Latest news with #Geely
The Australian
17 hours ago
- Automotive
- The Australian
Super Hybrids arrive as an alternative to Toyota's dominance
Super Hybrids have arrived to rescue Aussie drivers from nerdy technology. The new Super Hybrid term, used by Chinese brands such as Geely, Chery and MG, attempts to rebrand plug-in hybrid electric vehicles (PHEVs) as a more powerful and capable cousin to regular hybrid vehicles offered by the likes of Toyota. It's a great idea. PHEVs have struggled to cut through the noise in Australia market, and may not have been helped by brands like Mitsubishi putting huge 'EV' badges on cars that also require petrol. Recognising the runaway success of conventional hybrids such as Toyota's RAV4, Camry and Corolla, Chinese brands have ditched PHEV terminology in favour of 'Super Hybrid', reflecting the superior power, efficiency and range – as well as the higher price – of plug-in hybrid models. Geely is about to launch its first Super Hybrid in Australia, giving the brand a petrol-electric alternative to the only other car in its showrooms, the battery-powered EX5. Sold in China as the Starship 7, Geely's contender is known as the Starray EM-i. That stands for E-Motive Intelligence, which makes it sound like this wagon is particularly sensitive to thoughts, feelings, and the emotional wake it leaves in the river of life. You can see why marketing departments have banded together to make 'Super Hybrid' happen. MORE: Geely EX5 arrives in Australia Geely says the Starray's 'Super Hybrid' technology combines a 1.5-litre, 73kW/125Nm petrol engine with a 160kW/262Nm electric motor to send a combined 193kW of power to the front wheels. That last one is a big number. The hybrid system is fuelled by a 50L petrol tank and an 18.4kWh battery that deliver almost 950km of driving range, and 2.4L/100km claimed efficiency. MORE: Dua Lipa stuns with $1m accessory Like all plug-in hybrids, that fuel figure is not an accurate reflection of what you will see in the real world. Official fuel economy figures come from a standardised test run in controlled conditions on the car equivalent of a treadmill for a short distance. The Geely has up to 80 km of electric range with a fully charged battery, so if you drive for short trips, you might not use any petrol at all. MORE: Wild call to end tax breaks for utes But longer trips – or journeys that start without a fully charged battery – will drain the fuel tank. The Starray will be available with luxury touches including a panoramic sunroof, massive touchscreen, and seats that are both heated and cooled. Geely hasn't announced prices for the machine, which should cost less than $50,000 when it arrives later this year. MORE: Chinese car makers caught in cash scandal The brand hopes Aussies will be more than familiar with 'Super Hybrids' by the time it arrives, thanks to rival companies that have already rebranded PHEV machines such as the MG HS Super Hybrid. The standard MG HS petrol model makes 125kW and 275Nm, the regular hybrid has 165kW and 340Nm of combined power, while the Super Hybrid offers 220kW and 350Nm. On the fuel efficiency front, the petrol MG claims 6.9L/100km efficiency, the hybrid uses 5.2L/100km and the Super Hybrid claims a fanciful 0.7L/100km. MORE: What is the best car of the 21st century? That's because the plug-in hybrid model has a 24.7kWh battery with 120km of electric range, so if you start each journey with a fully charged battery and a full tank of fuel, you won't use much petrol at all – but if you don't plug the car in, you can expect to use far more petrol than it's sticker suggests. In MG's case, the standard HS starts from about $36,000 drive-away, while the conventional Hybrid+ model is $32,990 drive-away and the Super Hybrid is $50,990 drive-away. Drivers who want a bigger car – for less money – can consider the seven-seat Chery Tiggo 8 Super Hybrid. The Chery combines a 1.5-litre four-cylinder turbo petrol engine that makes 105kW/215Nm with an 18.4kWh battery and an electric motor that has 150kW/310Nm, claiming 1.3L/100km efficiency and 1200km of combined range. It starts from $45,990 drive-away, which isn't a huge step up from a petrol Chery Tiggo 8 that costs $38,990 drive-away and uses 8.1L/100km to make 180kW and 375Nm. Read related topics: China Ties Life Australia's answer to the dramatic sci-fi universe Westworld has been unveiled and it has to be seen to be believed. Life The battle for the dollar of the everyday Aussie between some of China's biggest manufacturers has exploded amid profanity-laced tirades and accusations of copycat products.
Auto Car
2 days ago
- Automotive
- Auto Car
The Caterham Seven now has literal Horse power... I was first to try the sports car firm's new engine
The Caterham Seven's future is now assured thanks to a new engine from a firm formed by Renault and Geely Open gallery Prior put the Caterham's Horse prototype through its paces around Brands Hatch Horse-engined sevens will not weigh more than today's Duratec ones Laishley (right) tells Prior: 'We've searched high and low' for the right engine Close Caterham has been at a set of figurative crossroads for some time, pondering what will replace the Ford Sigma and Duratec engines it has been using for yonks. Neither the Sigma, a 1.6-litre used in Caterham's Academy racing cars, nor the 2.0-litre Duratec, used in its road and fastest race cars, has been made for several years. Caterham bought a batch of Sigma blocks and has been assembling completed engines using those and spare parts, but they will shortly run out. It still has considerable stock of complete Duratec engines – 1200 of them – but it doesn't believe Ford has used the unit in over four years. Ultimately, both need replacing, but the Academy race car is a priority, so that's what's being addressed first. The Academy series, designed for new race drivers, results in 34-40 Caterhams being built and raced per year. Over the past 30 years, more than 1400 people have become racers through the programme. The cars are mostly home-finished and all have to be road-registered. At a literal crossroads, a Caterham isn't the world's most convenient vehicle: you sit a long way from its nose, low, and with iffy visibility. But in corporate terms, things are brighter. In Bob Laishley, the company has a CEO with decades of OEM experience and a vast contact book, although he modestly says that wasn't a necessity because it quickly became apparent that plenty of engine manufacturers would be happy to supply the company. Combustion engine production, even development, is in no danger of imminently ceasing. The conundrum has been finding an engine that fits, that's available, reliable and sufficiently light, and is priced correctly. Or, at least, correctly enough. 'We have searched high and low,' says Laishley, and the answer has come from Horse, a relatively new joint venture between Renault and Geely that 'is looking to sell engines'. Horse has the capacity to make more than three million engines a year and wants automotive customers. Caterham has settled on its lightly turbocharged 1.3-litre four-cylinder, badged HR13DDT, made in Spain and already used in more than 20 models including the Renault Megane, Nissan Qashqai and Mercedes A-Class. So 'it has been used in a number of cars and Horse has guaranteed supply well into the next decade', says Laishley. In existing production cars, the HR13DDT unit has standard outputs as little as 115bhp and as much as 160bhp, higher still where it's already used in saloon car racing. It has 1332cc capacity, a 72.2mm by 81.3mm bore/stroke, an aluminium block and head, direct injection, twin overhead cams, a lifetime timing chain and mirror bore coating, in which cylinders receive approximately 0.2mm of friction-reducing coating rather than a cast-iron cylinder liner (the sort that has a circa 2mm wall thickness). It's tech the R35-generation Nissan GT-R received first and it gives 'a lot of weight-saving in the block', says Laishley. The upshot, I'm told, is that the HR13 engine weighs 35kg less than a Duratec motor (around 15-25kg less than a Sigma, by my estimates), although some of that will be undone by the need for an intercooler and associated pipework and ducting. Complete, it certainly won't weigh more than the Duratec, according to Laishley. The final advantage is that 'it fits', says Laishley, although these things are somewhat relative. Most of it fits. A fuel pump and rail sprouts from the top of the engine, which the Caterham bonnet will have to be sculpted to clear. It's a tiny piece of the engine but one of the most critical. Various teams have contemplated rejigging it, but that it pressurises petrol to 350 bar has inclined them to leave it as designed. I've come to Brands Hatch, where it's binning down with rain, to try the first Caterham Horse prototype, an SV (wide-body) chassis in left-hand drive. The wider chassis gives Caterham's team a bit more space to work with, and the exhaust and catalytic converter would foul the steering column on a right-hand-drive model, so they're using this left-hooker while redesigning the exhaust. A second prototype, an Academy race car, which has a narrow (Series 3) chassis in right-hand drive – and is thus representative of the first production versions – is in build at the factory. I've seen some CAD mock-ups of the bonnet and the finished version will look much sleeker than the strictly functional add-on you see pictured here. It will want some additional cooling vents too. Caterham's engineers say that beyond ensuring the engine fits, they have done precious little to it. It makes 130bhp at around 5750rpm and builds in very linear fashion from 2000rpm, with a very flat torque plateau of a little under 130lb ft from 2000rpm to 5500rpm (bhp and lb ft being equal at 5252rpm). The rev limit is 6500rpm but they say there's no need to take it there, because torque and power both ebb away after the peak. Caterham will use its own ECU (it's more reliable than using an OEM ECU that requires 'turning things off that don't want to be', says Laishley) and the base power might eventually go up or down a bit so that Academy race cars retain lap times as close as possible to those of today's Sigma-engined cars. In the meantime, there's plenty else to be getting on with. Not only will there be a new engine, but also a new gearbox and limited-slip differential. Gearboxes are becoming the latest six- rather than five-speed Mazda MX-5 units and there will be a bespoke Caterham-specced LSD in place of the BMW one used now. The gearbox is a bit heavier than the five-speed but the LSD is lighter, so overall weight is the same. Because of the new engine, gearbox and differential, the 2026 set of Academy cars won't be available to home-build: the procedures simply won't be finely honed enough, so Caterham will complete them all at the factory. As I write, pricing has still to be confirmed, but I'm told it will be a little – but not prohibitively or mick-takingly – more expensive than a Sigma-engined car. The bits just cost more. Those will be the first and, for the time being, only Horse-engined Caterhams. Historically, Academy cars typically become 'Roadsport Championship' race cars the year after they have competed in the Academy and then can be upgraded to 270 and 310 race cars thereafter: those championships, then, will have a mix of Horse and Sigma engines from 2028. Entry-level 170s will still use the small Suzuki engine. Other road-going Caterhams will continue with Duratec engines until stocks run out. You can speculate that, with its various power options and obvious tuning capability, the Horse engine will become the norm thereafter: Caterham clearly hasn't signed up a new engine maker to build just 34 cars a year. The other point to note is that if you want to have a naturally aspirated Seven, the time is now. Caterham would like the new engine to feel as naturally aspirated as is possible, though. So at Brands I sink into the driver's seat to receive a briefing, although there's not much to tell. There's a light to warn of the impending rev limiter, but unless I deliberately take it there, I'll have probably naturally felt the urge to shift up a gear by then. And while the sound is all authentic, there is a symposer (a tube and a vibrating membrane) to accentuate the induction noise. By today's standards, 100bhp per litre is modest and so is a redline in the mid-6000s. That redline and power output are figures an old 1.7-litre Ford Kent Crossflow would be familiar with. And if I told you that the Horse engine reminded me a bit of one of those, I wouldn't mean it as an insult. This is, I don't think it's unkind to say, a functional rather than spectacular sort of engine. It will pull at any revs because it has modern electronics but there's notable response from 2000rpm and it pulls very keenly from 3000-5000rpm. If there is turbo lag, and even at low boost pressures I suppose there must be some, you don't really notice it in a car as light as a Seven. Perhaps it would be more notable in the dry, but in the wet there's sufficient response to light up the rear tyres out of Druids hairpin easily, and even in higher-speed corners enough to straighten the car's line without feeling like you're waiting for the engine to do your bidding. It's just linear, progressive and responsive, and I think the symposer takes the edge off some gravelliness, to add some gruff induction 'bwoap'. It's geared for around 3000rpm at 60mph in sixth, and while it's hard to gauge how the large expanse of a race circuit totally matches the road, that and the ratios – with a gearshift every bit as tight and slick as the Mazda five-speed's – feels 'about right'. In truth the whole package does. Would it be nicer if it was a super-light, naturally aspirated 1.6-litre that revved to 9000rpm and made 160bhp while it was getting there? Perhaps, but people don't make engines like that which meet regulatory requirements any more. The Horse engine hits the right numbers. And, in its delivery, in its responses, and even in its aural appeal, it largely hits the mark too. I think Academy drivers are going to have as much fun as ever. The future supply is pleasingly secure. And if you must have a naturally aspirated Seven, you know who to call. Join our WhatsApp community and be the first to read about the latest news and reviews wowing the car world. Our community is the best, easiest and most direct place to tap into the minds of Autocar, and if you join you'll also be treated to unique WhatsApp content. You can leave at any time after joining - check our full privacy policy here. Caterham Seven 420 CUP S3 Next Prev In partnership with
New Straits Times
4 days ago
- Automotive
- New Straits Times
Malaysia, Thailand, Indonesia emerge as launchpads for China's EV giants
KUALA LUMPUR: Automotive investments surged this quarter, led by a sharpened focus on the electric vehicle (EV) supply chain and Asean's rise as a key hub for global automakers, according to BMI, a unit of Fitch Solutions. BMI said the most notable trend is the continued expansion of Chinese automakers such as Geely, GAC, and Changan, who are using the Asean region, particularly Thailand, Malaysia, and Indonesia, as key launchpads for their global ambitions. "Geely has announced a landmark investment in Malaysia to transform Tanjung Malim into a major automotive hub, while also pursuing collaborations in Indonesia aimed at developing a homegrown EV by 2026. "GAC and Changan are similarly increasing their presence, with Changan leveraging its manufacturing footprint in Malaysia to support regional growth and GAC introducing flagship models and supply chain capabilities at regional expos," it said in a recent note. According to BMI, the EV supply chain itself is seeing robust investment, underpinned by a drive for localisation and electrification. It added that Thailand is experiencing a surge in EV demand, with sales expected to jump over 40 per cent in 2025, supported by government incentives and the establishment of domestic battery manufacturing facilities like Amita Technology's gigafactory. In Malaysia, BMI said Geely's large-scale commitment is attracting further supply chain investments, reinforcing its position as a regional automotive manufacturing powerhouse. However, it noted that the most significant announcement of the quarter in terms of project value is Contemporary Amperex Technology Co Ltd's investment in Indonesia. "This major gigafactory project is finally taking shape and represents another example of mainland Chinese companies leveraging Asean as a launch platform. "The project, known as the Indonesia Battery Integration Project, aims to cover the entire battery value chain—from nickel mining and processing to battery materials, manufacturing, and recycling—within the FHT Industrial complex," it said. Meanwhile, BMI reported tracking 30 new automotive manufacturing investments across Asia in the first quarter of 2025 (1Q25), with a total value of US$10.6 billion. This represents a significant decrease in the number of projects tracked from 41 in the previous quarter. BMI noted that the total investment value for projects with available information was significantly higher in 1Q24 at US$54.6 billion and also 4Q24 at US$54.6 billion. Throughout 2Q25, BMI said it saw a continued increase in the number of EV-related investments, with a number of new projects announced in the growing EV supply chain in Asian emerging markets such as India, Indonesia, Thailand and mainland China. Nevertheless, BMI said the tariffs announced by the United States President Donald Trump on March 26, have had a negative impact on certainty investment patterns in Asia, especially for the automotive sector. "Reflecting this, the number of investments identified in Asia fell sharply from 41 in 1Q25 to just 30 in 2Q25. "These tariffs, aimed at protecting US national security and manufacturing, have led companies to reassess their global strategies, with Japan emerging as the most affected market," it said. BMI also noted that both Nissan's and Toyota's strategic adjustments reflect the broader recalibration among global automakers as they respond to new tariff regimes and intensifying competition in the EV market.
New Straits Times
4 days ago
- Automotive
- New Straits Times
Proton officially launches X50, prices from RM89,800-RM113,300
PROTON Holdings Bhd has finally announced the prices the updated X50, several weeks after it was previewed to Malaysians. The SUV comes in three variants: X50 1.5TD Flagship at RM113,300, X50 1.5TD Premium at RM101,800 and X50 1.5TD Executive at RM89,800. However, there is a RM4,000 rebate for the first 10,000 customers as part of the national carmaker's Gempak! Deal for early bird customers who register their vehicles by Oct 31. Proton said since it first hit Malaysian roads in 2020, the X50 has completely changed expectations for its class and reset goalposts with over 140,000 units sold, making it Malaysia's best-selling B-segment SUV for five consecutive years. Developed in collaboration with Geely, the SUV is a global success story, with over 1.2 million units sold across 51 countries. The latest model introduces comprehensive upgrades inside and out, offering customers an even more refined, dynamic and intelligent driving experience. "The all-new Proton X50 reflects our continuous pursuit of excellence in automotive design and technology," said Proton chief executive officer Li Chunrong at its launch on Thursday. "Our ambition is to raise the standard for the B-segment, giving Malaysian drivers an experience that is smart, spirited, and truly next-generation, Made for Malaysia, Engineered for the World!" he added. The updated X50 ushers in a new era with a striking design evolution, enhanced ADAS Level 2, and a massive 14.6-inch infotainment display. One of its standout innovations is the world's first Bahasa Melayu voice command system, a proud local-first that brings intuitive connectivity to more Malaysians in their everyday language. Under the hood, the new 1.5TD i-GT engine paired with a seven-speed DCT delivers 133 kW and 290 Nm of torque, achieving 0-100 km/h 7.6 seconds - 0.3 seconds quicker than its predecessor. Coupled with a 4.7 per cent improvement in fuel economy, it offers a perfect balance of power and efficiency. Colour-wise, Proton has added a new option called Teal Bayou Green alongside the four existing colours namely Snow White, Passion Red, Jet Grey and Armour Silver. Interior-wise, the Executive and Premium variants are draped in black although they do have different upholstery material - fabric and leatherette respectively. The Flagship variant also has leatherette upholstery but it is draped in black and red instead.
The Advertiser
4 days ago
- Automotive
- The Advertiser
Alpine still working on large electric SUVs despite shelving US launch
Although Alpine isn't returning to the US as initially envisaged, the company is still working on two larger electric SUVs, and an electric sedan. One SUV is thought to be a model designed to take on the Porsche Cayenne, while the other SUV would be the next step up in size. The sedan is expected to be a sedan around five metres in length. Antony Villain, Alpine's chief designer, told Autocar at the Goodwood Festival of Speed "we are working on [the large vehicle family] today". CarExpert can save you thousands on a new car. Click here to get a great deal. Mr Villain said it was necessary to have "something in the D- or E-segment" if the company is to "expand more globally". Alpine's current European lineup consists of the A110 (bottom) mid-engine coupe, the A290 (above) — a hot version of the all-electric Renault 5 — and the A390 (below), a sporty electric "coupe" SUV. Right now the A390 is the brand's largest car, and sits in the European C-segment. It measures 4615mm long, making it a little smaller than the first-generation Porsche Macan. As part of the Renaultion plan, Alpine was aiming to sell 150,000 globally by 2030. A key component in reaching that figure was launching in the US by 2027. In April this year, Renault indefinitely delayed Alpine's US launch due to the uncertainty around the tariff situation in the US. As it stands, the tariff on cars imported to the US from the EU will rise to 30 per cent from August 1. The EU and US are currently negotiating an agreement that sources indicate will be similar to the one agreed to with Japan, where automotive imports are taxed at 15 per cent. According to Mr Villain "there are some other countries where they look for bigger cars". Although the design chief wouldn't name names, the only other market where larger vehicles might sell in significant numbers is China. It's not clear how Alpine could crack the Chinese market without producing vehicles there, as fully imported vehicles incur heavy tariffs. Renault, Alpine's parent, currently doesn't sell any cars in China, but it does have a series of partnerships with Geely. The two operate a joint venture company to house their internal combustion engine development and production facilities, and Renault has access to some of Geely's platforms. Under the plan announced in 2021, Renault would produce localised — namely restyled and rebadged — versions of Geely vehicles in South Korea. Geely would in turn produce a clutch of Renault-ised Geely Group products in China. So far, the only fruit of this agreement is the made-in-South Korea Grand Koleos, which is essentially a lightly redesigned Geely Monjaro/Xingyue L. If Alpine does end up developing and producing vehicles larger than the A390, it's unclear if they will come to Australia. The brand has says it will return to Australia with the A390, but other products have yet to be confirmed. MORE: Everything Alpine Content originally sourced from: Although Alpine isn't returning to the US as initially envisaged, the company is still working on two larger electric SUVs, and an electric sedan. One SUV is thought to be a model designed to take on the Porsche Cayenne, while the other SUV would be the next step up in size. The sedan is expected to be a sedan around five metres in length. Antony Villain, Alpine's chief designer, told Autocar at the Goodwood Festival of Speed "we are working on [the large vehicle family] today". CarExpert can save you thousands on a new car. Click here to get a great deal. Mr Villain said it was necessary to have "something in the D- or E-segment" if the company is to "expand more globally". Alpine's current European lineup consists of the A110 (bottom) mid-engine coupe, the A290 (above) — a hot version of the all-electric Renault 5 — and the A390 (below), a sporty electric "coupe" SUV. Right now the A390 is the brand's largest car, and sits in the European C-segment. It measures 4615mm long, making it a little smaller than the first-generation Porsche Macan. As part of the Renaultion plan, Alpine was aiming to sell 150,000 globally by 2030. A key component in reaching that figure was launching in the US by 2027. In April this year, Renault indefinitely delayed Alpine's US launch due to the uncertainty around the tariff situation in the US. As it stands, the tariff on cars imported to the US from the EU will rise to 30 per cent from August 1. The EU and US are currently negotiating an agreement that sources indicate will be similar to the one agreed to with Japan, where automotive imports are taxed at 15 per cent. According to Mr Villain "there are some other countries where they look for bigger cars". Although the design chief wouldn't name names, the only other market where larger vehicles might sell in significant numbers is China. It's not clear how Alpine could crack the Chinese market without producing vehicles there, as fully imported vehicles incur heavy tariffs. Renault, Alpine's parent, currently doesn't sell any cars in China, but it does have a series of partnerships with Geely. The two operate a joint venture company to house their internal combustion engine development and production facilities, and Renault has access to some of Geely's platforms. Under the plan announced in 2021, Renault would produce localised — namely restyled and rebadged — versions of Geely vehicles in South Korea. Geely would in turn produce a clutch of Renault-ised Geely Group products in China. So far, the only fruit of this agreement is the made-in-South Korea Grand Koleos, which is essentially a lightly redesigned Geely Monjaro/Xingyue L. If Alpine does end up developing and producing vehicles larger than the A390, it's unclear if they will come to Australia. The brand has says it will return to Australia with the A390, but other products have yet to be confirmed. MORE: Everything Alpine Content originally sourced from: Although Alpine isn't returning to the US as initially envisaged, the company is still working on two larger electric SUVs, and an electric sedan. One SUV is thought to be a model designed to take on the Porsche Cayenne, while the other SUV would be the next step up in size. The sedan is expected to be a sedan around five metres in length. Antony Villain, Alpine's chief designer, told Autocar at the Goodwood Festival of Speed "we are working on [the large vehicle family] today". CarExpert can save you thousands on a new car. Click here to get a great deal. Mr Villain said it was necessary to have "something in the D- or E-segment" if the company is to "expand more globally". Alpine's current European lineup consists of the A110 (bottom) mid-engine coupe, the A290 (above) — a hot version of the all-electric Renault 5 — and the A390 (below), a sporty electric "coupe" SUV. Right now the A390 is the brand's largest car, and sits in the European C-segment. It measures 4615mm long, making it a little smaller than the first-generation Porsche Macan. As part of the Renaultion plan, Alpine was aiming to sell 150,000 globally by 2030. A key component in reaching that figure was launching in the US by 2027. In April this year, Renault indefinitely delayed Alpine's US launch due to the uncertainty around the tariff situation in the US. As it stands, the tariff on cars imported to the US from the EU will rise to 30 per cent from August 1. The EU and US are currently negotiating an agreement that sources indicate will be similar to the one agreed to with Japan, where automotive imports are taxed at 15 per cent. According to Mr Villain "there are some other countries where they look for bigger cars". Although the design chief wouldn't name names, the only other market where larger vehicles might sell in significant numbers is China. It's not clear how Alpine could crack the Chinese market without producing vehicles there, as fully imported vehicles incur heavy tariffs. Renault, Alpine's parent, currently doesn't sell any cars in China, but it does have a series of partnerships with Geely. The two operate a joint venture company to house their internal combustion engine development and production facilities, and Renault has access to some of Geely's platforms. Under the plan announced in 2021, Renault would produce localised — namely restyled and rebadged — versions of Geely vehicles in South Korea. Geely would in turn produce a clutch of Renault-ised Geely Group products in China. So far, the only fruit of this agreement is the made-in-South Korea Grand Koleos, which is essentially a lightly redesigned Geely Monjaro/Xingyue L. If Alpine does end up developing and producing vehicles larger than the A390, it's unclear if they will come to Australia. The brand has says it will return to Australia with the A390, but other products have yet to be confirmed. MORE: Everything Alpine Content originally sourced from: Although Alpine isn't returning to the US as initially envisaged, the company is still working on two larger electric SUVs, and an electric sedan. One SUV is thought to be a model designed to take on the Porsche Cayenne, while the other SUV would be the next step up in size. The sedan is expected to be a sedan around five metres in length. Antony Villain, Alpine's chief designer, told Autocar at the Goodwood Festival of Speed "we are working on [the large vehicle family] today". CarExpert can save you thousands on a new car. Click here to get a great deal. Mr Villain said it was necessary to have "something in the D- or E-segment" if the company is to "expand more globally". Alpine's current European lineup consists of the A110 (bottom) mid-engine coupe, the A290 (above) — a hot version of the all-electric Renault 5 — and the A390 (below), a sporty electric "coupe" SUV. Right now the A390 is the brand's largest car, and sits in the European C-segment. It measures 4615mm long, making it a little smaller than the first-generation Porsche Macan. As part of the Renaultion plan, Alpine was aiming to sell 150,000 globally by 2030. A key component in reaching that figure was launching in the US by 2027. In April this year, Renault indefinitely delayed Alpine's US launch due to the uncertainty around the tariff situation in the US. As it stands, the tariff on cars imported to the US from the EU will rise to 30 per cent from August 1. The EU and US are currently negotiating an agreement that sources indicate will be similar to the one agreed to with Japan, where automotive imports are taxed at 15 per cent. According to Mr Villain "there are some other countries where they look for bigger cars". Although the design chief wouldn't name names, the only other market where larger vehicles might sell in significant numbers is China. It's not clear how Alpine could crack the Chinese market without producing vehicles there, as fully imported vehicles incur heavy tariffs. Renault, Alpine's parent, currently doesn't sell any cars in China, but it does have a series of partnerships with Geely. The two operate a joint venture company to house their internal combustion engine development and production facilities, and Renault has access to some of Geely's platforms. Under the plan announced in 2021, Renault would produce localised — namely restyled and rebadged — versions of Geely vehicles in South Korea. Geely would in turn produce a clutch of Renault-ised Geely Group products in China. So far, the only fruit of this agreement is the made-in-South Korea Grand Koleos, which is essentially a lightly redesigned Geely Monjaro/Xingyue L. If Alpine does end up developing and producing vehicles larger than the A390, it's unclear if they will come to Australia. The brand has says it will return to Australia with the A390, but other products have yet to be confirmed. MORE: Everything Alpine Content originally sourced from:
