Charles Leclerc and Carlos Sainz delivered a one-two punch for the Scuderia at the United States Grand Prix, leaving the Texan crowd in awe as Lando Norris, despite his best efforts, watched a podium finish slip through his fingers thanks to an untimely penalty.  

Norris, starting from pole, seemed to have it all under control. A side-by-side tango with Max Verstappen nudged him wide, opening the door for Leclerc to slip through. P1 belonged to the Monegasque from that point, and he never looked back.  

Leclerc was in cruise control, unbothered and unchallenged, as he marched to a commanding victory. Behind him, team mate Carlos Sainz executed a textbook undercut during the pit stops to leapfrog Verstappen. The Spaniard showed his mettle, holding second place with a firm grip, finishing 8.5 seconds adrift of Leclerc but comfortably ahead of the Dutchman.

Ferrari, after a season of mixed fortunes, finally seemed to have all their ducks in a row.

As the race neared its crescendo, Norris launched a spirited attack on Verstappen, snatching third place with a daring move. But not without consequence. Red Bull’s radios lit up, insisting Norris had breached track limits. The stewards agreed, slapping the Briton with a five-second time penalty.  

Cue a drop to fourth place, gifting Verstappen a podium spot.

Was it a fair call? Depends on whether you ask Red Bull or McLaren, but Norris won’t be too keen on rewatching the race highlights anytime soon.   

Oscar Piastri quietly secured fifth place, while George Russell, starting from the pit lane, clawed his way to a respectable sixth in his Mercedes. Sergio Perez salvaged seventh for Red Bull, while Nico Hulkenberg reminded everyone why Haas still believes in him, grabbing eighth.

Liam Lawson, fresh off his return to the grid, took ninth for RB, while Franco Colapinto’s P10 finish for Williams was a feather in the cap for the rookie.  

Further down, it was a day to forget for Kevin Magnussen, Pierre Gasly, and Fernando Alonso, who all missed the points. Yuki Tsunoda’s spin relegated him to 14th, while Lance Stroll and Alex Albon’s outings were equally underwhelming.  

The Kick Saubers of Bottas and Zhou still struggled in the wilderness, while Esteban Ocon nabbed the fastest lap, stealing a point from Williams’ Colapinto.  

Lewis Hamilton’s race ended prematurely, the Brit spinning out and beaching his Mercedes in the gravel. What a United States grand prix.

“Very happy,” Leclerc said post-race, grinning ear to ear. “It hasn’t been an easy weekend. I struggled a bit with the car, but in the race, it just came together. Yesterday’s Sprint had us a little worried, but today we delivered. A one-two for Ferrari – what more could we ask for?”  

Photo Credits: Formula One Content Pool

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Electric Vehicles (EVs) are undoubtedly the future for the automobile – at least for the next decade anyways, until governments and manufacturers come around to e-fuels…

However until then, if or when, the car industry is firmly committed to producing EVs. Like everyone else, I’m all for anything that is an improvement over whatever it replaces and so EVs ticks almost all the boxes.

One very big box that remains unchecked, however, is the business of charging. If you are an apartment dweller like me, who doesn’t have regular access to a personal wall box or is using your EV for a road trip, then you’ll know that you have to set up an account with the charging provider, and store your credit card number. And since there are several operators, it would be prudent to hold several accounts to minimize the chances of not being able to charge your EV when need to.

Oh, on road trips, charging stops have to be planned lest you be stranded with a dead EV.

Compare this with the convenience of refuelling conventional Internal Combustion Engine (ICE) cars. The drive down the I-5 to Los Angeles takes you through one of the most uninhabited places in California. Yet, you could still find a gas station with no more than 25 miles between them.

You can drive up to any station, use any method of payment, including cash – imagine that, fill up and be on your way for the next 400 miles or so. All in 10 minutes or less.

While EV charging technology is getting faster, and over time will be more common, the business of paying for the charge is ridiculously complicated to paying at the pump. No amount needed, just hand over your money and go. How is this progress?

Okay, I’m sure someone is working on making EV charging more convenient. Wake me up when September ends.

Testing the hybrid theory

Until charging an EV becomes as convenient as refuelling, perhaps hybrid cars will be relevant in the sense that they offer all the advantages of an EV without the drawbacks. This proved to be the case when I drove a 2023 BMW 330e from Los Gatos to Los Angeles.

The car was chosen on the assumption that its 107hp electric motor would be sufficient for pottering around the city while the 181hp 2.0-liter turbocharged four-cylinder engine would have the legs to handle the endless stretches of Interstate Freeways without breaking a sweat. Working in tandem with the electric motor, there’s a combined output of 288hp and 310Nm at its driver’s disposal.

Over 300 miles or so of interstate driving, the motor, along with regenerative inertia and braking would have plenty of time to charge up the batteries so I essentially could cruise in the city.

Well, this didn’t quite go how I imagined it would. Not exactly anyway.

When the 330e was delivered, it arrived with a fully charged battery which turned out to be good for an EV range of around 20 miles or so. Left to its own devices, the BMW utilizes its battery power almost exclusively until it runs out of juice or under particularly hard acceleration whereby the ICE motor wakes up to deliver the required thrust.

So far, so good. However, it soon became apparent that even on the freeway, it was still driving in EV mode. Over more hours spent in the car, I found the button to hold the battery charge, which forces the ICE engine to take over and top off the Lithium-Ion cells.

Except that by the time I discovered this, the EV battery had run itself down and now the car behaved not unlike a Prius in the sense that it would only put in a mile or two’s worth of juice and call upon the electric motor for momentary assistance.

As we munched the miles away, I waited for the EV battery’s range to charge up to its 22-mile range but it never really happened. Setting it in battery hold mode would put the miles back into the battery pack, but it also takes a toll on the ICE’s fuel consumption. From a 53mpg average, driving with in battery hold saw the consumption dip to 39mpg.

This then compromised the range of the 330e as it has smaller fuel tank, just 10.6-gallon, compared to the standard model’s 15.6-gallon capacity.

Still this was by no means a problem as gas stations were readily available throughout the route. When the time came to fill up, I also looked for a place to charge the 330e’s 12kWh battery while I having a quick lunch.

Near the gas station and within a hundred feet or so of a Denny’s, I found a bank of 4 or so charging stations; 2 of them were in regular “EV-charging only” lots and the other 2 were for EVs with disabled placards.

Someone in a Ford Mustang Mach-E had just beaten me to one of the available charging lots, so I pulled up to the other charger next to it — only to find out that it was not working. The other two in the blue lots were available, but I did not want to risk incurring the wrath of the ADA brigade or some Karen and risk a fine or worse… getting TikTok’d.

Still, this was not a problem as I had simply filled up the BMW’s gas tank and was on my way in 10 minutes or so. No imagine what would have happened if I were driving an EV…

The 330e did vindicate itself as a plug-in however, as I began my approach to LAX. It certainly felt like I was landing because of the long downhill stretch from somewhere near Grapevine towards Santa Clarita on the I-5.

By the time I passed Beverly Hills on the I-405, the descent had helped me accrue nearly 11-miles of EV range. This was immediately put to use on the stop-start rush hour congestion as I arrived around 4:30pm.

Does it drive like a 3 Series?

When presented with a twisty road such as the Angeles Crest Highway, the combined output of the BMW 330e worked a treat to make for an entertaining drive. It may carry an extra 547lbs over the standard 330i, but the additional 33 horsepower of the ‘e evens out the weight penalty. This is evidenced by the identical 0-60mph times claimed for both the 330i and 300e.

Carving through the canyons, the suspension of the 330e was also calibrated well enough to disguise its additional weight which would be akin to carrying a pair of large adult passengers all the time. You would have to enter a corner at around eight-tenths and the tires would still not complain with squeal nor slide.

It’s on roads like these that reminds us why sedans make so much sense over SUVs. You don’t have to wrestle it and fight the laws of physics with a high center of gravity. With the BMW 330e, its additional mass probably even helps the handling as most of its extra weight is located beneath the luggage bay, over the rear axle, inadvertently improving its rear wheel drive traction.

For those who want even more traction, they would do well to consider the 330e xDrive variant driven here. The additional hardware raises the curb weight by 97lbs over the rear-wheel drive 330e.

The 330e’s suspension which is evidently tuned for ‘European’ driving speeds feels well sorted when driven as such, however around parking lots and over speed humps, the back end does a convincing impression of a skateboarder’s ollie at anything more than coming to a near dead stop.

Creature comforts

In addition to the usual high standards of luxury and quality we have come to expect in a BMW, the ace up the 330e’s sleeve was the pairing of its Dynamic Cruise Control (DCC) system with the EV drive. On the countless start-stop snarl-ups around LA’s freeways; 405, 101, etc, the speeds were low enough to travel exclusively on battery power while the DCC made these episodes of congestion painless.

The integration of wireless Apple CarPlay is also another crucial feature in making the BMW 330e can easy daily driver for almost anyone. What would really help in making this car a more compelling case as an alternative to an SUV would be to offer it in Touring (BMW-speak for wagon) guise. At this point, it might as well make mine a BMW 330e xDrive Touring and would be a compelling alternative to the like of an Audi A4 allroad, which currently isn’t available as a plug-in hybrid.

While the BMW 330e had all the modern features to make the everyday commute painless, it curiously lacked a powered trunk lid. First world problems right? However somehow, this one omission gave the impression of an entry model. Hard to swallow when you’re looking at a car that costs the best part of $50k.

En route to the places we stopped at – the usual touristy stuff, as well as friends I met, somehow chargers were not as readily available in the places I parked. I would have had to go out of my way to find a charger. And this, is my point. Until the day comes when charging becomes as convenient as finding a gas station, I’ll hold off just a little longer on switching to an EV.

Technical Specifications

BMW 330e xDrive PHEV
Engine: 1,998cc, 4-cylinder turbocharged with 80kW (107hp) electric motor
Power: 288hp (combined system output)
Torque: 310 lb-ft (combined system output)
Transmission: 8-speed automatic, 4wd
0-60mph: 5.6 second (claimed)
Top speed: 130mph (140mph with performance tires)
Weight: 4,180lbs
Base price: Check here
Likes: Sporty for a plug-in hybrid
Dislikes: Limited EV range, no electric trunk lid
Rating: 8/10

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If you’ve never been to the United States, California would be a good place to start your American experience. While many first-timers might gravitate to the adrenalin-filled joy rides that Southern California is known for; Disneyland, Universal Studios and Hollywood – you get the idea…

Northern California however, offers a more nuanced experience that is more reflective of the natural features that the Golden State has to offer. The weather, for one, is much more varied. Sunny days with cloudless blue skies can greet you one day and the next might bring in harsh coastal fog that can make for dramatic snapshots.

Couple this with a wide variety of landscapes, breathtaking coasts, giant redwood forests and deserts that can be found within a few hours’ drive of each other.

With such varied terrain and weather conditions, perhaps the ideal car to explore this vast state would be the Land Rover Discovery R-Dynamic. For starters, it is one of the most spacious models in Jaguar Land Rover’s portfolio. Although it is capable of seating up to seven occupants, our test car was used primarily as a five-seater. This configuration provided up to 1,137 litres of luggage space at our disposal which comes in handy when you have large suitcases and copious amounts of outlet shopping in tow.

In the styling department, the Land Rover’s Designers had departed the traditional boxy silhouette in favour of a sleeker, shapelier look that seems to straddle the divide between the ultra-luxe Range Rover and the more rugged Land Rover models such as the Defender. To this writer’s eyes, the Discovery struck a nice balance of the two sides of the British brand.

The interior of the Land Rover Discovery is nothing short of impressive. The two-tone leather seats, look commanding, yet inviting. You climb into the cabin and there’s a sense of occasion where you take a moment to survey all before you before embark on your journey.

The graphics from the 11.4-inch central touchscreen are tasteful and look every bit as classy as the rest of the Discovery’s cockpit. My favourite highlight was the climate control panel that could fold down to reveal a secret compartment. Makes you feel like a British super spy…

We drove one on a recent trip to Northern California and it felt in its element no matter where, and on what we drove it.

The variant we drive was known as the R-Dynamic HSE. Compared to the standard model, the R-Dynamic has a slightly redesigned grille, and bumpers as well as a slightly lowered ride height to emphasize its on-road dynamics. This suited us just fine as we, like the majority of SUV owners, spent almost all our time on sealed roads.

The reputation of Land Rover may be unsurpassed for off-roading, and to this end, our Discovery was no slouch either. One of the few models to be fitted with a low transfer case, this, along with a plethora of preset terrain programmes for the active air suspension meant that we were ready for anything that California’s rugged natural beauty had in store for us.

On-road, the Land Rover Discovery showed its new side which had acquired some fluency in the handling department. On the endless stretches of concrete-paved Interstate ‘Freeways’, the Discovery’s Pirelli Scorpion Zero tyres effortlessly soaked up the bumps and drone that the grooved concrete can otherwise be deafening or at least tedious in lesser cars. Not so, in the Disco where its occupants hardly notice. Impressive, considering it rode on optional 21-inch tyres.

A big part of the refinement also comes by way of the optional 3.0-litre Mild Hybrid Petrol-Electric engine. Tuned to make 360hp, this in-line 6-cylinder ‘Ingenium’ from Jaguar Land Rover perfectly complements the relaxed driving characteristic of the Discovery. The reassuring surge of torque when acceleration is needed, yet happy to while away the miles in near silence, this is just the type of car you want to have a stress-free drive in. 

Technical Specifications

Land Rover Discovery R-Dynamic S

Engine: 2,995cc, in-line 6 turbo Mild Hybrid Electric Vehicle

Power: 360hp @ 5,500-6,500rpm

Torque: 500Nm @ 5,500-6,500rpm

Transmission: 8-speed automatic, 4wd

0-100km/h: 6.5 seconds

Top speed: 209km/h

VES: C2

Base price: $468,999 with COE (indent only)

Contact: Wearnes Automotive

Things to see and do in Northern California

San Francisco

With many connections available that land San Francisco International Airport (SFO) the City By The Bay is often a good starting point for any journey in Northern California. One of the most iconic cities in the world, there’s an unmistakeable charm about the architecture and even the public transportation. Endless photo opportunities about and the hilly streets are no problem for the Land Rover Discovery.

Silicon Valley

Any tech buff would undoubtedly want to see the cradle of IT as we know it. The collection of cities such as San Jose, Cupertino, Mountain View and so on are a treasure trove of startup and dot.com headquarters where the next Big Thing might come from.

Monterey

A drive to the coast is a must as you will be rewarded with breath-taking vistas and the sight of Californian marine life such as seals, pelicans and maybe the odd humpback whale if you’re lucky. Do take in the 11 Mile Scenic Drive on Pebble Beach which is worth the price of admission.

Yosemite National Park

Driving inland, you can look forward to Yosemite National Park. Famed for its giant Sequoia trees, and for Tunnel View, the iconic vista of towering Bridalveil Fall and the granite cliffs of El Capitan and Half Dome.

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