"We'd spotted the fact that EVs were viable, and no one knew!" – Why Lucid is "doing it all" to improve EVs
He says this experience, plus the arrival of a 1938 Ford 8 inherited from a departed uncle, decided the course of his life: he admits to an intense interest in cars 'from which I have never looked back'.
At Jaguar in his early thirties, Rawlinson took responsibility for advanced body design and crashworthiness, working on the XJ41 and XJ42 coupé and convertible projects and acquiring a helpful grounding in digital engineering.
Impetuously, he left Jaguar to start his own kit car company, making Imola cars that didn't sell but which had the virtue of using folded stainless steel for a monocoque chassis design that both influenced the Lotus Elise's extruded aluminium chassis and encouraged Hethel to offer its inventor a job working alongside Lotus greats such as John Miles and Roger Becker.
A Lotus Engineering consultancy job sent Rawlinson to California where he 'got to know people' while working on an aluminium spaceframe for J Mays, soon to be boss of Ford Design. Along the way, he also designed the Th!nk electric city car for Norwegian clients, using the battery compartment to provide extra chassis rigidity in a way that would later stand him in good stead.
A friend, Adrian van Hooydonk, now BMW's design chief, put Rawlinson in contact with Elon Musk, then a billionaire rocketry enthusiast with a passion to build electric cars. Franz von Holzhausen, an American who had worked for Mazda and GM, was already working on the Model S's long-nosed shape, which was to prove less than perfect for the first Tesla.
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The Guardian
7 minutes ago
- The Guardian
A broken housing market is driving inequality right across Europe – and fuelling the far right
Housing is as personal an issue as it gets. Homes are where we take refuge from the outside world, express ourselves, build relationships and families. To buy or rent a house is to project your aspirations and dreams on to bricks and mortar – can we see ourselves sitting outside in the sunshine on that patio? It can also be a deeply frustrating process – can we afford that house? For more and more of us, the answer is no. Experienced at such an individual level, it's easy to think that rising costs are a problem particular to your community, city or country. But unaffordable house prices and rents are a continent-wide issue. According to the European Parliament, from 2015 to 2023, in absolute terms, house prices in the EU rose by just under 50% on average. From 2010 to 2022, rents rose by 18%. As an editor, I wanted to know some of the stories behind these stats and, as a person who lives in a very expensive city (hello from London!), hear some solutions. I commissioned a range of housing experts to contribute to a series, The housing crisis in Europe, describing what the situation looks like in some of Europe's most expensive cities. Agustín Cocola-Gant writes about how changes to policy after the 2008 financial crisis encouraged wealthy foreigners to buy second homes or short-term rentals in Lisbon, pricing locals out of their city. Now some Portuguese families rent rooms, not flats. In a reversal of roles, it's the newcomers who have it worse in Amsterdam, according to Amber Howard. Older, long-term residents live in secure and affordable social housing while younger people and recent arrivals, often on lower incomes, are left to the costly and insecure private housing sector. While social housing stock has dropped over time, private stock has increased as politicians sought to encourage wealthier residents to move into the city. It's a similar story in Budapest, says Csaba Jelinek. Social housing was sold off after the end of the cold war, and private ownership was championed as a rejection of socialist values. What this has meant in practice is older Hungarians investing in housing and driving up prices and rents for younger generations. One city not facing an affordability crisis is Vienna. As Justin Kadi writes, since the 1920s the city has had a stable stock of social housing for tenants of all incomes. Like in Amsterdam, newcomers rent privately, but social housing has had a damping effect on rents. You don't need to be a housing expert to see the dynamics playing out in Europe's housing market. Over more than 40 years, housing policy has favoured those who invest in homes at the expense of those who live in them. This power imbalance is at its most stark in countries with big institutional investors – such as private equity, hedge, insurance and pension funds – as Tim White explores in his piece. When houses are not homes but assets, there is a transfer of wealth from those who have not to those who have. Across Europe – and much of the rest of the world – property has become a driving force of inequality. In turn, inequality is a driving force of resentment. Far-right politicians have tapped into this anger for their own political gain, as reported by the Guardian in a previous series of reports from the frontlines of Europe's housing crisis. As the European commissioner for jobs and social rights, Nicolas Schmit, commented: 'The housing problem divides our societies, and it may be a risk for our democracies.' Housing policies are set at a national level, but the European Union can set frameworks and support access to finance. In 2024, all housing ministers from member states signed a declaration calling for a 'new deal' on affordable and social housing. There are solutions, and there is political will, and in the meantime let's hope this series will go some way to helping those who face unaffordable housing across Europe realise they're not alone. Kirsty Major is a deputy Opinion editor for the Guardian
Auto Express
21 minutes ago
- Auto Express
Stunning new Lotus hyper-hybrids to rescue brand from its EV woes
Lotus is a test case on how hard the road to electric motoring will be. The legendary British sports car brand has introduced two impressive clean-sheet EVs – the Eletre SUV and Emeya saloon – in just over a year, yet its petrol-powered, mid-engined Emira sports car almost matches their sales volume. Advertisement - Article continues below Then there's the power of politics to make life hard for the car industry. Tariffs are impacting Lotus exports from China, while President Trump rolls back American EV incentives and Prime Minister Keir Starmer moves in the opposite direction by reconsidering a 2030 ban on UK sales of new combustion cars. Given the climate, you'd understand if Matt Windle, the managing director of Lotus sports cars, passed on adding Europe's commercial performance to his responsibilities. Instead, the laid-back Lotus leader is 'excited' about his broader remit. Before Chinese auto group Geely – also owner of Volvo, Polestar, Smart (in a joint venture) and a number of domestic brands – commenced the brand's growth spurt, Windle told me Lotus was a 'sleeping giant'. What is it now? 'It's waking up, it's coming out of hibernation,' he grins. 'We are starting to [realise] the opportunity we have. We've got the best products in our history, for technology, for quality. And the global volume is higher than ever.' Lotus delivered 12,134 cars last year, with the lifestyle EVs accounting for 57 per cent. But the ambition is far higher, especially with Lotus' Wuhan factory having a 150,000-unit capacity. Isn't Windle frustrated by the slow growth? Advertisement - Article continues below Skip advert Advertisement - Article continues below 'Is it quick enough? No, but I've learned to be patient. The time for impatience is when people don't do what they say they'll do.' With commendable understatement, he continues: 'There are a few external aspects that have had an impact: [sluggish] economies, wars and tariffs – and a lot of them you couldn't have predicted.' He points out that deliveries in 2024 climbed 74 per cent on 2023's, and are in another league compared to the 1,710 cars that Hethel (the Norfolk sports car factory) assembled in 2021, the last year of the Elise, Exige and Evora. Hethel also produces the Evija, the extraordinary hypercar that kicked off the Vision80 plan to transform Lotus from threatened minnow to luxury electric player by 2028. Getting the four-motor, 1,973bhp monster into production has caused a huge headache, with engineering sign-off running years late and the Evija proving a tricky sell – just like its fellow electric hypercars from Rimac and Pininfarina. The ambition was 130 units at £2.4million each: how many orders does Lotus have? 'I'm not going into the numbers,' says Windle, politely but firmly. 'Do I want more? Yes. And the car is going to be out there this year, in front of potential customers, and people now taking delivery of their cars will be advocates for an incredible product. As with every Lotus, you need to get people to drive it and then they understand it.' What has Lotus learned from the Evija project? 'I could write a book on it!' jokes the sports car boss. 'Hypercars are very difficult: you're producing a car to operate at extreme performance levels while making sure it's safe.' Writing the software to manage the delivery of the enormous 1,704Nm of torque to all four wheels was the biggest challenge. Being an electric sports car pioneer has clearly given Lotus pause for thought. The Vision80 blueprint announced the Type 135 (all Lotus projects get a sequential 'type' number), a pure electric coupe destined to replace the Emira. Full of confidence, Lotus even showed a prototype chassis stacking the batteries in the classic mid-engined position, four years ago. What's the latest? Advertisement - Article continues below Skip advert Advertisement - Article continues below 'We need to understand where the market is going,' replies Windle. 'We've got a range out there we're incredibly proud of right now…which will help with the product strategy. [Future planning] is an incredibly difficult job at the moment. As you'd expect, we're working in the background with R&D and looking at the possibilities.' Will it help that Porsche and Alpine should both introduce electric sports cars in the next year or so? 'Yes, it does. Relative to those guys we are small, and you need to be absolutely certain there's going to be the market share for it. I think there is – and that we've got to go that way as far as legislation is concerned.' Windle is also reticent about the Type 134, a smaller electric SUV beneath the Eletre, though he concedes it's still an aspiration. The priority is 'organic market growth' with the existing products, though Lotus has confirmed it must broaden its powertrain line-up with petrol/electric 'hyper hybrids' to attract more customers. The Eletre is likely to get the powertrain first in 2026, and its 'hyper' label shows engineers will not compromise on the electric SUV's mighty performance. Parent Geely is rolling out a new plug-in hybrid system that mixes a 275bhp 2.0-litre turbocharged petrol engine with a 389bhp front electric motor and 496bhp rear unit: that would be sufficient firepower to eclipse the base Eletre S's 4.5-second launch from standstill to 62mph. And with the group trying to use more technology across more brands, the engineering team is likely to finesse that system for Lotus. 'The products will be based on the performance where we are now, but then you get that addition of range,' says Windle. The Eletre has the space for a big battery, its 800-volt electric architecture may be upgraded to 900 volts for rapid recharging, and a 500-mile combined range should be possible: the battery alone is reportedly good for more than 200 miles. Advertisement - Article continues below Skip advert Advertisement - Article continues below Rolling out hybrids should accelerate Lotus's growth – is 30,000 annual sales realistic? 'It's feasible,' he muses. 'Whether it's achievable is a different matter. It's important that we don't chase [a] number. We need to build the business from the bottom up.' The company – whose operations lost $786m last year – hopes to break even in 2026. The UK and Europe account for 40 per cent of Lotus's volume, with Lotus striving to keep a lid on price rises despite the 29.9 per cent import duty on EVs going to the mainland. Windle's growth plan is to look for territorial gaps which could entice new retailers, venture into EV-hungry markets such as the Nordics, and tap the love for Lotus in car-mad countries such as Germany. Likewise the brand can now enter the corporate market, where tax incentives fuel EV sales. But the scale of the task is huge: Lotus only has 16 retailers in the UK, and they've needed to develop a new capability of servicing EVs. Our discussion is in HR Owen's flagship Lotus store opposite London's Ritz hotel, and it's heartening to see faces young and old pressed up to the glass, gazing at the green Evija and Type 72 Formula 1 racer from 1975. Windle, ever the car guy, persuaded Classic Team Lotus boss Clive Chapman to let him drive it. 'It was one of my best ever days,' he beams. 'Clive stood [beside the Hethel test track] and watched me do a lap, get a feel, go a bit quicker. I just felt so engaged with that car. It was the most thrilling but the most never-racking thing ever.' A ground-breaking F1 car couldn't be much more distant from the big electric cars flanking it. But if Lotus can inject the passion it triggers into the new portfolio, the brand has a chance. 'Think of the [ageing, niche] cars we had just seven years ago to where we are now as a portfolio,' urges Matt Windle. 'We're on a journey – and we've already come a long way.' Treating yourself to a Lotus? Tell us which model you're interested in and get top offers from our network of over 5,500 UK dealers. Let's go… Find a car with the experts Hot new car products: the latest and greatest kit for your car The latest additions to the world of automotive products from floor mats to dash cams... Product reviews 26 Jun 2025 Your dream car colour could actually be a financial nightmare Paul Barker ponders the price of paint, and how mica and metallic mark-ups are leaving car buyers in the shade over the true cost The Nissan Leaf redefined mobility. 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Daily Mail
23 minutes ago
- Daily Mail
US tariffs tank UK car production: Car manufacturing suffers worst May since 1949
British car production suffered a big dent last month as US tariffs on foreign-built vehicles came into force, with May being the worst month on record (excluding Covid lockdowns) since 1949. New figures from the Society of Motor Manufacturers and Traders (SMMT) published today show that new car and commercial vehicle volumes fell by 32.8 per cent in May, marking the fifth consecutive month of declining outputs. Just 49,810 units made it off the assembly line - officially the lowest May performance in a pandemic-free term for 76 years. Trump announced tariffs on car imports into the US of 25 per cent during his trade-wobbling Liberation Day statement in April. In an immediate response, a number of UK car manufactures - including JLR, Lotus and Aston Martin - paused shipments across the pond. However, since the negotiated trade deal with Britain including a lower 10 per cent tariff for inbound vehicles, all have re-started deliveries via the Atlantic - though the new level will not come into effect until Monday. Unsurprisingly, car exports – the majority of the UK market – took a big hit with production of vehicles bound for overseas down 27.8 per cent to 37,448 units. Donald Trump christened April 2 'Liberation Day', vowing to impose tariffs on imports from around the world - including 25% levies on cars with the result UK car production recorded its worse May since 1949 (excluding COVID years) The US export market alone fell by 55.4 per cent in May compared to 2024, with the share of motors made for foreign markets declining from 18.2 per cent to just 11.3 per cent. The SMMT reports that the US tariff introduction 'depressed demand instantly' but is hopeful that the new trade agreement will mean this drop is 'short-lived'. As the US trade deal with the UK only allows for 100,000 units however, anything over that will be hit with the original 25 per cent levy. On top of the fall in exports to the US, shipments to the EU were down 22.5 per cent. When combined, the hammering exports took contributed to an overall fall in yearly output to date of 13.9 per cent - down 12.9 per cent on 2024 to 384,226 units. However, a 42.1 per cent fall in output for the smaller domestic market meant exports comprised a larger share of production, up to 78.5 per cent. Commercial vehicle output was also down sharply, by 53.6 per cent to 2,087 units, and exports fell from 67.9 per cent to 41.4 per cent, with the domestic market now the primary destination for UK commercial vehicle output. On top of the fall in exports to the US, shipments to the EU were down 22.5% per cent. When combined, the hammering exports took contributed to an overall fall in yearly output to date of 13.9 per cent - down 12.9 per cent on 2024 to 384,226 units In better news, three major new trade deals are secured with the US, EU and India, the sector has pledged to build on the government's landmark Industrial and Trade Strategies published this week. The SMMT says that rapid action on energy costs and an increased ability to access key overseas markets – plus additional measures to energise domestic demand – could put the UK on course to reclaim its place in the top 15 automotive manufacturing nations, for the first time since 2018. Mike Hawes, SMMT chief executive, commented: 'While 2025 has proved to be an incredibly challenging year for UK automotive production, there is the beginning of some optimism for the future. 'Confirmed trade deals with crucial markets, especially the US and a more positive relationship with the EU, as well as government strategies on industry and trade that recognise the critical role the sector plays in driving economic growth, should help recovery. 'With rapid implementation, particularly on the energy costs constraining our competitiveness, the UK can deliver the jobs, growth and decarbonisation that is desperately needed.' New 10 per cent tariff rate will be in place on Monday Britain's car industry was given a boost this week after it was confirmed that the newly-agreed reduced US tariff rate will be imposed from Monday. Donald Trump has signed an executive order, taking effect on June 30, which means the sector will escape the levies being imposed on car makers in other countries. Jaguar Land Rover and Aston Martin will face charges of 10 per cent rather than 27.5 per cent – though that is still higher than the pre-Trump level of 2.5 per cent. Mike Hawes added: 'It's not as good as the 2.5 per cent we had – but it's a damn site better than 27.5 per cent.'
