Has the electric hypercar era come to an end?
The electric hypercar: all torque, no talk? Raw performance alone is no longer enough to make a hyper-EV truly desirable. These days, driving engagement and a sense of control are essential ingredients. The idea that EVs could deliver eye-watering acceleration really gained traction with Tesla, and credit where it’s due — Elon Musk and his team understood that EVs had to be more than just quiet and smooth. By focusing on performance, Tesla drew in driving enthusiasts and cleverly aligned excitement with eco-consciousness. There was also solid engineering behind that mind-bending acceleration: instant torque from electric motors, better traction thanks to added weight over driven wheels, and incredibly fast electronic power delivery. Together, these factors allowed EVs to put down more power more effectively than traditional combustion cars with slower-responding drivetrains. Naturally, this led to the “more is more” mindset: more motors, more torque, bigger batteries, and increasingly ludicrous power outputs. The thinking was simple — if performance EV sedans were successful, why not apply the same formula to sports cars and hypercars? With instant speed, green credibility, and cutting-edge tech, the appeal seemed obvious. The customers, however, haven’t exactly lined up. That’s because many EV hypercars have become one-trick ponies. They dominate the quarter mile, sure, but lack depth. The initial shock of brutal acceleration fades quickly, and the experience often feels detached. There’s no gearshift to play with, no crescendo of revs, no visceral exhaust note — just push-and-go, and maybe a bit of nausea after repeated launches. More concerning are issues with steering feedback, handling, and throttle modulation, particularly when exiting corners. Yes, they grip. Yes, engineers can dial in decent body control. But the finesse — the light-footed agility, the intimacy between driver and machine — often gets lost beneath the sheer mass and overwhelming torque. Many of these cars tip the scales at over two tonnes, some even brushing 2,500kg, while pushing out close to 2,000 horsepower from four separate motors. This disconnect is likely a big reason why legendary names like Ferrari, Lamborghini, McLaren, and Porsche have yet to fully commit to pure electric hypercars — and why combustion-powered performance cars are quietly making a comeback in their lineups. So, can the electric hypercar survive? Possibly. But survival will demand evolution. Just as hybrids and diesels had to reinvent themselves after rocky starts, EV hypercars will need to become more than numbers and straight-line stats. To truly succeed, they’ll have to rediscover what makes driving thrilling — and make that thrill electric.
BMW has officially discontinued the G 310 GS and G 310 R models.
BMW G 310 R and G 310 GS Discontinued After Eight-Year Run BMW Motorrad has officially discontinued its entry-level offerings, the G 310 R and G 310 GS, after eight years on the market. Introduced in 2018, these models were developed as part of a joint venture between BMW and TVS and served as BMW’s most affordable motorcycles. Production for both bikes ceased in January 2025, ahead of the implementation of the new OBD-2B emission norms that came into effect on April 1, 2025. Apart from regulatory challenges, the G 310 duo had reached the end of their product lifecycle and faced increasing competition from newer, more powerful, and feature-packed rivals. The G 310 R has already been taken off BMW’s official website, while the G 310 GS still appears listed, possibly indicating limited remaining stock. However, with heavy year-end discounts offered prior to discontinuation, it’s unlikely that unsold units remain. Going forward, BMW will continue to offer the G 310 RR – a fully-faired sportbike based on the TVS Apache RR 310 but with BMW branding and design elements. It remains powered by the familiar 312cc, liquid-cooled, single-cylinder engine producing 34 hp and 27 Nm – the same engine that also powers the TVS Apache RR 310 and RTR 310. Looking ahead, BMW is preparing to introduce the all-new F 450 GS Enduro, which made its first public appearance at the Bharat Mobility Global Expo 2025.
Hyundai is offering discounts of up to ₹70,000 on the Venue, Grand i10 Nios, and i20 this April.
Hyundai Offers Discounts of Up to ₹70,000 on Select Models This April Hyundai is rolling out attractive discounts and benefits across its compact car range as well as the Verna and its flagship SUV, the Tucson, for April 2025. Models like the Grand i10 Nios, i20, Venue, Exter, Verna, and Tucson are all included in the promotional offers. Buyers can enjoy savings of up to ₹70,000 through a combination of cash discounts, exchange or scrappage bonuses, and corporate benefits. Note: Discount amounts may vary depending on location and stock availability. It’s best to check with your local Hyundai dealer for the exact offers in your city. Hyundai Venue Benefits up to ₹70,000In April 2025, the Hyundai Venue comes with discounts of up to ₹70,000. The compact SUV is available with three engine options: Hyundai Grand i10 Nios Benefits up to ₹68,000The Grand i10 Nios, Hyundai’s entry-level hatchback, is offered with discounts of up to ₹68,000 this month. It’s powered by an 83hp, 1.2-litre petrol engine paired with either a 5-speed manual or 5-speed AMT. Select manual variants also offer a factory-fitted CNG kit, delivering 69hp and improved fuel efficiency. Hyundai i20 Benefits up to ₹65,000The stylish Hyundai i20 is available with benefits of up to ₹65,000 in April. It features an 83hp, 1.2-litre petrol engine with 5-speed manual or CVT options. The i20 N Line, designed for enthusiasts, comes with a 120hp, 1.0-litre turbo-petrol engine mated to a 6-speed manual or 7-speed DCT, and is available with discounts of up to ₹45,000. Hyundai Tucson Benefits up to ₹50,000Hyundai’s premium SUV, the Tucson, is offered with benefits up to ₹50,000. The SUV comes with a choice of: Hyundai Verna Benefits up to ₹50,000This April, the Hyundai Verna is available with discounts of up to ₹50,000. Engine options include: Hyundai Exter Benefits up to ₹50,000The Hyundai Exter, a compact SUV positioned below the Venue, comes with benefits of up to ₹50,000. It shares its 83hp, 1.2-litre petrol engine with the Grand i10 Nios, and is available with 5-speed manual or AMT transmissions. A CNG-powered variant is also offered. Hyundai Aura Benefits up to ₹48,000The Hyundai Aura, the sedan sibling to the Grand i10 Nios, is available with discounts of up to ₹48,000. It runs on the same 83hp, 1.2-litre petrol engine and transmission options. Like the Nios, select variants come with a factory-fitted CNG kit.
Is the coupe-SUV trend successful?
The Tata Curvv stands out in a crowd of traditional SUVs, but how is it faring in terms of sales? Since its launch in August last year, the Curvv has moved just over 18,000 units in four months. That figure may seem modest when compared to the segment leader, the Hyundai Creta, which sold around 65,000 units over the same period. However, the Curvv holds its own—it’s closing in on the 25,000-unit mark of the Kia Seltos and has outpaced the Skoda Kushaq, Volkswagen Taigun, and Honda Elevate, each of which saw sales of about 7,000 units in that timeframe. Among the 12 midsize SUVs currently on offer, the Curvv ranks fifth. What really catches the eye, though, is that the Curvv isn’t a conventional SUV. Apart from one other model, it’s the only coupé-SUV in the segment—a body style typically seen as niche. That it’s managing to hold its own among more traditional SUVs is remarkable. The only other coupé-SUV in the mix, the Citroën Basalt, hasn’t fared well at all, with sales of just 1,000 units. But Citroën’s weak brand presence and sparse dealer network have held it back. In fact, when compared to its own sibling, the Aircross, which sold fewer than 400 units, the Basalt’s performance hints that coupé-SUVs are indeed attracting buyer interest. Of course, there are other factors driving the Curvv’s numbers. It’s still early days, and most new models tend to perform well in their initial months. Moreover, the Curvv comes with petrol, diesel, and electric powertrain options—something the Kushaq, Taigun, and Elevate, all limited to petrol, can’t offer. While these aspects are certainly boosting sales, what’s especially encouraging is the growing acceptance of its coupé-like design. It may be an early indicator that Indian buyers are opening up to alternatives beyond the conventional upright SUV look. Tata Motors seems to be betting on that. During a visit to the company’s UK design centre, Vivek Srivatsa, Chief Commercial Officer of Tata Passenger Electric Mobility, told me he was confident that the Curvv wouldn’t remain a niche product, saying the goal was “to be in the meat of the segment.” At the India launch, Shailesh Chandra, Managing Director of Tata Motors Passenger Vehicles and Tata Passenger Electric Mobility, explained the brand’s rationale: the coupé-SUV form was gaining popularity in the premium and luxury space, and Tata wanted to “democratise something which is in the premium SUV segment.” Only time will reveal the full picture, but if early sales are anything to go by, Tata Motors might have pulled it off—and the midsize SUV space could be facing a stylish curveball.
“Why air suspension isn’t always the superior choice”
High-tech isn’t always better. Sometimes, simpler solutions get the job done just as well—if not better. There’s a common belief that the more expensive a car component is, the better it must be—especially if it’s fitted to a high-end vehicle. In the auto world, tech often trickles down from luxury models, and when that technology has a slick, futuristic name, it’s easy to assume it delivers superior performance. Take air suspension, for example. The name alone brings to mind a ride so smooth it’s like floating on a magic carpet. And it’s true—many of the most comfortable cars out there do use advanced air suspension systems. Combined with elements like rigid chassis designs, custom-tuned dampers, and cutting-edge tire tech, these setups can offer an exceptionally plush ride. But here’s the twist: when it comes to driving over rough or broken roads at low to medium speeds, traditional coil spring setups often come out on top. Surprising, right? Coil springs tend to react faster to initial impacts, which makes them better suited to roads with frequent small bumps and imperfections—like the ones we commonly encounter. On larger impacts, air suspension systems can feel abrupt as the air compresses and stiffens, whereas coil springs—especially progressive ones—can be tuned more easily for smoother absorption. They also have practical advantages. Coil springs are lighter, making them the preferred choice for sporty models of otherwise air-sprung SUVs like the Lamborghini Urus and Porsche Cayenne. They’re more durable in harsh conditions like dust or rain, and require far less maintenance. Honestly, how often do you hear of coil springs needing replacement? The same can’t be said for air suspension systems. These are complex, sensitive, and prone to issues in tough conditions. Components like compressors, airbags, and air management systems are all interdependent—and when one part fails, the whole system can suffer. That’s one reason why high-end used cars in markets like India can depreciate quickly: air suspension failures are common, and repairs are both difficult and expensive. That said, air suspension isn’t without merit. It’s particularly useful in large SUVs, electric vehicles, and luxury sedans. With active control features, these systems reduce pitch and improve ride comfort. Adjustable ride height also adds versatility—whether it’s lowering the car for easier access or lifting it for rough terrain. So, is air suspension always the better option over a simpler coil spring setup?The short answer: not really.