While the first few will be located in California, the company said it wants to put one in New York City’s Meatpacking District; another just outside Washington, D.C.; and two on Florida’s West Coast.

From Lucid Motors:

With a direct-to-consumer model, Lucid will offer a digitally enhanced luxury experience tailored to each customer’s purchase and ownership preferences. Customers will have the option to visit a Studio in person, make their inquiries entirely online, or any combination of the two. The company’s California-inspired design aesthetic is integrated throughout the experience in both physical spaces and digital experiences.

For Lucid Studios, this translates to an efficient design that supports every phase of the customer journey, from discovery to delivery and every moment in between. To that end, Lucid purposely selected spaces with relatively small footprints in high-traffic areas, where customers can spend time in a thoughtfully designed space that highlights Lucid’s advanced technology in a warm atmosphere of natural, sustainable materials.

It doesn’t sound as though the shops will be ready in time for the 1,000-hp Lucid Air that’s set to debut this September. A few should be prepped in time for its actual launch, which was pushed back on account of the pandemic. Considering the pace at which Lucid was already moving, that may not be the worst thing in the world. There’s a sense that many of these EV startups destroyed themselves by biting off way more than they were ready to chew.

Lucid is one of the few that shows real promise, however, and it seems intent on delivering a genuinely appealing EV at a high-but-competitive price. It’s a fragile ecosystem, and electric cars are extremely vulnerable — and supported primarily by outside investments. Best to play it safe when things seem to be going smoothly.

[Images: Lucid Motors]

Tag: Industry News

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