Quant rolls out white-labelled programmable money and banking infrastructure
Quant, a global leader in fintech and innovation, today announces the rollout of Quant Flow, an industry-first programmable money and banking infrastructure now available via a white-label solution to banks, institutions and corporates across Europe, the Middle East, and APAC.
0
Quant Flow was developed in response to the growing demand for smarter forms of commercial bank money and the need to modernise financial infrastructure, driven by rising regulatory pressure and competition from stablecoins, central bank digital currencies (CBDCs), neobanks and fintechs.
Quant Flow delivers automation and intelligence directly into money at the account level. For banks, this means they can respond to market demand, address regulation, innovate with new forms of money and defend profitability - all without the need for costly system overhauls.
For corporates, it enables them to harness programmable money to effortlessly connect to existing banking, business and financial applications. It also offers them the ability to design custom payment flows and automate financial processes to drive growth and eradicate inefficiencies through real-time programmable actions.
'Money today may look digital on the surface, but beneath the apps, most financial systems still rely on decades-old static rails. Quant Flow changes that. It brings intelligence to money itself - turning it into a programmable instrument embedded with code, not spreadsheets. This gives banks fintech-level agility without compromising on resilience, compliance or core stability,' says Gilbert Verdian, CEO and Founder of Quant.
Quant Flow enables banks to:
• Defend their client and market share to differentiate and innovate by offering smarter financial products like dynamic account options, automated money management tools, and custom products and services built around each customer's needs.
• Rapidly test and roll out innovative new banking features quickly using PayScript®, a purpose-built language that makes creating new banking and financial products as easy as a few lines of code.
• Remove friction by automating repetitive tasks such as currency conversions and cash flow adjustments based on real-time data, saving time and reducing risk.
• Automate compliance processes across regions, making it easier to stay on top of changing regulations.
With Quant Flow, banks can also offer their corporate business clients more control and insight over their finances. From smart automation to real-time dashboards, businesses can move from reactive to proactive financial decision-making that drives growth.
Key benefits of programmable money for corporates and businesses include:
• Smarter cash management. They can set programmable rules that automate things like currency conversions, tax payments, or loan repayments as events or triggers - taking advantage of market conditions, saving time and reducing human error.
• Access to live financial data. They can access up-to-the-minute dashboards offering a clear picture of financial health and liquidity, helping CFOs to automate and make better decisions.
• Faster, cheaper global payments. They can automate international transactions - in both traditional currencies and stablecoins - for smoother, faster payments at lower cost.
• Streamlined compliance. They can eliminate manual tasks with rule-based automation for taxes, reconciliation, and reporting.
David Yates, former President of Mastercard, Western Union and First Data and Vocalink Chair says:
'The world is digital—yet money remains stuck in the past. Quant Flow redefines how money works—it's intelligent, automated and efficient. Banks can deliver features that traditional systems can't match, and businesses can transform their financial operations by transforming simple transactions into next-generation workflows. Programmable money is the next generation of finance - and it's here today.'
'Quant Flow marks a fundamental shift in the way we think about money,' concludes Verdian. 'We're not simply adding features, we're creating an intelligent financial operating system fit for the digital economy. For banks, businesses, and the broader industry, this is a move from transactional finance to programmable finance, and it's built to transform.'
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Daily Mail
41 minutes ago
- Daily Mail
EXCLUSIVE How YOU could find yourself wrongly accused of 'pump and dash' and hit with a £60 fine - as alleged petrol thefts hit all-time high
Petrol thefts have soared to an all-time high, figures suggest. MailOnline can reveal that 110,000 charges for alleged 'pump and dash' thefts were issued by two major fuel security firms last year. This marks a 20-fold rise in just six years. Industry bigwigs insist there has been genuine increase in drivers fleeing forecourts without paying, or 'bilking', especially in the wake of the cost of living crisis. Yet drivers say they have been incorrectly stung with threatening letters demanding hefty 'admin fees' on top of their supposedly unpaid petrol or diesel. In an attempt to recoup the costs of stolen fuel for petrol stations, many of which are independently owned, Forecourt Eye and British Oil Security Syndicate (BOSS) scan forecourts with numberplate-recognition technology. The two companies work with hundreds of filling sites and are considered among the biggest in the sector. Between the duo, they fired off nearly 113,000 requests to the DVLA for driver details last year. This is up from around 5,500 in 2018, according to data MailOnline obtained from the DVLA through Freedom of Information. Firms only request such data, which costs £2.50 a time and includes the car owner's name and address, if they intend to recover costs for non-payment of fuel. As well as seeking to recuperate the alleged unpaid fuel, companies may slap on their own admin fees. Forecourt Eye bolts on a £60 add-on. Drivers may feel pressured into paying up, even if they already forked out at the time. Some claim to have been threatened with being banned from forecourts up and down the country. There are several ways motorists can wrongly be accused of a 'pump and dash'. For example, if your card was declined and neither you nor the cashier noticed before you drove off, you are likely to be sent a demand. If a criminal has cloned your plates and genuinely steals petrol, you could also be on the hook for any fuel they have stolen. Criminal gangs have also been known to use entirely fake plates to dodge paying for fuel. Drivers also risk being falsely accused of bilking if a cashier selected the wrong pump (or failed to select one at all) when totting up your bill. If this happened, it would mean your fuel was technically never paid for, even if you paid for someone else's. This is the equivalent of a supermarket cashier failing to scan an item at checkout. Chris Mullen, for example, was accused of not paying £7.80 for petrol – even though he was driving a diesel car and filled up £30 worth of fuel. Despite fighting the claim from Forecourt Eye, thought to be caused by staff error, the 63-year-old from Stalham, Norfolk, said the firm 'insisted this was the case'. He was slapped with a £60 admin charge on top of the petrol he allegedly owed. After appealing, Tesco did issue a refund and an apology to him as well as a £10 gift card, which the motorist branded 'something of an insult'. Tesco told the Great Yarmouth Mercury that its processes were 'regularly reviewed' with regular meetings and new staff training to 'prevent errors from occurring'. Social media and forums are littered with similar stories of motorists claiming to have been falsely accused of driving off without paying. MailOnline's analysis can't prove genuine thefts have risen, it only shows that reports have gone up. Police data, however, suggests more than 27,000 alleged thefts occurred last year, in line with levels in 2020. About 95 per cent of cases are canned with no suspect being identified. Cops themselves moan they have 'finite resources' to probe suspected thefts. The Petrol Retailers Association, whose members run two-thirds of forecourts, says bilking robs them of around £100million a year. Petrol stations themselves have resorted to shaming 'pump and dashers' online in a bid to claw back the stolen fuel. One forecourt in Hythe, Kent, last summer shared CCTV footage of a blue car filling up with £120 of petrol before the driver got straight back into his vehicle and casually zoomed off without attempting to pay. Owner Sutha Hari, 49, claimed she wasn't going to bother alerting the police because 'nothing ever comes of it'. While there is no specific offence code for robbing from fuel pumps, it falls under the 'making off without payment' umbrella. It also covers restaurant 'dine and dashers', as well as people who make off without paying taxi drivers at the end of journeys. Thieves can be jailed for up to two years. Experts say petrol theft pushes up prices for law-abiding motorists. Steve Gooding, director of the RAC Foundation, said: 'It would be tempting to suspect that the cost-of-living crisis is pushing normally law-abiding people into committing this type of offence, but that would be an insult to the vast majority of people who continue to obey the law whatever their circumstances. 'Repeat criminals might well be pushing their luck more than ever because they believe other pressures on the police are such that they'll get away with it. 'Drive-offs might be seen as relatively low-level crimes in the grand scheme of things but they are corrosive to society, damaging to businesses and ultimately push up pump prices for law-abiding motorists and riders. 'More is being done to prevent these crimes through adoption of better surveillance systems and pay-at-pump options, but the numbers suggest the problem has been getting worse, with tens of thousands of drive-away fuel thefts each year. 'Those tempted to refuel without paying need to feel there is a real threat of being caught and punished.'
Auto Express
42 minutes ago
- Auto Express
Citroen is plotting a new 2CV – but the risks are huge
Citroen is agonising over whether to bring back the 2CV, the 1940s masterpiece of simplicity that put Europe back on the road after World War II. The recreation of the Renault 5 supermini and Renault 4 hatchback (reinterpreted as an SUV) has got French brand's executives questioning whether to delve into their brand's back catalogue and revive the iconic Citroen 2CV. It's one of the biggest decisions facing new CEO Xavier Chardon – and Auto Express has exclusively spoken to his predecessor Thierry Koskas and head of design Pierre Leclercq to get their views. Reviving the Citroen 2CV – a cheap four-seat car with a long canvas roof, a tiny engine to save fuel and comfortable suspension so it could carry a basket of eggs across a ploughed field – is the subject of intense debate inside Citroen's Paris HQ. And we've waded into the debate by having our illustrator dream up two new takes on the 2CV, one retro, one modern. Citroen's discussions centre on whether that concept of 'four wheels and an umbrella' – set out in the late 1930s – is still highly relevant to car buyers pampered by digital touchscreens, aspiring to premium, assailed by electrification and drowning in choice? And how transferable is the original design to a car that would come out 90 years after its progenitor? Advertisement - Article continues below Skip advert Advertisement - Article continues below 'We have a very, very strong heritage, one of the richest in the car industry,' then-Citroen boss Koskas told us. 'We have the 2CV, the Traction Avant, the DS: amazing cars known all over the world. I absolutely agree that one of the big strengths of European brands is their heritage. 'On the product side, we are not taking it as a general direction to do retro design. But I do not exclude that maybe we study and [have] some exploration, we are open to look at that. But at Citroen you will not see all the future cars reminding you of previous models.' Steeped in his brand's history, the Citroen leader for more than two years is well aware of the 2CV's philosophy, arguing 'something super simple that takes you from A to B, with the necessary room – these ideas can feed us in a great way, because it's very much the DNA of the brand.' But will Citroen go beyond philosophy and recreate the 2CV's look? 'You will have people that value a design that is close to a car they used to love in the past. This is the debate,' explains Koskas. 'But there have been successes and failures in [automotive] revivals. Some fail because [companies] don't position the car properly, they seem retro but aren't really, or customers don't really like the car or recognise their love story. So if we were to do it, we would have to be very, very careful and cautious about how we did it.' Advertisement - Article continues below Skip advert Advertisement - Article continues below The challenge of bringing back the Citroen 2CV poses more problems than Renault faced with the 5. Its chic supermini concept, launched in 1972 and lasting until 1996, remains deeply relevant and its form is still recognisably contemporary – unlike the 2CV's. Up front, those articulated fenders are distinctively pre-World War II, grafted onto a relatively thin, long nose that followed the form of the inline flat-twin engine. It's a form that makes no sense today – especially if the new Citroen 2CV is electric with no engine to package – and would have to meet crash regulations and place round headlamps at the car's extremities. And slavishly following that horseshoe cockpit's silhouette could mean some difficult trade-offs between occupant and boot space: one reason why VW's 1990s Beetle failed was compromised practicality, particularly rear headroom. Big alloy wheels are critical to muscular modern car design so could Citroen return to the 2CV's faired-in rear wheels? We asked the brand's design director Pierre Leclercq, who pointed out historic cars' narrow tracks and inboard wheels ('great car but look at an E-type's!' he urged) are a far cry from contemporary precisely stuffed arches. 'We have them as flush as possible in today's cars and that's much better. It's super important because this gives a stance on the road,' Leclercq told us. 'Let's say we have to do CX or a GS again, we'd have to make a piece of plastic [over the rear wheel] with an offset of maybe 50mm to do [it].' Advertisement - Article continues below Skip advert Advertisement - Article continues below And what's head of design Leclercq's take on the retro design trend? '[Customers like it for] reassurance. I'd like to go back to the past for some projects, it's interesting,' he explained. 'They've done a great job with the Renault 5. Do we want to do it – and as much as they do? It's a good question: why not? Why yes? There's nothing planned, really. But we don't forbid ourselves to try.' Given the Citroen 2CV's design is so of its time and would need dragging into a new millennium, do the risks outweigh the rewards? 'It's a very difficult exercise,' concedes Leclercq. 'You could do a 2CV, you could do an H-type, a CX, we could easily bring back cars from the past. But obviously, the first one coming to everyone's mind is the 2CV, asking 'when do you bring it back?' Mmmm. Let's see.' There's no doubt a team as creative as Leclercq and his designers will have sketches and probably scale models of a reborn Citroen 2CV. Renault's future 5 had already been designed and rejected by a previous management team before the current CEO Luca de Meo arrived in 2020 and green-lit the proposal. Advertisement - Article continues below Skip advert Advertisement - Article continues below But the critical question is whether a new 2CV is retro or a reimagining? Citroen's product planners will be trying to estimate demand for different approaches: could a concept car be a way to test the water, we asked Koskas? 'It could be this is what we want to do,' replied the then-CEO. 'The C5 Aircross concept was a show car, which means you are very close to the series model: it's a good marketing strategy. But our next concept car will show ideas, clues, intentions, directions that will inspire the future cars, but probably means you'll never see a Citroen car like that on the road. As we did with the Citroen Oli concept in 2022.' There are many more considerations than the design. Does Citroen have the budget, design and engineering capacity, or does it need to shelve other projects to accommodate a 2CV? Where would the production car be built? And which car platform and drivetrains would it use? The original Citroen 2CV measured 3.82-metres long and stood 1.6m tall, thanks to its jacked-up height for tackling rough terrain. The new C3 hatch isn't much longer, measuring 4m and 1.57m. That suggests the C3's front-wheel-drive 'smart car' platform could provide a usable base, especially given its clever engineering would help keep costs low, as per the 2CV philosophy. Advertisement - Article continues below Skip advert Advertisement - Article continues below The Stellantis Group underpinnings unlock a choice of pure electric or three-cylinder hybrid petrol power, which would be mounted transversely and drive the front wheels, like the original car. The extra cylinder and packaging a modern car's ancillaries and crash structure would make matching the Citroen 2CV's nose impossible. So could Citroen find inspiration in the reborn Renault 4, a hatchback originally launched in 1961 to steal 2CV customers with its extra speed and sophistication? Although it was 'not a very nice-looking car,' according to Renault Group design director Laurens van den Acker, who was tasked with updating it. What his team has done so effectively is take a few design cues – the rearmost trapezoidal glass panel, tail-light motif, low-set boot and the graphic of the second-generation's grille – and turn them into a cute SUV. It's a stretch, literally: the reborn 4 is almost 50cm longer than the sixties hatch. But the original 4's two-box shape lends itself to an SUV. Could Citroen do the same and reinvent the 2CV as an SUV? Maybe. But at that point is it actually a 2CV at all? The naysayers within Citroen will argue it's a moot point anyway. Because a 21st century 2CV already exists – it's the Citroen C3, Auto Express's Car of the Year 2024. Advertisement - Article continues below Skip advert Advertisement - Article continues below Philosophically it meets the 2CV's brief and remains true to its forebears' values. It's affordable – with the newly announced 34kWh battery, the e-C3 will cost less than £20,000 when it comes on stream in late 2025. It's comfortable: the hydraulic bump stops give it a pillowy ride, although it will struggle to carry a basket of eggs across a ploughed field. And there's clever simplicity, such as the digital driver's binnacle situated at the top of the dash rather than an expensive head-up display projected onto the windscreen. The decision to proceed with a reborn Citroen 2CV is still to be taken. 'When you develop a car, it takes four years,' says Citroen's boss. 'You start the studies and so on, then in the middle you sign a contract when the car is decided, and this is when you can probably start to communicate about the car. We are not at that stage yet.' He agrees the 2CV and new C3 share a philosophy. 'When we talk about daring, comfort, simplicity, affordability, [the C3] is very much in line with what Citroen was in the past,' says Thierry Koskas. But he'll be the first to tell you that today's Citroens are also built on sustainability and daring. The MINI, Fiat 500 and Renault 5 have paved the way. Nothing would be more daring than bringing back the 2CV. Does Citroen dare? And can it possibly win? Over to you, new CEO Xavier Chardon. Are there any classic cars you would like to see receive a modern-day remake? Let us know in the comments section below... View C3 View C3 View C3 Find a car with the experts New Kia Sportage breaks cover and it's sleeker than ever New Kia Sportage breaks cover and it's sleeker than ever Full specification and details have been announced for the UK version of Kia's big-selling mid-size SUV Car Deal of the Day: get a big Nissan Qashqai for less than a little Nissan Juke Car Deal of the Day: get a big Nissan Qashqai for less than a little Nissan Juke The Nissan Qashqai is a top choice among Brits, and it's easy to see why with offers like this. It's our Deal of the Day for 4 June Nissan Qashqai alternatives: cars you could buy instead of Nissan's big-selling SUV Nissan Qashqai alternatives: cars you could buy instead of Nissan's big-selling SUV The Nissan Qashqai has been a hit since the first generation launched in 2006, but if it's not quite your cup of tea, we've rounded up the best of the… Best cars & vans 3 Jun 2025
The Sun
an hour ago
- The Sun
Nine cars confirmed for discontinuation in 2025 – including two iconic sports cars & beloved hot hatchback
WE'RE almost at the halfway point of 2025 in what's been a whirlwind six months or so in the motoring world. The UK is in the midst of a transition to electric vehicles which comes with new regulations and economic pressures, while the industry continues to adapt to changing consumer behaviour. Elsewhere, the Ford Puma remains the nation's favourite motor while Tesla's favouritism begins to dip, and Nissan's problems are going from bad to worse. We've also had some exciting car releases, from the Alpine A290 hot hatchback and Dacia Bigster SUV, through to the outrageous Aston Martin Valhalla. We've also learned of the demise of some of our favourite models - ready to drive off into the sunset. Here are some of the biggest nameplates reaching the end of their production runs that have been announced this year. Lexus LS 7 After some 35 years on sale, the ultra-luxury Lexus LS saloon has finally reached the end of the road after a sustained period of poor sales. Once described as a game-changer when it hit dealerships in 1990, the LS helped establish Toyota's plush sub-brand as a challenger to the elite carmakers of Europe and America. Marketed with a cheaper starting price, four further generations followed, with the final one, the LS 500, launching in 2017 before it was updated in 2020. Before it was removed, the LS range's price tag began at £101,000, rising to £128,000 for the Takumi version. However, just 39 of the hybrid V6-powered saloons have been purchased since 2020, of which just three were sold last year, so it seems the writing was very much on the wall. Mazda2 7 After 10 years on sale, Mazda confirmed back in February that its Mazda2 supermini can no longer be ordered. A brief history of the Mazda MX-5 Often praised for being fun to drive, the petrol-powered and mild-hybrid versions of the hatchback have seemingly been replaced by the Mazda2 Hybrid - essentially a rebadged Toyota Yaris. Mazda did not explain why the vehicle was cancelled, but a spokesperson told Autocar: "As we move towards increased electrification of our cars, the Mazda 2 Hybrid meets consumer demand in the B-segment and is a step in our journey to ensure all our cars have some form of electrification by 2030." Mazda MX-30 7 Mazda also called time on the MX-30 - its first and only electric car - after just a four-year run. Criticised throughout its existence for its limited range and cramped cabin, the subcompact crossover SUV - offered as an EV or plug-in hybrid - was launched in the UK in 2021, with a view of taking on the likes of the Kia Soul EV and Peugeot e-2008. But it was never a popular choice among drivers, largely because of its modest range of just 124 miles. This was down to its smaller battery size, which was chosen to reduce the car's weight - and while this improved its handling and lowered its CO2 emissions during production, it also resulted in persistent range anxiety among drivers. While the fully electric MX-30 has been axed, the plug-in hybrid version remains on sale in the UK. Porsche Boxster/Cayman 7 Porsche has officially announced the long-anticipated news that production of the petrol-powered 718 Boxster and 718 Cayman will come to an end. While no replacement for the iconic models has been announced, it's assumed an electric counterpart will eventually be released - though details remain scarce and no release date has been confirmed. For now, production is scheduled to continue until October 2025, including for the UK market. Frank Wiesmann, product communications manager for Porsche Cars North America, recently told Road & Track: 'Production for all current 718 Boxster and 718 Cayman variants, including RS models, is scheduled to end in October of this year.' In Europe, sales of the 718 Boxster and Cayman stopped in summer 2024 due to new EU cybersecurity regulations - although the UK market remained unaffected by these EU rules post-Brexit. This led to Porsche's head of production, Albrecht Reimold, confirming in an interview with Automobilwoche that the petrol-powered 718 models will end production globally by October 2025, except in markets already affected by the EU regulations. Nissan GT-R We're cheating here a little, because in the UK, the mighty Nissan GT-R has been unavailable to buy for a little while now. The GT-R R35 was first unveiled at the Tokyo Motor Show in 2007 before being updated and facelifted many times, most recently in 2023. However, in February, Nissan announced production of the iconic motor was to end in Japan - meaning it had lost its final market. Nissan had already discontinued deliveries of the R35 in Europe and the UK in March 2022, while Australia and New Zealand lost them even longer ago in October 2021. North America was the second-last to fall, with production wrapping up there in October last year. Furthermore, with Nissan facing financial difficulties recently, plans to have the GT-R's successor be a fully electric model could be derailed. Audi A1 & Q2 7 We were stunned back in March when Audi revealed they were axing the incredibly popular A1 and Q2 models next year. Both cars, which are big sellers for the German brand - especially the A1 hatchback - are also the two cheapest among their range, but they have now reached the end of the road with Audi ready to launch a new entry-level electric car as an indirect replacement. Claimed to sit beneath the top selling Audi Q4 e-tron, the upcoming EV will serve as an alternative to the A3 hatchback and Q3 crossover. Gernot Dollner, Audi's CEO, revealed they "will end production of the A1 and Q2" in 2026 and that "there definitely will be no successor for the A1." He added the brand 'will have models in the lower A-segment" and that 'we will also see the car that will enter production next year in Ingolstadt, which will be our entry BEV in the A-segment". Ford Focus ST After 23 years, the Ford Focus ST has been taken off sale in the UK - with production of the hot hatchback set to officially end in November. The Focus ST had been open for orders as recently as April, but has seemingly disappeared from dealer price lists in an update issued on May 26. Many of the other variants of the Focus are still available to order, but the ST is no longer one of those - as clicking on the Ford UK's configurer leads to a dead end. Later confirmed by Ford UK to Autocar, there is - at the time of writing - still stock parked up in dealerships across the country. In a statement, the Blue Oval said: 'There are no new factory orders available for the Focus ST at the moment, but there are around 170 built and unsold currently available within the UK dealer network. 'This includes 30 of the special ST Edition variant in Azura Blue.' Better get in fast.
