Latest news with #BMWi7
Mint
a day ago
- Automotive
- Mint
Can you live with an EV as your main vehicle?
Next Story Shouvik Das Electric cars are tricky as a primary way to get around, many believe. The truth is a mixed bag, as this writer finds out over several long drives Can you rely on public charging infrastructure in long-range drives in India? Gift this article It was the middle of June, with the north-Indian heat wave threatening to step into 50 degrees. I hadn't felt its impact in the near-350 kilometres that I drove to reach the basement of a five-star hotel in Chandigarh—which I was pointed to as the closest destination for a public electric vehicle charger. It was only after I had reached the basement that I started feeling the heat—in more ways than one. It was the middle of June, with the north-Indian heat wave threatening to step into 50 degrees. I hadn't felt its impact in the near-350 kilometres that I drove to reach the basement of a five-star hotel in Chandigarh—which I was pointed to as the closest destination for a public electric vehicle charger. It was only after I had reached the basement that I started feeling the heat—in more ways than one. I'd driven in with a BMW i7—an electrified variant of the luxury sedan. I was loaned the car by the company to get a taste of how 'the best" electric car in India works. And yet, despite finding a public charger and making a payment, ChargeZone, the charging station provider, could not process my request or detect the car. That the charger was hidden in the corner of a basement with barely any access to network—for a service that wouldn't work without an app—compounded the mess of the situation. As I found out, India's nascent electric vehicle charging infrastructure is a quagmire of contradictions. When it works, it is a charm—but to find one that really works is a task that can leave you stranded with no way out. The ideal second car Six months ago, 45-year-old Koyeli Mapa, a biochemistry researcher, upgraded to an MG Windsor from her decade-old Honda Brio hatchback. Today, she is extremely happy with the choice that she made as her new car. 'I wanted a car that was spacious from the inside since we often have four humans and a dog travelling together, and still felt premium. I could go electric because my husband already drives a petrol SUV—which is what we use on long road trips. Plus, I didn't need to spend additional money to install my own charger—the apartment complex I live in has four charging points. Even though they are slow chargers, I mostly leave my car plugged in overnight once a week—and that is good enough for a week's worth of city driving," Mapa said. For the past three weeks, I drove nearly 1,500 kilometres—including a road trip from Delhi to Jaipur—in a Hyundai Ioniq 5. While the car turned many heads, the key point of its experience is that availability of charging infrastructure is still far from ubiquitous, but if you can find a fast charger near you, there can be no greater joy. Shell Ventures-backed Statiq has by far the most reliable charging infrastructure in the National Capital Region at the moment. In Noida's sector 18, the company has what I could find to be the fastest public charger in my two-month experience—a 120kW charger that could fully charge the Ioniq 5 in 35 minutes. For more common EVs with smaller batteries, such as the Tata Nexon EV, a 120kW charger can fully charge the car in less than 20 minutes. When it pours But finding such chargers is a rarity, and needs you to go out of your way to try refuelling your vehicle—which is the biggest shortcoming for EVs today. The most common 'fast' chargers available commonly are 60kW public chargers—found mostly with ChargeZone, Statiq and Reliance Industries' EV charging infrastructure platform, Jio-BP Pulse. These can take just over an hour to fully charge cars with large battery packs of more than 60kW. Unfortunately, most chargers found with vendors such as Tata Power, IIT Guwahati alumnus-backed CharjKaro, Finnish power firm Fortum-backed Glida and others, are either slow or damaged. Many of CharjKaro's Delhi EV charging points, for instance, were either defunct or hard to access on busy roads. Then, there's customer support. My predicament with ChargeZone, for instance, was a fault in the company's mobile application because of which the payment I made towards charging my car did not register, despite being deducted. The process of accessing the startup's customer care service, explaining my issue, and having them reinstate my payment took nearly two hours—after a one-hour struggle with the company's resistive touch interfaces on chargers that need you to enter a four-digit code before your car can be charged. The experience was similar with Glida, which Mint reported in May was being eyed for a takeover by either Adani or Reliance's conglomerate subsidiaries. Would a big-ticket takeover help make EV charging standardized and more equipped? Perhaps, but for now, Glida's charging app fails to register a request to stop charging your car. This means that you end up with any surplus balance in your app being deducted, without any room for you to recover—as contacting customer support only leads to human agents offering preset answers, without any actual 'support' being lent to users. For the future EVs, however, are certainly the right way to go. Three electric cars that I drove over the past two months were each very well equipped, laden with every form of technological assistance such as adaptive cruise control, emergency braking (a potentially life-saving feature for Indian roads), lane cameras, wireless infotainment via Apple CarPlay and Android Auto, and a silent, refined in-car experience that elevates what cars at any price bracket has on offer as yet. For instance, in the sub- ₹ 20 lakh range, the MG Windsor offers almost every feature that one can think of—except for the inconvenience that almost every essential feature is also touchscreen-controlled. The Hyundai Ioniq 5, yet again very well-equipped and rather edgy by design, still costs ₹ 49 lakh—a price bracket that most Indian buyers would expect a European badge for, including fully-assisted highway driving. But, the lack of USB-C ports in the car, a plasticky dash, smaller screens than competitors, and that you don't get wireless Apple CarPlay—a feature that cars exponentially cheaper has on offer, can be deterrents to new car buyers looking for a suave EV today. In the luxury segment, the BMW i7 offers an array of features to play around with. The only qualm? The car's overall driving range—initially projected to be over 550 kilometres with 90% of battery power—takes a significant hit if you use the theatre screen, seat coolers and massagers, all at the same time. This, though, is what brings us to our key point. While the cars are fantastic from the viewpoint of feature sets, can you really rely on public charging infrastructure in long-range commutes? With charger discrepancies, lack of customer support and the often-occurring issues of chargers just being offline across north India, it is difficult to certify an EV as a primary car, or a family's only car, for now. Also Read | OnePlus Buds 4 review: Excellent audio, imperfect fit Topics You May Be Interested In Catch all the Business News, Market News, Breaking News Events and Latest News Updates on Live Mint. Download The Mint News App to get Daily Market Updates.
AsiaOne
4 days ago
- Automotive
- AsiaOne
BMW i7 'Singapore Icons' is a unique SG60 automotive tribute to the Lion City, Lifestyle News
BMW Asia and Eurokars Auto commemorate Singapore's 60th birthday with an electric limousine that is one of a kind. The BMW i7 'Singapore Icons SG60 1 of 1' also marks the 40th year of BMW Asia and the 133rd anniversary of Kwong Cheong Thye Pte Ltd, whose boss Choo Wai Luen bought the one-off vehicle to celebrate the success of his homegrown soya-sauce company, which was founded in 1892. The price for this SG60 commemorative car was $753,888 with COE valid till SG70. Lars Nielsen, managing director of BMW Group Asia, said at the unveiling of the special limousine: "This luxurious piece of art celebrates the icons that define Singapore and embodies pride and passion for a country that has accomplished so much in its short but successful history." The electric sedan's celebratory Singaporean elements start with the Madeira Red paintwork, a BMW Individual colour from the Rolls-Royce Motor Cars palette. The i7 special edition also sports the "Singapore Icons" logo laser-etched onto each C-pillar Hofmeister kink. Inside the Smoke White Merino leather cabin fit for presidents national or corporate are custom-stitched headrests in Alaska Grey with "Singapore Icons" embroidery. Proudly providing the "Majulah Singapura" moment is the dashboard panel's meaningful metallic inlay. The motif features seven distinctive local landmarks (because 7 Series) that identify the mighty little red dot — Changi Airport (control tower), Gardens by the Bay (Supertree Grove), Singapore Flyer, Marina Bay Sands, Anderson Bridge, Merlion Park, and ArtScience Museum. Choo, the Singaporean driving the BMW i7 'Singapore Icons', said: "Every time I look at this masterpiece, I'm reminded of how far we have come as a nation and how far my family and I have come in building our business. It represents something special to us, to BMW, and our country." [[nid:719224]] This article was first published in Motorist .
CNA
16-07-2025
- Automotive
- CNA
One of its kind: Exclusive BMW i7 Singapore Icon pays tribute to the nation's 60th birthday
A one-of-a-kind BMW i7 electric luxury sedan has been unveiled in Singapore, created as a tribute to the country's 60th anniversary and BMW Asia's four decades of presence in the region. The bespoke model, named BMW i7 Singapore Icons, was revealed by BMW Asia on Jul 15. It is the only unit produced and will not be replicated, making it the rarest BMW i7 in the country. 'Planning for this masterpiece began 18 months ago and was a labour of love,' said Lars Nielsen, managing director, BMW Group Asia. 'It is a celebration of icons and was created to be one itself.' He continued: 'This exceptional vehicle celebrates a nation whose journey to excellence is built on decades of strong leadership, innovation and ambition, in the same way that BMW has advanced over the last 40 years in Singapore.' Every detail in the car's design was selected to represent milestones in Singapore's national journey and BMW Asia's 40th anniversary. This includes a custom Madeira Red paint from Rolls-Royce that gives the car a rich, dark cherry finish. It is the first and only car in Singapore to feature this colour, with no further models planned in the same hue. A specially designed insignia bearing the 'Singapore Icons' logo has been laser-etched into the Hofmeister kink − a signature element in BMW's design language − and the 21-inch, 20-spoke wheels are produced exclusively by BMW Individual. Inside, the sedan features Merino leather upholstery in Smoke White, contrasted by Alaska Grey embroidery and custom stitching of the Singapore Icons logo across all four headrests. The centrepiece of the interior is a dashboard inlay showcasing seven Singaporean landmarks – Singapore Changi Control Tower, Marina Bay Sands, the Merlion, Gardens by the Bay Supertree Grove, Anderson Bridge, the ArtScience Museum, and the Singapore Flyer − laser-cut into a single 25.7cm-wide piece of metal, and integrated seamlessly into fine oak-grey wood. The BMW i7 Singapore Icons has been purchased by Choo Wai Luen, whose family business, Kwong Cheong Thye Pte Ltd, marks its 133rd anniversary this year. Choo acquired the vehicle through Eurokars Group.
India.com
14-07-2025
- Automotive
- India.com
MG M9 Electric Review: Premium EV MPV with Jet-Like Rear Seats — Key Highlights & Drawbacks
Step into the future of premium electric mobility with our detailed review of the MG M9 Electric — the most luxurious and technologically advanced EV offering from MG yet. Priced at approximately ₹1 crore, the MG M9 sets new benchmarks in backseat indulgence and feature-rich sophistication. In this comprehensive evaluation, we delve into every aspect of the M9 Electric, starting with its bold exterior styling and sophisticated interior design. The highlight of the M9 lies in its lounge-like rear cabin, featuring jet-style seats with extensive recline, massage functions, and personal entertainment screens, delivering an unparalleled passenger experience. We also explore the suite of cutting-edge technology and connectivity on offer, from ambient lighting to seamless infotainment integration. Under the hood, the M9's electric powertrain offers robust performance complemented by a sizeable battery pack that promises an impressive driving range — crucial for long city commutes and intercity travel. Beyond the numbers, we thoroughly assess the driving dynamics, ensuring the M9 Electric balances comfort with confident road manners. To offer complete perspective, we position the MG M9 against established luxury EVs like the BMW i7 and Mercedes EQS, highlighting where it matches up and where it still needs to catch up. Whether you're a potential luxury EV buyer or simply an automotive enthusiast tracking the future of electric mobility in India, this in-depth review will help you understand if the MG M9 Electric is truly the ultimate chauffeur-driven EV on Indian roads.
Yahoo
11-07-2025
- Automotive
- Yahoo
Polestar increases focus on Europe as tariffs stall U.S. sales, China traction remains elusive
Polestar's sales in Europe were up more than 80 percent in the first half of 2025, helped by the arrival of the Polestar 3 and Polestar 4 SUVs. CEO Michael Lohscheller expects to keep the momentum going as Polestar this year launches sales in Europe's fourth-largest market, France, and adds the Polestar 5, a large sporty sedan that is a rival to the Porsche Taycan and BMW i7. The emphasis on Europe comes as high tariffs on the automaker's China-built cars make them too expensive to sell in the U.S., where sales were down nearly a quarter in the first half. In China, meanwhile, Polestar has been struggling because it is seen as a Scandinavian brand. 'So, when I see all the growth in Europe, I clearly focus on Europe,' said Lohscheller, who took over as CEO last October. He discussed this and more with Automotive News Europe Managing Editor Douglas A. Bolduc in a video call on July 10. In May, Polestar paused its 2025 forecast becasue of a potential hit from U.S. tariffs. When will you start providing an outlook again? We have paused giving any financial guidance because of the situation around the world, particularly in the U.S. Currently, I can't say when we will bring this back because the uncertainty continues. Sign up for the Automotive News Europe Interview of the Month newsletter delivering exclusive interviews with top auto executives. When will Polestar be profitable? We said in early January that we target cash flow breakeven in 2027. That remains the time frame. We have made a lot of progress on certain fronts. If you look at our global sales figures, we were up 38 percent [to 18,049], in the second quarter and 51 percent [to 30,319] in the first half. We are adding products and retail locations. Those are indicators that we are doing the right things. However, there are more challenges to work through. We will publish financial results for the second quarter at the end of August. Polestar in June secured a $200 million equity investment from PSD Investment, a company controlled by Geely Holding founder Li Shufu. What is Polestar's current cash runway and how much more funding does the company need to remain solvent through 2026? We will disclose that at the end of August when we publish the financial results. Li Shufu holds 66 percent of Polestar through PSD investment and the Swedish subsidiary of Geely. Why has the company struggled to find outside investors? Our goal is to connect with the right partners in terms of funding and find solutions for that. The $200 million in incremental equity is a very strong and encouraging signal that shows we are working through the challenges. Roughly how much have the U.S. tariffs cost and how much have the European tariffs cost? It is in the single-, double- or triple-digit millions? We will not give you a number for that, but I want to put the U.S. business a little bit into perspective. In the first half, 76 percent of our total sales were in Europe while 8.5 percent were in the U.S. Last year, the U.S. accounted for 17 percent of our first-half global sales. There are two messages here: 1) Europe is growing very strongly, in particular the U.K., where we are up 217 percent in the first six months of the year; 2) Although 8.5 percent coming from the U.S. is still very important (nearly all the volume came from the Polestar 3, which is made at sister brand Volvo's U.S. plant). But it's obvious there is uncertainty with regard to the U.S. business. We are working through that, but that is why I also cannot give you an amount. We are starting production in South Korea as well, which is another important manufacturing footprint for us (and will reduce the 28.8 percent tariff Polestar faces on China-made cars shipped to the EU to 0 percent). In addition, we announced last week that the Polestar 7 will be produced at Volvo's factory in Slovakia. This embedded content is not available in your region. Yes or no: If you could get in a time machine and go back to 2019-20, would you still decide to make all your cars in China? It's a lot easier to answer that in hindsight, but looking forward, I am totally convinced that we are doing the right things: 1) Localization in the different regions is the way to go; 2) Europe is by far our most important and fastest growing market, so we have to produce there; and 3) The Polestar 7 is a premium compact SUV, which is a very big segment. This will give Polestar a broader appeal, meaning more volume. Now we have to execute and work through the different challenges. And some of them, in fairness, are outside of our control. When will Polestar know the true impact of the tariffs on the business? It's probably fair to say once we close this year and can compare it with 2024, we will have some indicators and we can give some more color around how we developed. I want to reiterate that the U.S. business is important, but it's not as important as the European business. I mean, 76 percent versus 8.5 percent is a big gap. That is why going into a big EV market such as France and other European markets is what matters for Polestar right now. That's what we are focused on, and we are doing really well. Polestar is up 78 percent in Europe to 15,868 after five months, according to figures from Dataforce, is that growth pace sustainable for the full year? The numbers you quote are correct. However, whether we continue that pace depends how the market develops, how the competition develops and many other factors. So, while I won't commit to a number, I will say we have strong momentum and we want to maintain it. Is there a metric you can cite to underline how essential it has been to be added to Volvo dealerships in Europe? This is super important and one of the main reasons why we are doing so well. While I don't have any specific metric, I can say that once a customer is interested in a car the second question you get is: Where can I service the car? We now have 1,700 Volvo service points where Polestar customers can go if something happens. That is crucial to both fleet and retail customers. The whole commercial set up together with Volvo is of highest importance. Also, nearly all Polestar retailers are also Volvo retailers. So, it's a win for everyone. What is Polestar doing to offset the 28.8 percent tariff on models made in China and sold in the EU? Does the customer have to pay more? How much? We are always laser focused on improving cost, but we have to accelerate those cost improvements. That's exactly what we are doing. At the same time, I believe that tariffs are not a long-term solution because at the end of the day we want to offer emission-free mobility to consumers, and they want to have a wider choice of vehicles that provide this. Therefore, adding duties is not helpful to anybody The only offset in the U.S. is to not sell China-made cars there, right? Localization is the key. We see that with the Polestar 3 which is made in the U.S. It is a phenomenal car in terms of size, technology and performance for the U.S. (in the first half it accounted for 91 percent of Polestar's U.S. sales, according to the Automotive News Data Center). What were Polestar's six-month sales in China and is the company engaging in the China price war? China is difficult for us because we are being perceived as a Scandinavian brand. In a way that is a compliment, because that is what we are. The Chinese market is hypercompetitive, so we need to balance volume and profitability with limited resources. So, when I see all the growth in Europe, I clearly focus on Europe. Roughly, what percentage of Polestar's sales are coming from China? It's very low. Let's talk about the cadence of Polestar's next launches. Next is the Polestar 5, which is a Porsche Taycan rival, set for later this year, right? Correct. Then comes the Polestar 6 roadster followed by the Polestar 7 in 2028, right? No, the Polestar 7 will come before the Polestar 6. The reason is very simple, I want to go more quickly into the compact SUV segment, where there is a lot of volume and a lot of money. I love the Polestar 6, but I had to reprioritize it in terms of timing. So, the focus will be on higher volume vehicle rather than halo cars, right? We consider the Polestar 5 a halo car. So, I don't need two halo cars at the same time. Therefore, we will focus on the Polestar 5. Will the Polestar 5 only be built in China or will you add production elsewhere? It will be China production only. Will there be a second-generation Polestar 2 or will it get a new number? When would it come to market? There will be a Polestar 2 successor because it's an incredibly successful car with 170,000 units on the road, but I cannot say when it will come. Sign in to access your portfolio
