TATA MOTORS

Tata Sierra EV: A low-cost electric version completes the range(10,560 euros)

At the end of last year, the Indian company Tata Motors revived the Sierra name for its monocoque SUV, after producing the eponymous 3-door body-on-chassis SUV from 1991 to 2003. Even before the SUV's recent debut, it was announced that the Sierra would also be available in an electric version, which has now been launched on the market.

In 1991, Tata Motors launched the Sierra, an SUV sold until 2001. In November 2025, the Sierra was relaunched in India with gasoline and diesel engines; last week, the brand began sales of the electric Sierra.ev version.

The Sierra is equipped with a 105 hp naturally aspirated 1.5L engine, a 158 hp turbocharged 1.5L engine, or a 115 hp 1.5L turbodiesel engine, paired with a 6-speed manual or automatic transmission. The Sierra.ev features either a 238 hp electric motor, a 208 hp electric motor, or a dual-motor setup producing 349 hp; these are paired with 63 kWh and 75 kWh battery packs, offering ranges of 565 km, 665 km, and 624 km, respectively.

In terms of design, the resemblance between the internal combustion and electric versions is evident, with the main difference being a more minimalist front grille on the electric model. It features MacPherson struts on the front axle and a multi-link setup on the rear, disc brakes on both axles, and a Level 2+ autonomous driving system. Inside, it features a 10.25-inch instrument cluster, a 12.3-inch multimedia system, a 12.3-inch passenger display, a head-up display, and ambient lighting.

The internal combustion version comes in a total of 24 variants, priced between 1,490,000 and 2,219,000 Indian Rupees. The electric version offers 8 variants, priced between 1,879,000 and 2,599,000 Indian Rupees. Its dimensions are 4,340 x 1,841 x 1,750 x 2,730 mm (length x width x height x wheelbase), with a 622-liter fuel capacity.

The Tata Sierra EV differs only slightly from the classic model on the outside. At the front, under the narrow LED strip of daytime running lights, the black insert has been replaced by a smooth panel in the EV's body color. The bumper has also been redesigned, and the wheels are 18 or 19 inches in diameter, unlike the SUS model, which also offers 17-inch rims. The only change in dimensions is the increase in height from 1,715 to 1,750 mm, while the other measurements are identical – length 4,340 mm, width 1,841 mm, wheelbase 2,730 mm.

The interior of the electric SUV reflects the “traditional” Sierra. In the basic equipment packages, there are two screens on the dashboard: a 10.25-inch instrument panel and a 12.3-inch multimedia touchscreen. Higher equipment packages come with an additional 12.3-inch diagonal screen for the passenger. The basic model’s equipment also includes LED headlights, automatic climate control, a reversing camera and cruise control.

Higher equipment levels add a panoramic roof, ventilated front seats, a head-up display, wide-angle cameras, adaptive cruise control, automatic braking and lane-keeping assist. The boot volume of 622 litres, or 1,257 litres with the rear seats folded, is identical to the petrol and diesel Sierra. However, the Sierra EV has an additional compartment under the bonnet, with a capacity of 35 or 55 litres, depending on the version.

The electric SUV is offered in three modifications. The cheapest Tata Sierra EV 63 on the rear axle has an electric motor with a power of 175 kW/238 hp and a battery with a capacity of 63 kWh, offering a range of 535 km in the local cycle. The basic version before tax costs 1.879 million rupees, or 17,270 euros. The Tata Sierra EV 75 is also rear-wheel drive, with a weaker engine (153 kW/209 hp), but a more powerful battery, with a capacity of 75 kWh for a range of 665 km.

The top modification is the Tata Sierra EV 75 QWD with two motors and all-wheel drive. The front has an electric motor with a power of 103 kW (140 hp), the rear has a more powerful 175 kW (209 hp). As can be seen from the designation, the all-wheel drive SUV is equipped with a 75 kWh battery and offers a range of 624 km. This version costs from 2.648 million Indian rupees, which is equivalent to 24,335 euros. For comparison, the cheapest gasoline Sierra costs 1,149,000 rupees (10,560 euros).

Autonews

AUTONEWS

Is it a mistake to fill your tank to the top when it's hot? Here's what the experts say

With the arrival of summer and high temperatures, the advice that drivers often hear is becoming more relevant again - that during the heat you shouldn't fill your tank to the top because gasoline and diesel expand due to heat, which supposedly can pose a risk. But what is actually true, and what is just a myth?

The short and clear answer is - yes, you can fill your car or camper to the top quite normally, even in extreme summer temperatures. The key problem, however, lies not in the concept of a full tank itself, but in what drivers mean by "filling" and the dangerous mistake that many of them repeatedly make at gas stations, reports Autonews.

As long as you fill your car only until the pump nozzle automatically "clicks" and stops the fuel flow, you are completely safe - even if it's 35 degrees Celsius outside.

A serious problem and technical risk only arises when drivers, after that initial automatic shutdown, continue to manually squeeze the gun and “round up” the amount on the display, trying to squeeze in a little more fuel. Vehicle manufacturers, mechanics and technical institutes unanimously warn against this very practice, reports Feniks magazine.

3 Key Facts About Fuel Expansion During Summer Heat

Fuel is cold in the ground, it only expands in the car:

The biggest misconception is that gasoline or diesel heats up and expands inside the gas pump or in the hose. The truth is that fuel in underground gas station tanks remains relatively cool even during the hottest summer days. The process of volumetric expansion only begins after the fuel reaches your car’s tank, where it is quickly heated by solar radiation, hot asphalt and the heat of the engine itself.

What is the purpose of the expansion space:

The automatic closing of the fuel nozzle not only signals that the tank is full, but also ensures that there is exactly as much free space inside the tank as the car manufacturer intended for expansion. This empty safety part serves as a reserve for the accumulation of accumulated fuel vapors and for the inevitable expansion of gasoline or diesel due to an increase in temperature. When the temperature rises, the fuel can expand freely without leaking or overloading the ventilation system.

Pouring in “excess” destroys the filters:

If you continue to fill the tank after the first click, you gradually fill this strictly defined safety space. Depending on the vehicle model, up to 17 additional liters of fuel that should not be there can be squeezed into the expansion spaces and supply pipes. When the tank is so full that it heats up in the sun, the fuel has nowhere to go, so it starts to leak or goes directly into the evaporation system, which is designed exclusively for collecting gas vapors. This creates a huge load and permanently damages the activated carbon filter and other sensitive purification components.

Exactly how much do liters of gasoline and diesel expand in the heat?

That the expansion of liquids in the summer heat is not negligible is best shown by accurate physical calculations depending on the volume of the tank and the temperature jump in degrees Celsius.

Calculations show that in larger tanks of 80 liters (often found in large caravans, SUVs or campers), gasoline can expand by almost 3 liters if the temperature rises by 30 degrees. If you have eliminated the expansion space by manually filling the tank, this volume will create dangerous pressure. So, on your next summer trip to the coast, remember the golden rule: as soon as the nozzle makes the first automatic "click", refueling is finished!

Is it dangerous to fill up your car with petrol on a hot day?

Rumours online fanned fears that hot petrol tanks can explode if filled to the limit.

The message claimed five cars exploded in a week due to being filled up when the cars were hot.

But this was debunked as false, as experts confirmed there’s no danger in filling up your car with petrol on a hot day.

The message has reportedly been around for years, and simply re-emerges each time a heatwave hits.

What is the truth about filling your car up on a hot day?

Experts said there’s “no truth in this” rumour.

Fuel systems are designed to cope with vapour coming from the fuel and there’s no risk of an explosion.

Drivers shouldn’t worry about filling their tanks to the top.

And in fact, they’re advised to do so – as the danger of running out of fuel is greater than the car exploding on a hot day.

Rod Dennis, RAC spokesperson, said last summer: “There is no truth in this.

“All fuel systems on passenger vehicles are designed to cope with any expansion of fuel, or vapour coming from the fuel.

“There is no risk of explosion from filling up a fuel tank fully and drivers should have no concerns in doing so.”

The AA confirmed the worrying message was an old false story.

They revealed cars are tested in weather extremes to be able to cope with hot and cold temperatures.

But what can damage your car on hot days?

Extreme temperatures won’t just give you sunburn and melt roads, but they also risk causing severe damage to your car.

Easily maintainable car parts threaten to shut down under the sweltering sun as disinterested drivers fail to look after their motors.

Oil and engine coolant are also under threat from soaring heat while fuel consumption is likely to increase.

Overheating brakes – or “fading” – can increase stopping distances and in worst cases lead to total brake failure.

Driving on under-inflated tyres in high temperatures can accelerate the chances of a blow-out by 60 per cent, too.

And engine performance can dip by 15 per cent – even more if it’s running the air conditioning.

Yes, it is a mistake to force extra fuel into your car after the pump clicks off. "Topping off" fills the crucial air gap required for fuel expansion in hot weather. This can push liquid gasoline into the vehicle’s evaporative emissions system, causing hundreds of dollars in damage.

The automatic shut-off on a fuel nozzle triggers when the tank is full, but it deliberately leaves some empty space at the top. This space is essential because gasoline expands as it heats up or warms inside a hot vehicle.

When you bypass that automatic stop by "topping off," you risk the following:

Evaporative system damage: Liquid gas can flood into the vapor recovery system (specifically the charcoal canister), ruining the filter. This frequently triggers your "Check Engine" light and can lead to expensive repairs.

Fuel spills: Liquid fuel can expand and spill out of the tank, creating a fire hazard or damaging the vehicle's paint.

The "explosion" myth: While overfilling can cause damage or leaks, modern fuel systems are highly pressurized and sealed, meaning you do not need to worry about your gas tank exploding in the summer heat.

ALFA ROMEO

SGT 55-SGT: a modern tribute to the Alfa Romeo 155 DTM, built on the Giulia Quadrifoglio platform

The Alfa Romeo 155 is now a thing of the past, but it remains popular among motorsport enthusiasts, having won championships in Italy, Spain, the UK and Germany. Now its DTM configuration has served as the inspiration for a reinterpreted model based on the modern Giulia Quadrifoglio.

The car is called the 55 SGT and is the creation of SGT Automobili, who insist that this is not a restomod. Instead, they seem to have created a car that looks like the Alfa from the victorious 1993 DTM with a V6 TI engine, but it is essentially a modern Giulia under the carbon fiber body.

Power comes from a 2.9-liter twin-turbocharged V6 engine, mated to an eight-speed automatic transmission. The Stradale version develops up to 620 hp in the most powerful version, while the Trofeo raises the power to 750 hp and 800 Nm of torque. Like the original 155 racing models, the new 55 SGT has all-wheel drive, and drivers can adjust torque distribution or even engage a drift mode that sends all power to the rear wheels.

SGT says the reinforced structure delivers 25 percent more torsional rigidity than the donor platform, while extensive use of carbon fiber, Kevlar, and “carbotitanium,” a composite invented by sister company Pagani, helps control weight.

The Stradale version weighs 1,590 kg, while the more aggressive Trofeo is 100 kg lighter, with a claimed curb weight of 1,490 kg. Other reasons for choosing the Trofeo include carbon fiber forks, an integrated lift system for quick tire changes on the track, upgraded brakes and an aerodynamic package that creates up to 460 kg of downforce, including a Formula 1-style DRS system.

The interior follows the same driver-oriented philosophy as the chassis. The rear seats have been removed in favor of a roll bar, and there are also sports seats and racing switches located in an elegant center console, which gives a DTM feel, but with significantly more luxury and sophistication than in a real race car or a modern Alfa Romeo.

Only 55 examples will be produced, with the first 10 being an "Opening Edition" model reserved for selected customers, while each car can be personalized as a unique example.

The conversion costs around 500,000 euros, with the base in the form of a donor model Giulia Quadrifoglio. The company announced that they have already secured four orders, meaning there are only six spots left in the "Opening Edition."

Autonews

AUTONEWS

New PTFE-free battery anode cuts charging time and extends EV range

Dry battery electrodes promise a cleaner way to build the lithium-ion cells that power electric vehicles and grid storage. However, one stubborn material has sat at the center of that promise: PTFE, the fluorinated binder better known as the polymer behind Teflon. It helps hold dry electrodes together. Yet, in battery anodes it can also become part of the problem.

A team in South Korea says it has found a way around that tradeoff by changing not just the binder. In addition, they changed the shape of the graphite itself.

Researchers at the Korea Institute of Materials Science, working with the Korea Electrotechnology Research Institute, developed a PTFE-free dry anode built from spray-dried graphite granules. Instead of relying on PTFE fibrillation, the method uses the CMC-SBR binder system already common in commercial wet-electrode production. Then, it restructures the graphite into rounded secondary particles designed to improve lithium-ion movement through thick electrodes.

“This technology presents a new approach capable of overcoming the limitations of conventional PTFE-based dry-electrode processes,” said Jihee Yoon, senior researcher at Korea Institute of Materials Science. “We expect it to be highly applicable to next-generation EV batteries that require both high energy density and fast-charging performance.”

A different way to build a thick anode...Dry-electrode manufacturing has drawn growing attention because it cuts back on organic solvents and energy-intensive drying steps. That can lower production costs and carbon emissions. Additionally, it helps manufacturers build thicker electrodes that store more energy in the same footprint.

The catch is that most dry-electrode approaches have depended heavily on PTFE. In cathodes, that chemistry has advanced far enough to look commercially practical. Meanwhile, anodes are different. They operate at much lower voltages. Under those conditions PTFE is known to decompose, causing irreversible capacity loss and weakening the binder’s function.

The South Korean group took a different route. They mixed flake graphite, styrene-butadiene rubber, carboxymethyl cellulose, and carbon black, then spray-dried the slurry into granules. That process turned the graphite into spherical secondary particles with a more random internal arrangement.

That internal geometry mattered. Conventional graphite particles tend to align in ways that make lithium ions move less efficiently through the thickness of an electrode. In the new granules, the graphite flakes were reoriented into a more isotropic structure, exposing more edge planes and creating multidirectional transport pathways. As a result, the team said that helped reduce the transport bottlenecks that usually show up as electrodes get thicker.

What changed inside the electrode...Microscopy and structural analyses pointed to clear differences between ordinary slurry-cast graphite electrodes and the granule-based dry anodes.

The slurry-cast version showed a strong porosity gradient through the electrode thickness, along with weaker contact near the copper current collector. In contrast, the dry granule electrode showed more uniform porosity and more continuous contact with the collector. Larger pores were also more common in the dry granule electrode. However, researchers linked this feature to improved lithium-ion transport under high-current conditions.

Graphite alignment changed too. In the slurry-cast electrode, flakes tended to lie more horizontally. In the granule-based dry electrode, their orientation was broader and more random.

Schematc illustration of (a) fabrication processes of slurry-casted graphite (SC-Gr) and dry-processed granulized graphite (DP-GN), and (b) Li⁺ transport pathways during lithiation in the resulting electrode structures. (CREDIT: Energy Storage Materials)

That came with a tradeoff. Surface conductance was lower in the dry granule electrode, because randomly oriented graphite exposes more edge planes, and graphite conducts electricity far better along some directions than others. But for graphite anodes, the limiting factor in fast charging is often lithium-ion transport rather than electron flow. The researchers argued that giving up some electrical conductance was worthwhile if ion movement improved enough.

They also found a more even binder distribution. In slurry-cast electrodes, the SBR binder migrated upward during solvent evaporation, building up near the top surface. In the dry granule electrode, that migration was largely suppressed, leaving a more uniform structure across the full thickness.

Faster lithiation, stronger cycling...The performance gap widened as the electrodes were pushed to higher areal capacities.

At 5.5 mAh cm−2, the first lithiation capacities of the two anodes were close. At 6.9 mAh cm−2, the dry granule anode largely held its capacity, reaching 353.5 mAh g−1. Meanwhile, the slurry-cast anode dropped to 344.2 mAh g−1. The granule-based electrode also kept clearer voltage plateaus tied to graphite’s staging behavior. This is a sign of more uniform lithiation through a thick electrode.

A related measure told a similar story. As areal capacity increased to 6.9 mAh cm−2, the constant-voltage contribution in the slurry-cast anode rose sharply to 13.5 percent. In the dry granule anode, it stayed lower at 8.5 percent, indicating less severe transport limitation during charging.

The dry granule electrode also showed slightly higher lithium-ion diffusion coefficients across the lithiation range. In a specially designed reaction dynamics analysis cell, current repeatedly favored the granule-based electrode over the slurry-cast one. That advantage became much stronger at higher charging rates.

In half-cell testing at 6.9 mAh cm−2, the dry granule anode delivered 353.5 mAh g−1 in the formation cycle with an initial Coulombic efficiency of 92.6 percent. The slurry-cast anode reached 344.2 mAh g−1 and 90.3 percent. At 2C, the dry granule electrode delivered 109.5 mAh g−1. In comparison, the slurry-cast version delivered 81.1 mAh g−1.

During cycling at 0.5C, the dry granule electrode started higher and stayed higher. It retained 76.3 percent of its initial capacity after 40 cycles. That compared with 69.6 percent for the slurry-cast electrode.

Why leaving out PTFE mattered...The team also compared the new anode directly with a PTFE-based dry electrode.

Here the contrast was sharp. The PTFE electrode showed an abnormally high initial charge capacity of 470.8 mAh g−1 and a much lower initial Coulombic efficiency of 70.0 percent, compared with 92.6 percent for the PTFE-free dry granule anode. Additionally, differential capacity plots pointed to extra reduction reactions in the PTFE system before the main graphite lithiation process, consistent with PTFE decomposition.

XPS measurements reinforced that picture. After lithiation, the PTFE electrode showed signs of decomposed fluorinated species and LiF formation. The PTFE-free system instead formed what the team described as more typical and stable interfacial species.

First-principles calculations supported the experimental results. PTFE had a lower LUMO energy than CMC or SBR, meaning it was more easily reduced under anode operating conditions. Its electronic structure also suggested that incoming electrons could directly weaken carbon-fluorine bonds. Therefore, this offered a mechanistic reason for the instability seen in testing.

In full cells, the differences remained. At 1C, the dry granule cell delivered 172.1 mAh g−1. The slurry-cast full cell delivered 155.6 mAh g−1. At 2C, the gap widened to 109.5 versus 90.3 mAh g−1. After 200 cycles at 1C, the dry granule full cell retained 151.1 mAh g−1, or 81.8 percent of its initial capacity. The slurry-cast cell retained 114.4 mAh g−1, or 71.5 percent.

Practical implications of the research...This work points to a cleaner route for making thick, high-energy battery anodes without relying on PTFE. By pairing an industry-standard CMC-SBR binder with spray-dried graphite granules, the process may be easier to scale than a completely new binder system.

The results suggest manufacturers could build dry electrodes with better fast-charging behavior, more stable cycling, and more uniform internal structure. Additionally, that would reduce solvent use, drying steps, manufacturing energy demand, and fluorinated-material concerns.

For electric vehicles and energy storage systems, that combination could help support longer driving range, faster charging, and lower-emission battery production.

This breakthrough eliminates the need for polytetrafluoroethylene (PTFE)—a traditional chemical binder that can degrade battery life and is subject to strict environmental regulations. Furthermore, moving away from PTFE allows manufacturers to completely drop toxic liquid solvents (such as NMP) and massive drying ovens from the production line.

By eliminating the wet-slurry process, this new method offers several distinct advantages for electric vehicles:

Enhanced fast-charging: The absence of PTFE-based blockages improves the internal uniform structure, lowering charge transfer resistance and allowing ions to move more freely.

Extended range: Dry-coated anodes can be made thicker and denser, packing more usable energy into the same physical space without sacrificing safety or performance.

Greener production: Without the need for heat-intensive drying ovens and solvent-recovery systems, factories can significantly cut carbon emissions, manufacturing energy, and production costs.

source: Korea Institute of Materials Science

BMW

2027 BMW X6

BMW has already begun developing the fourth generation of the X6 SUV. This highly coveted model from the German brand will undergo a complete overhaul and is expected to hit the streets by 2027. It will feature a host of advancements over the current X6, ranging from a more futuristic design—adopting the controversial "Neue Klasse" styling language—to the introduction of an all-new, fully electric variant. Here are the details.

As mentioned, the new generation—the fourth for the X6 SUV—will not hit the streets until 2027. It is expected to launch a year after the new X5 (pictured above and below), which arrives earlier in 2026; the X5 is already undergoing road tests in Europe with its final bodywork. Both vehicles share the same platform and numerous components.

Visually, the new 2027 BMW X6 will boast an even more aggressive and imposing look. Internally at BMW, this new generation is known by the code G66, whereas the current generation is the G06. Its design will adopt the new and controversial "Neue Klasse" styling language, which is set to be applied to virtually all BMW models moving forward, from the 3 Series to the new M5. Up front, the highlights will be ultra-slim headlights equipped with Laser Light technology and a redesigned signature kidney grille featuring "Iconic Glow" LED illumination instead of aluminum trim.

The SUV's bodywork will feature more aerodynamic lines; entry-level versions will come with 21-inch wheels, while higher-end models will sport 22-inch or even 23-inch wheels. The new X6 (2026/2027) will be built on the same platform as the current model, known as "CLAR" (Cluster Architecture). This platform is already highly modern and supports various powertrain types, including internal combustion engines, hybrids, and electric motors. Production will continue at the Spartanburg plant in South Carolina, USA.

The interior of the 2027 BMW X6 will also impress; the cabin will feature the new layout BMW unveiled earlier this year at CES, the major annual technology trade show in Las Vegas. The new cabin is defined by BMW Panoramic Vision—a type of panoramic head-up display that projects information across the entire windshield.

Standard equipment... The cabin will utilize eco-friendly materials, such as vegan leather, and adopt a cleaner, minimalist style. Key standard features include four-zone climate control, an electrochromic panoramic roof with a "starlight" mode, front seats with a massage function, and a Bowers & Wilkins Diamond surround sound system delivering "a mere" 1,500 watts.

The new 2027 BMW X6 will be far more technologically advanced. It will feature Level 3 autonomous driving capabilities—allowing the vehicle to drive almost automatically on highways—and incorporate one of BMW's most advanced ADAS (Advanced Driver Assistance Systems). It is expected to come equipped with LiDAR technology, which uses laser pulses to map the vehicle's surroundings, enabling driver-assistance systems to function regardless of weather conditions—whether day or night, rain or fog.

Additionally, the remote smartphone parking feature will gain new functions, and driver-assistance systems will offer enhanced capabilities.

In terms of powertrains, the 2027 BMW X6 will be available in gasoline, diesel, plug-in hybrid, and fully electric versions. The primary entry-level model will be the 40i, featuring a 3.0-liter inline-six engine producing approximately 400 hp in the gasoline version and 360 hp in the diesel configuration. The big news is the arrival of two all-new, fully electric versions of the X6: one featuring rear-wheel drive and 520 hp, and a top-of-the-line model with all-wheel drive and around 700 hp. The latter will be capable of accelerating from 0 to 100 km/h in about 3 seconds, likely making it one of the fastest SUVs on the planet.

Launched in 2008, the BMW X6 was an instant success; the vehicle is essentially a cooler, coupé-style version of the X5. Interestingly, despite having less interior space and—at least in the version sold in Brazil—less power, the X6 is more expensive than its sibling. Yet, nine out of ten people prefer the X6 over the X5, drawn in by the model's striking, sporty, and imposing appearance.

The X6 was so successful that BMW's rivals followed the Munich-based automaker's lead: Porsche launched a coupé version of the Cayenne, as did Mercedes with the GLE and Audi with the Q8.

In Brazil, however, the new model won't arrive anytime soon; it is expected to land only in early 2028.

 

Autonews

 

AUTONEWS

Rolls-Royce Phantom Extended Regatta

Rolls-Royce Motor Cars has unveiled the Phantom Regatta, a unique Phantom Extended that pays homage to the racing yachts of the English south coast and the regattas they compete in each summer on the Solent - including the historic Cowes Week.

These features, along with the neighbouring port of Chichester, are visible from the Goodwood estate, where the car will be unveiled during the upcoming Festival of Speed. They are also linked to the marque's co-founder, Sir Henry Royce, whose beloved home, Elmsted, is in the coastal village of West Wittering, just eight miles from the marque's current headquarters.

The car's exterior is painted Regatta Blue, a deep marine shade, over an English White underbody, applied as a hand-applied two-tone finish that evokes the line where a yacht's hull meets the water. The car sits on 22-inch fully polished wheels, their surfaces reminiscent of the polished steel winches of a racing yacht.

The interior color scheme evokes a yacht under full sail: deep blue water below, with white canvas above. The front is upholstered in Navy Blue leather; the rear is finished in Grace White. The seat and door trims, contrast stitching and steering wheel are presented in both shades, and the RR monograms are embroidered in turquoise, the same turquoise as the clear coastal water.

Piano Milori veneer is paired with Open Pore Royal Walnut. The picnic tables alone required around 120 hours of precision craftsmanship. They are finished like the yacht’s deck, each composed of 16 “planks” of Royal Walnut, cut from the same piece of wood to ensure uniformity in the slat pattern. Between them runs a thin piece of black Bolivar wood, just two millimeters wide and cut as a single piece to avoid visible joints, in the manner of a closed deck.

The centrepiece of the interior is a hand-painted artwork that runs the full width of the cabin. The work, called ‘Watercolour’, was created by the brand’s artist using specially developed paints on an open-pore wooden base. To capture the movement of waves and open water, the artist created a new mixing technique, perfected over two weeks on numerous test panels while the colours and application methods were tested and adapted to their vision for a faithful interpretation of the sea.

The interior, the brand’s craftsmen created the ‘Bespoke Starlight’ ceiling. The pattern design consists of 1,307 hand-laid fibre optic ‘stars’ and is inspired by the swirling tidal currents around the Isle of Wight. This exquisitely crafted reference is complemented by illuminated doors.

The car hides a detail. Each eye-shaped air vent is engraved with a set of geographical coordinates, visible only when the vent is tilted forward. The passenger-side air vent contains the coordinates of Goodwood House, 50°52'12"N 00°44'24"W; the driver-side air vent carries the coordinates of Rolls-Royce House, 50°51'13"N 00°44'40"W. The two points are located a mile apart and together fix the Phantom Regatta to where it came from.

AUTONEWS

An electrifying prospect: Retrofitting diesel buses instead of replacing them

An Empa study shows that retrofitting existing diesel buses for electric operation would allow the entire European bus fleet to be electrified about 15 years earlier. This would benefit not only the environment but also bus operators. With the cost savings, they could expand public transportation services – without a significant need for additional infrastructure.

One our biggest “to-dos” on the path to net-zero is transportation. Electric vehicles are replacing internal combustion engines; public transit is expected to grow, while private vehicle use is likely to decrease. Buses are a particularly attractive option for expanding public transportation: Unlike railways, they require virtually no new infrastructure. If private vehicle use declines at the same time as bus capacity expands, existing roads will have enough space to accommodate additional buses.

However, to fulfill their role in promoting sustainability, the buses must run on electricity. Today, diesel buses are increasingly being replaced by electric buses. But this process is still in its infancy: In 2023, just under three percent of all buses on European roads were electric. “If the bus fleet remains constant, it will take until at least 2055 for more than 95% of all European buses to be replaced by electric ones,” says Harald Desing from the Technology and Society laboratory at Empa in St. Gallen. “That’s after 2050, the year by which the net-zero target is supposed to be achieved in Europe and Switzerland – and many countries and regions have set themselves even more ambitious goals.”

In a paper recently published in the journal Environmental Research: Infrastructure and Sustainability, Desing therefore examined the potential of a different approach. “If we retrofit existing buses to run on electricity instead of replacing them with new ones, we’ll achieve full electrification of the bus fleet about 15 years earlier – and save on emissions and raw materials in the process,” concludes the researcher.

Simple conversion for lower emissions...As part of the EU research project CircEUlar, Desing has examined in detail the potential of this so-called e-retrofitting for the European bus fleet. His study shows that the conversion would be technically and economically feasible. “There are already companies today that offer e-retrofits for diesel and gasoline vehicles,” says the researcher. The major advantage with buses is that the process and the required components could be standardized. “In contrast to the wide variety of cars, there are only a few model series of city buses, but they are produced in large numbers,” explains Desing.

The average lifespan of a diesel bus in Europe is about 20 years. After that, the end-of-life vehicles are usually sold to other countries, where they continue to operate for many decades – and continue to produce emissions. “That’s not the most sustainable solution. Climate change doesn’t stop at national borders,” says Desing. Retrofitting prevents the bus from continuing to run on diesel elsewhere – and the conversion itself causes about 20 to 50 percent less environmental impact per bus than the production of a new bus.

To convert a diesel bus into an electric bus, you essentially need to replace the engine and transmission. Batteries are installed in place of the exhaust system and diesel tank. Any auxiliary drives for the air conditioning, braking system, and power steering can be converted to small electric motors relatively easily. “With standardized retrofit kits, a single conversion would take only a few days. The electrification of the fleet could thus take place without significantly impacting day-to-day operations,” the researcher explains. Furthermore, the removed parts consist largely of steel and aluminum and can be recycled.

A faster and more cost-effective path to an e-bus fleet...Another advantage of retrofitting: Fleet operators would not have to wait for their vehicles to reach the end of their 20-year service life or artificially shorten it but could make the switch at any time. This could even extend the buses' service life: “Today, buses are replaced because they no longer meet modern emissions standards, such as those for particulate matter or noise,” explains Desing. “When the powertrain is replaced, the body and interior can often remain in service for much longer.” Bus operators thus save costs in the long term. Alternatively, these savings could also be invested in expanding the bus fleet.

The additional charging infrastructure for electric buses was not the subject of Desing’s study. However, the researcher is confident that this could be implemented relatively easily. “In locations with existing overhead lines, for example, buses can be charged while in motion,” the researcher explains. This would enable even greater cost savings during retrofitting, as smaller batteries would suffice.

To further pursue this promising strategy, the technology for e-retrofitting would need to be standardized and scaled up. Although his study focused on the European bus fleet, Harald Desing also sees potential for other countries and regions – though this would first need to be investigated more closely. It would also be conceivable to retrofit trucks, which are on the roads in even greater numbers.

E-retrofitting as a way to accelerate bus fleet electrification in Europe? Assuming a similar operational lifetime of the existing bus fleet in the coming decades, >95% electrification of the European bus fleet will not be achieved before 2055. As most European countries aim at becoming climate neutral before 2050, this strategy of replacing the current, predominantly diesel-powered bus fleet with new BEV will arrive too late. What we need, thus, is a strategy capable of accelerating bus electrification, not least to make public transport more attractive to motivate reduced car reliance.

The electrification of bus transit is one essential milestone on the road to reach cities’, regions’, and countries’ climate goals, improve air quality in urban areas and reduce noise pollution. Mature technological options are available on the market and new city bus registrations in Europe are on a fast track to reach 100% likely still this decade provided current growth rates continue (estimate by Transport & Environment). And in regional and inter-city bus transit, the share of battery electric vehicles (BEV) is also constantly increasing.

But the question is: is it fast enough to electrify the existing fleet compatible with Europe’s climate ambition? In the past 25 years, the number of buses on European roads (EU+4) remained about constant at roughly 800,000 units. More than 95% of the existing fleet in 2025 was powered by fossil drive trains (mostly diesel, some petrol, gas, and hybrids), which will have to be replaced to reach emission-free bus transit. The average lifetime in the last 25 years was around 20 years and replacements of buses were driven by improving emission standards and fuel efficiency.

''If 95% of all buses produced since 2010 and still on the road today would be retrofitted, it would allow to achieve electrification 15 years earlier than in the replacement scenario. For whole of Europe, this can safe 300 million tons of CO2,e emissions, more than the emissions of Spain in 2024''...Harald Desing, Scientist, Empa – Swiss Federal Laboratories for Materials Science and Technology

Bus electrification: time to replace the fleet are too long...Assuming a similar operational lifetime of the existing bus fleet in the coming decades and a very ambitious target of reaching 100% clean bus registrations by 2035, >95% electrification of the European bus fleet will not be achieved before 2057. As most European countries aim at becoming climate neutral before 2050, this strategy of replacing the current, predominantly diesel-powered bus fleet with new BEV will arrive too late even if we would ambitiously ramp-up new BEV bus registrations. What we need, thus, is a strategy capable of accelerating bus electrification, not least to make public transport more attractive to motivate reduced car reliance.

One possibility would be to shorten the lifetime of existing diesel buses and replace them with BEV prematurely. This strategy will, however, increase the cost of the public transport system and requires the bus industry to temporarily increase production numbers. If old diesel buses continue to get sold to countries outside Europe, they will remain on the road and thus still emit CO2 for many decades to come. Scraping functioning diesel buses prematurely, in contrast, is perceived a waste of resources and counter to the circular economy paradigm even though this would be environmentally beneficial.

Provided by Swiss Federal Laboratories for Materials Science and Technology