Crucially, the chassis and drivetrain hardware will simply be bought in from a supplier or, as Automobili Pininfarina would have it put, a technology partner. If the technology is already out there, Perschke says, why develop it from scratch yourself?
Incidentally, there was a rumour doing the rounds in the build-up to the launch party that the hypercar’s chassis and powertrain were being supplied by Croatian start-up Rimac. Perschke and his colleagues declined to comment, preferring to keep the identity of that particular technology partner quiet for the time being. When the tall figure of Mate Rimac strolled through the grounds of the palazzo and greeted Mahindra himself with a warm handshake, though, the game was up.
Customers, for the most part, will not care where the hardware comes from. What they will care about is the stunning performance, the autonomous driving capability – the car will manage level three autonomy, meaning it can assume control when certain conditions are met – and the breathtaking styling; just about everybody who saw the renderings that evening thought the hypercar looked sensational. The rest of the world will see the car as a scale model at the Pebble Beach Concours d’Elegance in August before it makes its full debut at Geneva next March.

Automobili Pininfarina might just be the most viable performance car start-up for a generation. But doesn’t the sort of person who’ll gladly drop £1.7m on a hypercar adore the visceral thrill of an engine? “It’s not chic any more to drive with a combustion engine through Palo Alto, Paris, or Oslo,” says Perschke. “We’re seeing existing hypercar buyers looking at EVs, as well as new buyers who are thrilled by the technology but have never considered a hypercar before.”
Or, as Paolo Pininfarina himself puts it: “We are not frightened of innovation. We want to protect the future of the automobile.”
Pininfarina's Indian investor:
Mahindra Group, as it’s known today, was founded in 1945 in Mumbai, India, by brothers JC and KC Mahindra. The company was initially involved in the steel industry, but it quickly moved into the automotive sector when it won the licence to manufacture the Willys Jeep for the Indian market in 1947.
Today the company operates across 20 industries, including automotive, defence, IT, financial services and hospitality. It generates $19bn in revenue. Mahindra & Mahindra, meanwhile, is the group’s car divisionand one of the biggest vehicle manufacturers in India. The company is also engaged in the design and manufacture of low- cost electric vehicles under its Mahindra Electric banner, while the motorsport division, Mahindra Racing, competes in Formula E.
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Peter Cavellini
Daytona.....
My does than Car look prehistoric now,
Peter Cavellini.
Luap
Peter Cavellini wrote:
What?
Bazzer
Help me out here
"There will never be a Tesla Model 3 equivalent"
Can someone help me out here, because I'm an engineer, not too much up on the economics (enough to run a small business, though)? This 'We won't become mainstream' attitude is what's adopted by JLR - they don't want to be VW. bUt I don't undertsand this, you always want to be bigger when you're running a business (unless you're happy be self-employed). Surely the truly big money is in mass-volume cars, isn't it? Restricting yourself to just a few hundred or thousand sales a year is only going to make you so much cash. This is why JLR should make a Mokka (in my view), or even a Jimny. Imagine how much money JLR could make with a small (sensibly-priced) little 4x4.
manicm
Bazzer wrote:
Actually, as a luxury car maker, Ferrari actually made greater profits while selling fewer cars. Former CEO LDM chased options and personalisation instead of volume and it paid off.
In fact if you don't specify more than 15k of options in UK you practically will not obtain any new Ferrari.
manicm
Your comment is idiotic to
AjM
P ininfarinaClassics
What about the stunning Fiat 130 coupe?!
AjM
P ininfarinaClassics
What about the stunning Fiat 130 coupe?!
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