Emeya is a Lotus. No, it is not built in Hethel. Not designed by the same guys who created Elise, Emira, Exige and countless of fabulous sports cars. In fact, it is a product of another company, Lotus Technology, that was founded by parent company Geely in Wuhan, China, where it is developed and built. In short, it is another Chinese EV, just pretend to be a Lotus.

Obviously, the Emeya, codenamed Type 133, is derived from the Eletre SUV. It is an EV, of course, sharing much the same underpinnings of that truck. At over 5.1 meters long, it is even longer than that truck. Considering the Eletre weighs between 2490 kg and 2640 kg, I bet the top Emeya will be easily 2500 kg, equivalent to a Rolls-Royce Phantom. Colin Chapman might not be impressed if he was still around.



Unsurprisingly, the top version of Emeya, likely to be called R, shares the Eletre's top powertrain: twin-motor, 905 hp and 726 lbft of torque. Performance is claimed to be 159 mph top speed and 0-60 mph taking just 2.7 seconds. Range is not revealed yet, but considering the car employs a 102 kWh battery pack (slightly smaller than Eletre's), should be around 350 miles in WLTP cycle. It runs on state of the art 800V architecture and 350kW DC charging, so charging is pretty quick.

The chassis is a mixture of aluminum and steel like its sister. It employs air suspension and adaptive dampers, an active rear spoiler that contributes to a total downforce of 215 kg. 4-wheel drive, of course. Nothing sounds like a Lotus.



If the driving impression on Eletre applies to it as well, it will be quite disgusting. While motoring journalists prefer its speed and calmness, its steering, handling and ride feel more Germanic than Lotus. And it will be no match for Porsche Taycan for driving thrills. But that will be quite an achievement for a Chinese EV.

The original Alfa Romeo Tipo 33 Stradale, launched in 1967, was one of the most beautiful cars ever built. It was also the only mid-engined supercar created by Alfa Romeo in its entire history, something like M1 of BMW. Since then Alfa never had the resources and determination to build another supercar. Fortunately, the advancement of small scale production technology (like 3D printing), the development of hypercar market and supply chains mean today it is possible to build a small batch of exclusive supercars at relatively reasonable costs - as long as you can find a few dozen buyers willing to pay in excess of 1 million euros / pounds / dollars. Alfa Romeo has managed to do so. 2 years ago, it set up a small division called "Bottega" for developing custom projects like this (think of Aston Martin's Q, Ferrari's Special Projects program or McLaren's MSO). They held meetings with wealthy "Alfistis" and decided the looks and specifications of the new supercar, which is to be a modern 33 Stradale. Only 33 cars are to be built, each costs 1.7 million euros before local taxes but all have been sold.



The styling of the new 33 successfully recaptures the spirit of the original. Its key feature is a low and flowing waistline that makes it incredibly sexy. Wrap-around windscreen, a full glasshouse and butterfly doors that open the roof as well are also the trademark features of the Tipo 33. Ditto the small winding windows, the prominent air intakes located aft of the doors and a styling black patch located behind the rear wheels. Even the large glass-covered headlights are reminiscent of the original car's. My only reservation is the 3D-style triangular grille at its nose, which is constructed from 8 pieces of metal plates arranged like contour lines.

The car does not employ active aero - understandable for such a small scale production, so its Cd of 0.375 is a compromise with zero lift.



You might wonder how Alfa could afford the development costs with only 33 cars to be built. The answer is simple: it shares many underpinnings with Maserati MC20.

It shares the Maserati's 2700mm wheelbase and is just marginally shorter at 4.6 meters. It uses the same Dallara-built carbon-fiber tub and aluminum subframes, although the carbon-fiber windscreen frame and the fixed center section of roof are unique, as are the butterfly doors. It uses similar double-wishbone suspensions all around, adaptive dampers and Brembo carbon ceramic brakes (which are optional in MC20). As for engine, Alfa Romeo said the dry-sump 3.0-liter twin-turbo V6 is an evolution of the 2.9-liter unit on Giulia QF, but it doesn't hide the fact that it is a tuned version of the Maserati's 3.0-liter unit. Same goes for the Tremec 8-speed dual-clutch gearbox and active differential. The engine is mounted longitudinally, of course.



While specifications are not fixed yet, Alfa promises the V6 will produce at least 620 horsepower (630hp on Maserati). This brings a top speed of 207 mph (333 km/h), 5 mph higher than MC20, and 0-62 mph sprint in under 3 seconds (2.9 for MC20). Expect the car will weigh around 1500 kg, more or less the same as its cousin.

Even though so few cars are slated to be built, there will be a pure electric power option. It is possible because the Maserati will offer the same option, too. That car will produce at least 750 horsepower and sprint from rest to 62 mph in less than 2.5 seconds. The numbers might be a little conservative, as a similar 3-motor setup used in Maserati GranTurismo Folgore already produces 760 hp and does 0-62 in 2.7 seconds. The electric 33 Stradale might weigh close to 2000 kg, but still over 200 kg lighter than the Maserati GT. Range? You guess right, at least 450 km (280 miles), the same as Maserati.



Inside, the cockpit design is so simple yet so refreshing. Its retro-style seats are inspired by the original 33 Stradale. Its steering wheels are free of buttons. Its aluminum center console employs all mechanical switches - toggle and rotary. Further controls can be found on the roof in aircraft style. A small infotainment touchscreen (which looks like carried over from the MC20) can be retracted under the dashboard. The TFT instrument has 3D effect graphics like some Peugeot cars (also belong to Stellantis).

The driving experience should be pure. There are not many driving modes to choose from, only Strada (street) and Pista (track). Stability and traction control can be switched off in Pista mode.

Development of the supercar is still on-going. Delivery is scheduled to start in December 2024 and finish within 2026. Assembly is contracted to reborn Italian coachbuilder Carrozzeria Touring Superleggera. Most buyers have not decided which powertrain to go for, but expect most will take the petrol engine.

You might ask, will it be really profitable by building so few cars? Alfa said it is only the first act of "Bottega". More special projects will follow, and don't be surprised to see another riding on the same platform.

Volkswagen has launched the 9th generation Passat exactly 50 years after the original. Now available in only estate form called "Variant", the new Passat has to live alongside the electric ID.7 (which is saloon only) thus sales volume will be reduced inevitably. As it is living on borrowed time, the Mk9 is not a big departure from the old one. It is based on the MQB Evo platform which, as its name suggests, is only an evolution of the outgoing MQB. There are no big changes in the mechanical side, although the car does follow the market trend to grow larger. It is 144mm longer at 4917mm, 20mmw wider at 1852mm, and its wheelbase is stretched by 50mm to 2841mm. The latter boosts its rear legroom by the same amount. Luggage space is 40 liters larger at 690 liters with rear seats in place, or 1920 liters with them folded.

The car's exterior gets smoother, if not handsomer. Remarkably, Cd is lowered from 0.31 to 0.25, helping it to cut fuel consumption and emission.



The interior features standard digital instrument (10.25-inch) and a free-standing touchscreen (12.9in or 15in) that is oriented to the driver slightly. Responding the recent criticisms, hard buttons are used on the steering wheel, though climate and audio are still controlled via the touchscreen and its notorious "Slider" bar. Pneumatic massaging seats are optional.

The only major upgrade to the chassis is DCC Pro adaptive dampers, which have 2 valves instead of one for faster reaction and separate control of compression and rebound characteristics.

In the view of ICE demise, the range of petrol and diesel engines are only slightly updated to improve emission and fuel consumption. However, the engine range remains quite large:

- 1.5TSI Evo2 with 150 hp (still gets VTG turbo and cylinder deactivation);
- 2.0TSI EA888 Evo4 with 204 hp or 265 hp;
- 1.5TSI eHybrid with 204 hp or 272 hp (now with larger 19.7kWh battery instead of 10.6, boosting EV range to around 100 km);
- 2.0TDI EA288 Evo with 122 hp , 150 hp or 193 hp.

All engines mate with DSG gearbox, while 4motion 4WD is standard on the 265hp petrol and 193hp diesel.

This is the new Mini Cooper E and SE, the first Mini built on skateboard platform dedicated for EVs. It is developed by Spotlight Automotive, a joint venture between BMW and its Chinese partner Great Wall. This means it will be built exclusively in China and has no chance to get EV tax credit in the US market.

Losing the engine up front, the car has a shorter front overhang and slightly shorter overall as well, but other dimensions should be close to the current Mini. Maybe a little taller from these pictures, but no official figures are available yet.



The car signals a new design language called "Charismatic Simplicity", which does away with most chrome and reduces details to the essentials. It keeps the form of its predecessors though.

Inside, the ambience gets lighter and more airy. The dashboard is recessed and trimmed with soft materials. Instrument behind the steering wheel has been ditched, integrated into the round center touchscreen, which is now OLED.



Both Mini Cooper E and Cooper SE employ a single motor driving the front axle. They produce 184 hp / 214 lbft and 218 hp / 243 lbft, respectively, top 99 and 106 mph, sprint from 0-60 mph in 6.9 and 6.4 seconds, not that different, because their batteries vary. The lesser car employs a 40.7kWh battery while the SE uses 54.2kWh, which should weigh quite a bit more. Respective WLTP ranges are 305 km (190 miles) and 402 km (250 miles). That's a lot more practical than the current Mini Cooper SE with its dismal 32.6 kWh battery and 233 km (145 miles) range.

Unfortunately, charging speed is only 75 kW on Cooper E and 95 kW on Cooper SE.



What about the petrol Mini? Not dead yet. It will keep production in the Oxford plant in the UK, get a new generation soon to match the looks of the electric version, but retain the existing platform and engines, because the future of Mini won't lie on it.