In the motorcycle racing world, the weight of the rider has always been a sensitive topic. While manufacturers strive to make their bikes as lightweight as possible, a heavier rider can negate those efforts. This issue has been a hot topic of debate in the WorldSBK, particularly in relation to current WorldSBK Champion Alvaro Bautista, who is known for his lightweight physique.
Bautista weighs only 56 kilograms (123 pounds) and stands at 5ft 5in (1.69 meters), making him significantly lighter than his rivals. One of his main competitors, BMW racer Scott Redding, has raised concerns about the weight advantage that Bautista enjoys. Redding, who weighs 78 kilograms (171 pounds) and is six feet tall, believes that there should be a minimum weight limit for riders to level the playing field.
After initially dismissing the idea, the Superbike Commission has now announced that starting from the 2024 season, there will be a minimum combined weight limit for riders. This means that smaller riders like Bautista will not have to worry about gaining weight to meet a certain requirement. However, race engineers will need to compensate for the lighter riders by adding weight to the bikes. The specific minimum weight has not yet been announced.
In addition to the minimum weight limit, the 2024 season will also introduce other technical changes. The fuel tank capacity will be reduced from 24 liters to 21 liters, and it is expected that fuel flow control systems will become mandatory for all bikes starting from the 2025 season. For the 2024 season, at least two bikes from each manufacturer will need to have fuel flow meters for data collection purposes. There will also be new engine speed limits and modifications in crankshaft and balancing shaft weight.
All of these technical revisions are pending approval by the Permanent Bureau, and further discussions will take place in a WSBK Commission meeting in October 2023 to address sporting and disciplinary changes.
Stellantis, the multinational automotive company, is working towards a 50% reduction in battery weight by 2030. This goal is aimed at making electric vehicles (EVs) lighter and closer in weight to their traditional combustion-engine counterparts.
Ned Curic, head of engineering and technology at Stellantis, expressed the need to address the issue of heavy batteries in EVs. He stated, “The battery today is just too heavy; the vehicle is too heavy. We shouldn’t be going backwards.”
To achieve this weight reduction, Stellantis plans to introduce new lightweight battery technologies and improve cell packaging efficiency.
Earlier this year, Stellantis made an investment in Lytten, a Silicon Valley company focused on developing lighter lithium-sulphur batteries. These batteries not only reduce weight but also cut costs and carbon emissions by using less exotic materials than conventional lithium-ion batteries.
Curic also mentioned sodium-ion batteries as a potential alternative. This technology, being developed by Chinese battery manufacturers like CATL, offers a much cheaper option.
A recent report by UBS, which included a teardown of the BYD Seal saloon, revealed the weight of current EV batteries. The lithium-iron-phosphate (LFP) battery pack in the standard 62kWh Seal accounted for 470kg of the car’s total weight of 1941kg. Similarly, the 60kWh battery pack in the Renault Mégane E-Tech Electric weighed 394kg out of the car’s overall weight of 1783kg.
To support their battery development efforts, Stellantis has established the Mirafiori battery technology center in Turin, Italy. This facility will be utilized for designing, developing, and testing battery packs, high-voltage cells, modules, and software for upcoming models from Alfa Romeo, Citroën, Fiat, Peugeot, Vauxhall, and more. The company has invested €40 million (£34.3m) in repurposing a section of a former Fiat factory to create this facility. It features 32 climatic test chambers, enabling the simultaneous testing of up to 47 battery packs.
The latest addition to the Alfa Romeo lineup, the 33 Stradale, is a stunning combustion-powered supercar. In order to keep the weight at a minimum, Alfa Romeo has utilized carbonfibre for the monocoque chassis and aluminum for the body frame. The window frames also feature carbonfibre, and lightweight door hinges are installed to support the Stradale’s eye-catching butterfly doors.
Alfa Romeo CEO, Jean-Philippe Imparato, expressed his enthusiasm for the new 33 Stradale, stating that the objective was to create a vehicle that honors the brand’s heritage and satisfies the Alfisti community. He further assures that this is not the end, as the 33 Stradale is the first “fuoriseries” car since 1969, with more to come in the future.
When it comes to design, Alfa Romeo has strived to emulate the proportions of the original car as closely as possible. The iconic ‘V’-shaped grille, known as the Scudetto Shield, graces the front of the 33 Stradale. The overall profile is optimized for aerodynamics and reflects the brand’s commitment to both functionality and aesthetic appeal.
A priority was given to improving aerodynamics, which led to the integration of an air intake into the headlights and a rear spoiler that directs air into the side intakes. These features contribute to minimizing drag and enhancing the car’s overall performance. Alfa Romeo intends to carry forward design elements such as the new-style ‘V’-shaped grille, elliptical bonnet, and LED lines in the headlamps to their future models.
The interior of the 33 Stradale boasts a driver-centric layout, utilizing lightweight materials like aluminum and carbonfibre. The extensive use of Alcantara further emphasizes its supercar status. Alfa Romeo CEO, Jean-Philippe Imparato, has previously stated the company’s commitment to driver-focused interiors, and the 33 Stradale exemplifies this commitment. The center console features few buttons, reducing distraction, and a state-of-the-art 3D head-up display, claimed to be an industry-first, serves as the main digital interface.
The Inverted Range Rover Classic has undergone several upgrades. The rear springs have been made stiffer to handle the battery’s weight, and adjustable dampers from Fox (known from the Ford Raptor) have been installed. While the rear brakes are standard, the front brakes now feature four-pot calipers and discs from Alcon.
Many components are sourced either from a donor Tesla (such as the brake booster) or from aftermarket suppliers (like the battery management system).
Despite being Inverted’s first project, the Inverted Range Rover Classic feels comfortable to drive, especially once you select the appropriate setting. The standard mode has a lot of dead travel at the top of the throttle pedal and no regenerative braking. However, if you switch to Off-Road mode, it functions similar to a Tesla: the dead spot is replaced by regenerative braking, although the brake pedal still only affects the friction brakes. Inverted offers customization options for the amount of regen based on customer preferences.
Unlike a Tesla, power delivery is not instant. You need to keep your foot on the pedal for a while as the power gradually increases. While this may sound inconvenient, the vehicle always has enough power, adding a sense of engagement. Just imagine the thrill of unleashing 450bhp on a 1970s off-roader. Sport mode provides a more direct response but is still gradual enough for a smooth driving experience.
Inverted claims that the motor has the potential to deliver 600bhp, although 200bhp would suffice. It is important to note that this is not a vehicle designed for high-speed driving. The grip levels are modest, there is significant body roll, and the steering is both slow and humorously vague, lacking self-centering.
Chassis settings, along with engine and transmission response, steering weight, and sound, are keyed to seven drive modes. These include Electric, Battery Hold, Comfort, Sport, Sport+, Slippery, and Individual. Electric activates all-electric driving, Battery Hold saves the charge for later, Slippery is for white-knuckle situations, and Individual allows you to mix and match settings. That leaves Comfort, Sport, and Sport+ as the modes that reveal this car’s true character.
Comfort mode provides the full S-Class land yacht experience. The engine is on but not fully awake, so ambient noise remains fairly low. The ride is at its plushest. Motoring down California’s Pacific Coast Highway, our test car’s carbon-fiber interior trim and AMG badging were the only indicators that we were in an AMG model.
Switch to Sport mode, and you get a subtle burble to remind you that there is in fact a V8 under the hood. As with many other performance cars with programmable drive modes, the steering becomes unnecessarily heavy, but still allows for a fine level of control—which you’ll definitely need to aim a car of this size down a twisty road.
In Sport mode, the S63 no longer feels like an ordinary S-Class. Nor does it just feel like a big car with a powerful engine. It has the confidence-inspiring poise of a true sports sedan, one that impresses not only with its ability to move its considerable girth around corners, but also makes the experience enjoyable. Cars that rely this heavily on tech to overcome the laws of physics can be quite dull, but this is definitely one that makes you want to take the long way home. And that’s before shifting to Sport+ mode, which offers more of everything without making the car too uncomfortable for long stints.
“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.
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