The latest version of the Meta Quest, known as the Quest 3, sets itself apart from its predecessor with its optic hardware. Equipped with a pancake lens kit, similar to the higher-priced Quest Pro, the Quest 3 is able to reduce its optic profile by 40%. This means that the lenses offer a higher resolution of 2064×2208 pixels per eye, which is roughly 30% higher than the Quest 2. The Quest 3 also has a density of 1,218 pixels per inch and 25 pixels per degree. Its default refresh rate is set at 90Hz, but there is also an experimental 120Hz mode available. The Quest 3 provides a horizontal field of view of 110 degrees and has improved sharpness at the periphery by 70% compared to the previous model.
Another notable feature of the Quest 3 is its passthrough capability, which allows users to see the real world around them. This is made possible by the inclusion of a pair of RGB cameras and a dedicated projector with depth sensing. The Quest 3 has a claimed usage time of 2.2 hours on a single charge, extending to 2.4 hours during gaming sessions. The included 18W charger is said to fully charge the battery within 2.3 hours.
In terms of software, the Quest 3 is backward compatible with the entire Meta Quest catalog. Additionally, there are new titles available such as “Lego Bricktales,” “Stranger Things,” and Xbox Cloud Gaming.
In the race towards an electric future, the automotive industry is making progress at different speeds in different regions. In the United Kingdom, rumors of a delay on the 2030 ban of internal combustion engine (ICE) vehicles have turned into reality. However, Ford is taking a different stance and showing support for an earlier transition.
UK Prime Minister Rishi Sunak recently announced a five-year postponement of the ban on combustion engine cars, aligning with the European Union’s timeline of 2035. In response, Ford’s UK Chair and Managing Director, Lisa Brankin, expressed opposition to the delay, which may come as a surprise to some.
In a press release, Brankin stated, “The auto industry is investing to meet that challenge. This is the biggest industry transformation in over a century, and the UK’s 2030 target is a crucial catalyst in accelerating Ford’s transition towards a cleaner future. Our business requires three key things from the UK government: ambition, commitment, and consistency. Relaxing the 2030 target would undermine all three.”
Ford’s statement also highlighted its global commitment of $50 billion for electrification, with £430 million ($532 million USD) specifically allocated for the UK to meet the initial 2030 deadline.
In a recent drag race organized by Carwow, the speed of a Rimac Nevera, a McMurtry Speirling, and a Formula 1 car was put to the test. The main question at hand was whether electric supercars, such as the Nevera, could keep up with F1 technology from a decade ago or if the F1 car still had the advantage.
The Rimac Nevera, known for its incredible power, takes the lead with 1,914 horsepower and 1,740 pound-feet of torque (2,360 newton-meters). Despite being the heaviest of the three, weighing 5,071 pounds (2,300 kilograms), the Nevera boasts impressive acceleration capabilities, reaching 0 to 60 miles per hour in just 1.9 seconds and achieving a top speed of 258 mph.
Solid-state batteries hold promise for longer lifespan, increased range, and faster charging times, making EV ownership more appealing for consumers.
The challenges faced by solid-state batteries, such as poor stability and high surface resistance, are being addressed through research and development efforts by various institutions and companies.
While solid-state batteries have the potential to be a game-changer, improvements to current battery technology and the development of sodium-ion batteries could impact their widespread adoption.
Solid-state batteries have been promised by major car manufacturers for quite some time now. Toyota, one such carmaker that invests in developing this technology, intends to launch a hybrid car with solid-state batteries by 2025. Solid-state batteries are the foremost in terms of battery technology for the EV future coming to fruition faster than many legacy automakers expected.
This battery technology should deliver a longer life span than currently used lithium-ion batteries, more range, and faster charging times, among other benefits. Since legacy automakers are banking on this technology to hit mass markets by 2025, people waiting for some nuances of owning an EV to be addressed to pull the trigger on buying one should be excited. But why wait until 2025? What are the challenges preventing the widespread use of solid-state batteries right now? Is the advancement toward this technology noticeable, or is it stuck in time? Here’s what’s been going on with solid-state batteries.
Updated on August 5, 2023: As 2025 approaches, the thought of solid-state batteries taking over the EV industry has many people watching the market. Waiting to see how everything unfolds, including those of us reporting on the process. For now, we must all contend with reading about the updates as things progress, so keep coming back for the latest information as it becomes available.
There Are Still Tricky Issues For A Viable EV Solid-State Battery
Many challenges are posed by using solid electrolytes versus the current liquid electrolytes in lithium-ion batteries. The stability of these batteries is usually poor, and their high surface resistance limits their output and, concurrently, their applications. But advancements are, in fact, happening on more than one front.
From companies like battery manufacturer QuantumScape to renowned universities all over the world, such as Harvard in the States, as well as Tokyo University of Science, among others, from legacy and BEV carmakers to even NASA, many institutions are working on improving the technology, fix its issues and make the leap toward mass-market application.
Solid-State Battery Use Will Depend On Figuring Out The EDL
Nissan
The widespread commercial application of solid-state batteries is currently faced with a still unknown challenge. Exactly how the surface resistance shown by these batteries happen continues to be something that evades researchers’ knowledge and is linked by them to a phenom called the Electric Double Layer (EDL). This EDL effect happens at the solid/solid electrolyte interface, an issue that, for obvious reasons, doesn’t happen with liquid-chemistry batteries such as the ones used in BEVs and hybrids today.
This unpredictable EDL effect is one of the main reasons solid-state batteries aren’t available on present-day EVs. But as researchers’ optimism remains resilient and more resources are put into it, it seems reasonable to believe the needed breakthroughs for solid-state batteries will happen in the coming years, if not sooner. All this research and development is, after all, highly fueled by the gigantic EV market in the world today. As the saying goes, ‒ money talks ‒, and there is a lot of it to be made with suitable solid-state batteries.
Solid-State Can Be A Game-Changer, But Others Are Trying To Improve Current Battery Technology Instead
QuantumScape
Different approaches to building a solid-state battery are being tested, and the EDL effect is being reduced to the point where it is becoming more predictable. But solid-state technology faces other problems, like the further development of current liquid-chemistry batteries. CATL, the world’s largest battery manufacturer, as well as the U.S. Department of Energy’s Pacific Northwest National Laboratory, has experimented with sodium-ion batteries,
Sodium has some advantages over lithium-ion batteries, one of them being the high availability of the material over lithium, but it also has some trade-offs. A hybrid battery pack that uses sodium and lithium-ion is also being tested by CATL and could make batteries more affordable and better overall for current BEVs. This solution could put solid-state batteries in check should their cost be prohibitive.
Solid-State Batteries Could Virtually Eliminate Range Anxiety
Nissan
The current average range for an EV is around 300 miles now, with every year that passes raising the distances even more. But, take a step back for a moment and look at what the people at NASA have been able to accomplish with their solid-state battery research. Granted, the people at NASA have some of the best minds on the planet, but they are more than willing to share their knowledge and findings with the rest of the world.
What they have found, last year no less, is that by using the technology that they currently use in aircraft, they can produce automobile batteries that can double, or even triple, the range of any current EV on the market. Not to mention, cut the charging times down to hours rather than days. Since one of the leaders in space technology, QuantumSpace, has joined forces with Volkswagen to prove the point by 2025, time will show if the numbers can be formed into fact.
Conventional Battery Technology Still Has Room For Improvement
BYD
Battery technology has improved tremendously since the beginning of the current BEV revolution, and their cost, which accounts for a large portion of a BEV’s price, has decreased proportionally. BYD, the largest EV automaker in China, far ahead of Tesla in sales in that market, has plans to tackle the EV market Stateside, and that promises to bring EV prices further down, much closer to current ICE vehicles, making the transition towards a BEV easier for customers.
BYD already supplies a few cities in the U.S. with electric buses made in a factory built several years ago in Lancaster, California. They’ve been analyzing the American market for some time now, and when they come with all their resources, they’ll do so with a sound strategy that could really shake things up in the EV market in the US.
Solid-State Batteries Are Not As Explosive As Lithium-Ion Batteries
Nissan
There are a ton of news write-ups online and on paper about the dangers of EVs and the battery fires that will surely happen if you own one. The facts are not quite that straightforward, though, because, for the most part, the findings are that an EV is just as safe to own as an ICE vehicle when it comes to the chance of it spontaneously erupting into flames due to an explosive battery.
That is not to say that lithium-ion batteries are not explosive because they are. They actually have an explosive flash point of 18 to 145 degrees Celsius, with the most dangerous point being right around room temperature. Of course, safeguards are built into the battery, so the occurrence of an explosion is far less than you would imagine, but it does happen. On the other hand, solid-state batteries are not flammable, so a blast due to a battery will never happen.
Saving The Environment Until It Is Time To Replace The Solid-State Battery
Toyota
Reducing your carbon footprint on the Earth is one big reason to invest in an EV, so it goes without saying that you will recycle and reuse everything you can. After all, there is no point in trying to reduce the harm you do to the environment in one way without taking steps in other areas of your life to do the same. The problem with that line of thinking is that if you purchase an EV with a solid-state battery installed, when it comes time to replace it, you will not have any way to safely discard or recycle it.
As of yet, there is no good way to recycle a solid-state battery. The only way to get rid of them is to toss them out. Doing this will cause irreparable harm to the planet because of the chemicals used during the manufacturing process to make the battery in the first place, including lithium. Hopefully, by the time the batteries need to be replaced, a solution will be found for this dilemma. If not, a warehouse somewhere in the world will be tasked to hold these used-up batteries safely until some type of solution can be found.
Solid-State Batteries: Cost-Effectiveness And Viability For The Long Haul
JLStock | Shutterstock
For a full ICE to BEV transition to take place as fast as possible, something that interests society as a whole, particularly due to environmental and health concerns, EVs need to be affordable, and that’s why batteries are so important. They’re expensive, and making them cheaper, either by scaling production, or finding ways to make them more energy dense, enabling the use of smaller battery packs without compromising range, or even by transitioning to a whole new technology such as solid-state batteries, is critical for a sustainable future.
Considering the advancements that have been shown so far, along with the expectations and plans of companies and research institutions for the near future, solid-state batteries should indeed become viable in the next couple of years. What remains to be seen is how feasible they will be compared to already existing batteries, which will also improve over time. The technology will be there, but which one will win the mainstream is still anybody’s guess.
“Adding power makes you faster on the straights, subtracting weight makes you faster everywhere.” -Colin Chapman.
Chapman was a British engineer who, in 1948, founded Lotus with a core philosophy that hasn’t changed over the last seven decades. Whether acting as a vehicle manufacturer or an engineering consulting firm, Lotus’ primary goal has been to build small, agile, and light cars, prioritizing driving enjoyment over almost anything else.
Today, that formula has become a rare one. Thanks to advances in tire and suspension technology, even large, heavy sports cars are quick on a track or a curvy road. However, while there is no shortage of fast cars, the pool of genuinely engaging ones shrinks yearly.
The Emira is Lotus’ final internal combustion car, and the British carmaker went all out for it. Refinements to its cabin layout and interior quality make it a proper Porsche fighter, while its responsive supercharged V6 and six-speed manual transmission are a joy to engage with. Combined with stunning bodywork and a package that tips the scales at a mere 3,175 pounds, the Emira serves as a reminder that a sports car shouldn’t just be about performance figures and straight-line speed. It’s about having fun.
Engine:
3.5-Liter Supercharged V6
Output:
400 Horsepower / 310 Pound Feet
0-60 MPH:
4.2 Seconds
Trim Base Price:
$107,600
As-Tested Price:
$110,220
Lotus aims to only build electric cars by 2028 as part of its Vision80 plan, and the Emira acts as a visual representation of that change. It distinguishes itself from the Evora that preceded it and aligns with the Evija, the brand’s 2,011-hp electric hypercar, of which just 130 units will be built. As a result, it’s not surprising that the Emira gives off a mini-supercar vibe rather than that of a traditional sports car.
At 174 inches long, 75 in wide, and 48 in tall, the Emira is shorter but wider and lower than a Porsche 718 Cayman, its main competitor. Yet despite the dimensional similarities, the Lotus’ styling is the more special of the two.
The Emira is a gorgeous two-seater with styling that’s clearly functional but not overdone. Its front hood sports two exit vents which help channel the incoming air neatly over the car, while two massive side pod intakes help cool its mid-mounted engine. Its rear end features two more exit vents, inspired by the Evija’s tail lights, which ventilate air from the rear wheel arch. Thanks to these elements, Lotus didn’t need to incorporate active aero bits to balance out the Emira.
Functionality aside, a major reason why the Emira is such as stunner comes down to its new aluminum architecture. Lotus developed it specifically for the Emira, with no carryover from the Evora, and despite the brand’s upcoming push towards full electrification, this structure isn’t meant to ever house batteries. Thus the Emira benefits from near-perfect sports car proportions because it was never designed to be anything but.
Like its lack of active aero elements, the Emira doesn’t offer active suspension components. Buyers can pick between a Touring or a Sports model, each fitted with unique spring and shock combos to prioritize everyday comfort or a stiffer performance-focused setup. These changes live beneath the skin as both variants are visually identical. All Emiras come standard with 20-in V-Spoke wheels wrapped in Goodyear Eagle F1 Supersport Tires, or Michelin Pilot Sport Cup 2’s with the Lotus Driver’s Pack available only for the Sports model.
I spent a little over 24 hours with a Seneca Blue First Edition V6 Touring, and just like the Evora GT I tested in 2021, Lotus’ latest delivers a unique driving experience, thanks mainly to its weight and size.
It’s powered by a Toyota-sourced 3.5-liter supercharged V6 developing 400 horsepower and 310 pound-feet, all of which goes to its rear wheels via a six-speed manual transmission. However, a torque converter automatic is available, which adds an extra 7 lb-ft to its torque output. A Mercedes-AMG-sourced I4 will become available later, mated to a dual-clutch automatic producing 365 hp and 310 lb-ft.
Toyota’s 2GR-FE is not as exotic as the naturally-aspirated 4.0-liter flat-six in the GT4, and it maxes out at 6,800 rpm, whereas the Cayman will scream all the way to 8,000 rpm. Still, it delivers its power linearly to its redline with plenty of low-end torque for around-town driving. Despite counting on forced induction, the Emira’s V6 responds almost instantly to throttle inputs thanks to its eagerness to rev. As it does so, it blends a throaty exhaust note with plenty of supercharger wine.
This First Edition V6’s curb weight is 3,175, perfectly matched to its 400-hp output. The Emira doesn’t need more power. As it sits, its performance is fully usable on a twisty back road, and thanks to its short gear ratios, you’re constantly hitting redline, shifting, and interacting with it. Its six-speed manual is a carryover from the Evora, although its shifting feel is improved. It’s notchy but precise and a joy to use. Its clutch is still heavy, but not overly so, requiring more effort than in an equivalent Cayman.
The Emira’s steering is hydraulically assisted, heavy, and is easily one of the car’s highlights. It’s talkative, constantly transmitting feedback from the road to your fingertips. The same goes for the new aluminum chassis, which always makes you feel connected to the asphalt below. The Emira is a masterclass in how a sports car should make you feel. It exhilarates without requiring excessive speeds to do so.
Turn into a corner, and you’re instantly reminded of the Emira’s curb weight. It may lack active suspension, but even my softened Touring tester remained composed through the bends. Its front end is agile and grippy, always eager to change direction. Although modern sportscars can mask their weight well, few cars feel as light on their feet as the Emira.
Although I have yet to drive the Sports model, I suspect I’ll still prefer the Touring as just a hint of body roll ads to the excitement of hustling it up a good road. Its softer springs and dampers also mean it handles road imperfections gracefully and isn’t easily thrown off balance.
Although the Touring is pitched as a potential daily driver, it’s still about as stiff as a GT4, meaning highway rides are still bumpy, and road imperfections shake the cabin. But in all fairness, these are compromises worthwhile, given how well the Emira drives.
The Emira offers three drive modes, Tour, Sport, and Track. Given its lack of active aero and suspension elements, these only alter its exhaust sound, engine responsiveness, and stability control. The Emira comes set up from the factory and isn’t adjustable on the fly. This only adds to its appeal. It has a singular focus and never tries to be something it isn’t.
Inside is perhaps where the Emira sets itself apart most from the Evora that preceded. It’s a huge step up over its predecessor both in terms of design and quality. It now houses a 12.3-in digital instrument cluster and a 10.25-in central display, which houses a new infotainment system as well as Apple CarPlay and Android Auto connectivity.
My tester combined black leather and Alcantara surfaces with contrasting yellow stitching throughout, a no-cost option. Its only interior add-on is its $530 Alcantara steering wheel which feels excellent but likely won’t wear as well as the standard leather option. Sound isolation is decent, especially for a sports car, and its standard seats are supportive in all the right places and comfortable enough for long drives.
Following a price increase of over $14,000 due partly to supply-chain issues, a First Edition V6 model starts at $107,600, including a $2,200 destination fee. Like its predecessors, the Emira’s options list is relatively short, only offering a $2,150 automatic transmission, a $1,400 black exterior pack, a $530 Alcantara steering wheel, and a $690 vehicle tracker. My tester featured virtually all of them, pushing its as-tested price to $110,220.
Given its price increases, the Emira First Edition V6’s base price is about the same as a Cayman GT4. However, many of its options, like paint, interior colors, and wheel finishes, are no-cost options. As such, a similarly optioned Porsche would still be more expensive.
The Emira refines Lotus’ winning formula by adding updated tech and a significantly improved interior without massive weight gains. It walks a fine line by feeling modern and comfortable enough while painting the lightweight feel of a proper sportscar. The Emira is all about how it makes you feel. From its notchy shifter to its hydraulic steering and excellent chassis, it’s constantly transmitting feedback from the road, resulting in a very immersive driving experience.
As much as I genuinely think the Emira is a fantastic product, it was in a much stronger position before recent price increases. At its original sub-six-figure base price, it represented excellent value compared to a Porsche with similar performance, but now that it costs as much as a GT4, the playing field has leveled.
The Emira isn’t for those looking for the techiest driving experience with endless modes and settings. It comes properly set up from the factory with little intrusion from driver-assist systems. It’s a sportscar distilled to its very essence. Lotus’ last hurrah is nothing short of spectacular.
The Tata Tiago EV outperforms several cars with higher performance outputs
The Tata Tiago EV is one of the most affordable electric vehicles (EVs) available in India, priced between Rs 8.69 lakh and Rs 12.04 lakh (ex-showroom). It comes with two battery pack options: 19.2kWh and 24kWh, providing a range of up to 250 kms and 315 kms, respectively.
We recently tested the Tiago EV with the larger battery pack and an electric motor rated at 75PS and 114Nm. While its 0-100kmph acceleration times may not be extraordinary, this entry-level electric hatchback is still faster than several popular cars with similar or higher performance outputs.
Here is a list of these cars and their respective 0-100kmph acceleration times:
Tata Tiago EV – 13.43 seconds
Model
Tested Figures (0-100KMPH)
Toyota Glanza MT
13.54 seconds
Maruti XL6 AT
13.67 seconds
Maruti Grand Vitara AWD
13.99 seconds
Toyota Innova Crysta Diesel AT
14.11 seconds
Citroen C3
14.32 seconds
Mahindra Bolero Neo
15.13 seconds
Tata Tiago Petrol MT
15.29 seconds
Maruti Celerio AMT
15.77 seconds
Citroen eC3
16.36 seconds
Tata Altroz DCA
18.25 seconds
Key Takeaways:
The car closest in performance to the Tiago EV on this list is the Toyota Glanza, which features a 90PS 1.2-litre petrol engine paired with a 5-speed manual transmission. The Tiago EV’s win is particularly impressive considering that manual cars usually have a quicker launch.
The Maruti XL6 is approximately 0.2 seconds slower than the Tiago EV and is equipped with a 105PS 1.5-litre petrol engine paired with a 6-speed automatic transmission.
The Maruti Grand Vitara AWD comes with a 5-speed manual transmission and shares the same engine as the XL6.
The Toyota Innova Crysta is the most powerful car on the list, featuring a 150PS 2.4-litre diesel engine paired with a 6-speed automatic transmission. However, the mentioned model is no longer available for sale as the diesel variant of the MPV only comes with a manual transmission now.
The Citroen C3 is almost a second slower than the Tiago EV, while its electric version lags by nearly 3 seconds. The electric version of the Citroen C3 is a direct competitor to the Tiago EV, offering less power at 57PS but more torque at 143Nm.
The only other diesel car on this list is the Mahindra Bolero Neo, equipped with a 1.5-litre diesel engine. Despite its 100PS power output and 260Nm torque, combined with a 5-speed manual transmission, it is still over a second slower than the Tiago EV in reaching 100kmph.
The petrol version of the Tata Tiago is around 1.5 seconds slower than its electric counterpart.
At the end of the list, we find the Maruti Celerio AMT. Despite having only 67PS and 98Nm from its 1-litre petrol engine, the Celerio is significantly lighter with a kerb weight of just 820kg.
A surprising inclusion on this list is the Tata Altroz DCA. It is equipped with the same 1.2-litre petrol engine as the petrol version of the Tiago, but in this case, it is mated to a refined 6-speed dual-clutch automatic transmission. However, it is nearly 5 seconds slower in reaching 100kmph compared to the Tiago EV.
What makes the Tiago EV quicker?
The Tiago EV may not have impressive numbers on paper, but one of the biggest advantages of an electric powertrain is its instant performance delivery.
