It’s not that the Lamborghini Urus isn’t available in exciting colours. But you cannot put a cap on car customisation, can you? That’s why we have unique examples across the globe, and one such model is this super SUV, which is said to be the world’s first Lamborghini Urus in pink diamond finish.
We can see in the video that the pink Urus arrives in some sort of parking lot. We’re guessing that the owner of the car is the woman, because her love for pink is quite evident – both from her car and dress. The Urus from a distance feels like it has a dull matte finish; however, a closer look reveals its true potential.
When the Lamborghini Urus in pink diamond finish is parked in the sunlight, it starts to shimmer, and looks pretty cool. It’s gonna attract a good amount of attention out on the streets. And clearly, the owner is excited to see the final result, which seems to be a wrap and not a paint job.
We’ve also covered something similar earlier this month. It was the world’s first Ferrari SF90 in a white diamond finish. Speaking of customisation, Lamborghini has also revealed the Urus SE Tettonero Capsule last month. The latest addition to the Italian brand’s lineup comes with a ton of customisation options, and only 630 units of the super SUV will be made worldwide.
Luxury Houses have long had a symbiotic relationship with art to inform creative directions and reinforce cultural credibility. Increasingly, collaborations are shifting beyond aesthetic-level sponsorships into something more conversational and Longchamp’s partnership with Kyotographie 2026 reflects this transition. For the first time, Longchamp is partnering with the Kyoto International Photography Festival, presenting Kenyan artist Thandiwe Muriu’s acclaimed Camo series at Kondaya Genbei Chikuin-no-Ma in Kyoto. Running from 18 April to 17 May 2026, the festival’s latest edition unfolds under the theme “EDGE”, which aims to celebrate women’s empowerment and amplify their voices through art — concepts that align naturally with Muriu’s work.
The collaboration also arrives at a moment when luxury brands are increasingly looking beyond traditional European art circuits to engage with broader global cultural narratives. For Longchamp — whose recent artistic projects have included the Geometry of Colours exhibition in Paris and activations during Milan Design Week — Kyotographie marks another step in expanding its cultural footprint through contemporary art.
Muriu’s Camo series has become particularly significant within contemporary photography for the way it examines identity and womanhood through fabric and portraiture. Her subjects often appear partially concealed within vividly patterned textiles inspired by East African kanga and wax fabrics, creating images that oscillate between camouflage and self-expression. The works are layered with symbolism, incorporating hairstyles, domestic objects and African proverbs that reference generational memory and oral tradition. “Through a new creative chapter, I imagine a world where belonging is not defined by resemblance, but expanded through presence. In my work, I approach heritage as a continuum where past, present and future coexist, revealing how women thrive not in spite of their mixed cultures, but because of them”, notes Muriu.
What makes Muriu’s work especially resonant within the context of fashion is its relationship to material culture. The exhibition showcases African textiles as a form of cultural language, heritage and resistance. In many ways, this is where the partnership with Longchamp feels most in tandem as both Maison and artist operate within disciplines deeply connected to craftsmanship and construction, yet both are also aware of identity and storytelling.
“At Longchamp, we have always nurtured a living dialogue with contemporary creation. With Thandiwe Muriu, this dialogue becomes profoundly human: her perspective celebrates the richness of identities and the power of cultural heritage. Her participation in Kyotographie 2026 naturally echoes our commitment to craftsmanship, transmission, and ever-evolving creativity”, says Longchamp creative director Sophie Delafontaine.
Kyoto itself also becomes part of the artistic narrative. Often described as a sister city to Paris, the Japanese cultural capital has long been associated with preservation of artisanal traditions — from weaving and dyeing to ceramics and lacquerware. Positioning Muriu’s work within this setting creates a layered dialogue between African textile heritage, Japanese art and craftsmanship alongside French luxury fashion.
The collaboration further reflects how luxury brands are increasingly reframing themselves as cultural institutions rather than solely fashion houses. Art exhibitions, photography festivals and design collaborations now operate as strategic extensions of brand identity, allowing houses to communicate values such as heritage and intellectual relevance in ways traditional campaigns cannot. It is also worth noting that rather than simply commissioning imagery that mirrors brand aesthetics, the Maison appears more interested in supporting a broader conversation around cultural hybridity, female identity and artistic authorship.
Alongside the festival installation, Longchamp will also exhibit a selection of Muriu’s works at its Omotesando flagship in Tokyo, further extending the dialogue between fashion retail and contemporary art space. As luxury fashion continues to explore ways to retain cultural relevance beyond ready-to-wear collections alone, collaborations like this reveal how brands are using art to position themselves within wider global conversations around the heritage of craft and creative exchange.
Kyotographie 2026 runs from 18 April to 17 May 2026 at Kondaya Genbei Chikuin-no-Ma in Kyoto’s Nakagyo ward. The exhibition is open daily from 10 am to 6 pm, with final admission at 5:30 pm.
Further ticketing information is available via the official Kyotographie website.
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During our month-long European road trip, we parked the RV in Italy for a chance to visit one of the smallest countries in the world. Our one-day family vacation in Monaco meant we would need to see it all fast!
Monaco doesn’t allow RV parking in the country, so we couldn’t camp in this tiny country. But our Italian campeggio offered a shuttle to a French train station, and it was a quick 10-minute ride over to Monaco.
We decided to spend one day in Monaco because, on paper, it sounded like we could see the whole country in one day easily!
Watch our one-day Monaco family vacation video to see what it was like:
Is Monaco good for families?
Monaco is the least kid-friendly country we visited during our European road trip. Most of the things to do in the country are gambling, shopping, and yachting. Three things kids generally don’t enjoy. (We happened to visit the day the big yacht show opened, and didn’t find out until after the fact that we could’ve entered the show and toured mega yachts! Major bummer!)
However, if you’re visiting France and want to hop over into Monaco, it does make for a great day trip. Our kids had a blast and enjoyed our one-day adventure.
The list was pretty short as we researched things to do in Monaco. Probably because the entire country is about half the size of Central Park!
We narrowed it down to three things we could do with our toddler and baby in tow:
Between naps and underestimating how long it would take to push the stroller up the mountainside, we only had enough time to visit the aquarium and take the 30-minute train tour of the country. Oh, and visit a tiny playground we found as we searched for Monaco’s national dish!
Playground near cafes in Monaco
We didn’t get to visit the palace but did see it on our tour (see the video above!).
As a lucky bonus, the train boards right across the street from the aquarium, making it extra convenient for families to do both.
If you have more time than we did, you can even visit some of the casinos with your kids during the day. (Each casino in Monte Carlo has different rules and hours, so check before you visit.) Remember to dress smart while in Monaco, especially if you plan to visit a casino where there is likely a dress code of “smart attire.” Flip flops and jeans would not be permitted, for example.
Is Monaco expensive to visit?
Every time we visit Europe, I’m surprised to see how inexpensive the continent is compared to America. We could order a three-course meal in France for $16! (And it was delicious, and I’ll be dreaming about it for months.)
We only ate lunch and grabbed snacks in Monaco, but it was much more expensive than in France and Italy. Grubers Burgers cost about $15 for a single burger and fries—significantly more than we paid for meals in France and Italy. But $15 for a burger and fries isn’t unheard of if you’re visiting from the States. So it won’t hit your pocketbook too hard.
Plus, if you’re visiting with young kids, you can save on admission tickets. Our one and three-year-olds entered the aquarium for free (under age 4 is free). We paid $19 per adult. Le Petit Train tour cost about $10 per adult and $5 for our daughter, but the baby was free. As far as ticket prices go across Europe, this was pretty average.
I assumed it would be expensive to visit because of fancy Monaco’s reputation, but I was happily wrong!
What is the best time of year to visit Monaco?
Like most of Europe, the best time to visit Monaco is during shoulder season when crowds have thinned and the weather is perfect. We visited on September 28, and it was 75º and sunny. Because Monaco is on the coast but built into the mountains, you can expect to walk all day. Visiting in the cooler spring and fall months will make trekking up and down the country much more enjoyable.
What to do in Monaco with Kids
There isn’t much to do in Monaco with kids—especially young toddlers like ours. With our one day in the country, we enjoyed these two family-friendly activities.
1. Musée océanographique de Monaco (aka the Monaco Aquarium)
We bought our tickets online beforehand, but that wasn’t necessary. It wasn’t crowded, and a ticket booth was outside the museum to buy day-of tickets.
The biggest difficulty with the aquarium was getting there. From the main train station, it was a trek. And as you saw in the video, there are a TON of stairs in Monaco. It was not stroller-friendly and very difficult to maneuver. Thank heavens for the local woman who guided us to a ramp so we could make it up the mountainside!
Inside the museum, it was a little better, and elevators were available to get to the different floors. The aquarium isn’t too big. I would expect to spend an hour or two here.
Is the Monaco aquarium worth it?
Yes! Our kids are very young, so finding something to hold their attention can be difficult. Our one-year-old practiced walking while pressing his face up against the aquarium glass. And our three-year-old met her new best friend: a sea turtle.
That smile says it all!
2. Le Petit Train de Monaco
We opted for this train tour of Monaco for a few reasons:
You see these cute tourist trains all over Europe! We were beyond curious at this point.
They offer audio tours in multiple languages.
We knew we couldn’t see all of Monaco without it.
Technically, you can walk across all of Monaco in under an hour. Add two kids and a stroller and it would take all day! The train tour was best for our family to see Monte Carlo, gawk at the fancy stores, and learn more about the country.
Is the Le Petit Train worth it?
I go back and forth on if this was worth it. It was a great way to get off our feet and see the country, but our kids were past tired at that point in the afternoon. They probably would’ve preferred if we had spent 30 minutes playing at the park instead! The headphones provided offered tours in multiple languages, but with road noise, it was difficult to hear. My kids quickly got restless sitting still on the train, so even though it was only 30 minutes, keeping them sitting by the end became hard.
But I know we couldn’t have seen so many parts of Monaco otherwise, so I’m glad we did it.
Should you visit Monaco with kids?
As a young family, taking a family vacation to Monaco wouldn’t top my list. France and Italy are much more family-friendly and affordable. But it’s a great day trip to a unique country and very easy to visit.
One of the publications I’ve been proud to contribute to since 2018 is Ontario’s own Autostrada Magazine.
Founded by Sean Patrick and Lucas Scarfone, Autostrada is a quarterly automotive publication focused on telling stories that go far beyond your average parts-list feature.
Fellow photographer Kenny Kroeker first introduced me to Lucas and Sean. Since then, I’ve worked with Autostrada as both a writer and a writer/photographer.
My work there always pushes me creatively because, as I alluded to in the introduction, I can’t just focus on the nerdy bits of the hobby. I have to help tell the story behind the vehicle—and more often than not, the vehicle itself takes a back seat to the owner’s journey.
In addition to the magazine, Autostrada also hosts events—some on track-focused, others built around community. Up until last Sunday, my schedule had never allowed me to attend either.
So when it was announced they’d be hosting a Cars & Coffee-style gathering at the Porsche Experience Centre in Pickering, I made it a point to be there.
The Porsche Experience Centre (Toronto) is the first Porsche Experience Centre in Canada. Open since June 2025, I wouldn’t call this event its grand opening—but I’d be surprised if any previous Cars & Coffee-style gathering there hosted as many vehicles.
Autostrada estimates there were more than 1,500 vehicles in attendance—and likely at least twice as many people.
At an event made up mostly of exotic machinery, it was nice to be joined by a few American vehicles riding on air.
Built by Taylor’d Customs, Mike Livia’s ’59 Chevy Stepside was a major influence on my own. Patina, LS power, a clean interior—it’s not hard to see where I drew some inspiration.
However, the car I really geeked out over was this Buick LeSabre sitting on 15-inch Appliance Wire wheels. The owner sourced the car and wheels from separate estate sales, then finished the look with whitewalls, curb feelers, and air ride to create one seriously cool cruiser.
I was only able to stay for a few hours—and with a broken foot, I wasn’t exactly moving quickly—so what you see here represents only a fraction of a fraction of what was in attendance.
As the unofficial season opener here in Durham Region, it was great to run into a few familiar faces I hadn’t seen since the last stretch of sunshine, when the roads stayed free of rain or snow for more than three days in a row, and the temps were above 10 degrees celcius.
Autostrada and the Porsche Experience Centre truly deserve a hat tip for their efforts in organizing so many cars in one space.
The day wouldn’t have felt nearly as special without that dedication, and I’m sure directing traffic for as long as they did wasn’t part of the original plan.
Looking around, I know I wasn’t the only one spending more time walking, talking, and shaking hands than taking photos.
I had the opportunity to reconnect with people I hadn’t seen in years, while also introducing old friends to new ones.
As cool as the cars are, I really value the connections that outlast the vehicles themselves.
Given the reception this event received, I’d be very surprised if another one isn’t on the horizon. And if that’s the case, I’d love the chance to really cover it. You know, with two good feet.
Don’t worry, I still took a lot of photos regardless. Enjoy.
Home batteries are getting a lot of attention lately, but are people really looking for a full “whole home” setup, or are they just interested in keeping their phones alive for some post-hurricane doom scrolling? We asked you, our brilliant Electrek readers, what you were looking for in your home battery. Here’s what you said.
In case you missed the survey, the question read, “Home batteries are getting a lot of attention lately — including here on Electrek — but not everyone is looking for a full ‘whole home’ setup. If you were shopping for a home battery, what’s the minimum you’d expect it to do?”
After two weeks and more than 2,700 individual responses, the numbers seem to indicate that Electrek readers don’t have much use for a bare-bones system, but a second look may reveal something more nuanced.
By the numbers
Made using AI.
The most popular response by a significant margin was The full monty, with 35% of the vote. That was followed by Glamping mode. When combined, they accounted for more than 60% of all responses – but a number of commenters seemed to frame those systems as goals rather than a practical minimum.
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In other words, while people love the idea of seamless backup power, they also recognize the cost jump between “keeping the essentials going” and “run the whole house, including HVAC, with zero interruption.”
Actually I want “camping mode”. Basically, I don’t think I need anything that runs on 240V, including the hot water heater. The exception is I do need 240V for my current well pump since I don’t have city water … my septic system runs on 120v. But yeah, lights, fridge, microwave, 120V induction stove, TV, and computer should be enough until power is restored.
KBRANNEN
Still, that doesn’t mean that everyone who aspired for a full power home battery backup solution wasn’t able to afford it.
We also have pretty much reliable power here but appreciate having up to 80kwh of battery capacity via V2H which we use to time shift usage from night rate 7p 8.5c per kWh to the day when it would otherwise cost 30p 40c, covering all our house needs including heat pump.
MARION & MICHAEL
All that said, perhaps the most unexpected responses came from the European readers of Electrek, who simply couldn’t understand the Americans were so concerned about the reliability of their local energy grids.
“I am too European for this or what? I can’t really remember the last time that grid failed at all where I live. Like decades,” asked Aigars Mahinovs.
“The actual reason a lot of people in Germany by home batteries,” continues Mahinovs, “is to store the excess energy generated by their solar panels (rooftop or balcony) so that the home could use that energy up in the evening. This is because most people do not get anything at all when they feed energy back into the grid (especially during solar maximum hours) and those that do get only something like 0.05€/kWh while the power that we then get back from the grid is 0.40€/kWh. So simply saving 1kWh of energy at midday and using it in the evening/night/morning makes a tidy 0.35€ profit every day.”
Mahinovs wasn’t alone.
I don’t know if this is being outside the USA but in the last 40 years I have never had a power cut of more than about 5 minutes and I think I could count them on one hand. Generally I think having enough power to last 24 hours of normal use (electric oven and hobs, washing machine etc) is good. It’s enough to store any solar and leave you basically not needing the grid for the majority of the summer and some of the winter too. If there was a cut you could be pretty much unaffected then if it’s not resolved in 6 hours you could probably reduce your usage and bumble on. For us it would be 12kwh.
STEPHEN FIELDS
Among the remaining Americans, another recurring theme across home battery discussions has been that batteries are increasingly being viewed as financial tools – part of a larger investment in a home and a way of life, and much more “just” blackout insurance or hurricane prep.
And the good news is that, once you’re ready to get serious about adding a backup battery energy storage system to your home, there are a number of programs out there that could help you pay for it.
Make it happen
Tesla Cybertruck Powershare Installation.
PG&E and Tesla have already announced an agreement that allows Cybertruck owners to sell power back to California’s grid through that utility’s residential Vehicle-to-Everything (V2X) pilot program. The approval comes with up to $4,500 in incentives toward equipment and installation costs, and is one of several new pro-battery utility incentive programs that have been popping up across the US.
That said, you don’t have to wait for a hot incentive deal to show up in your state to make a home battery or home solar panel system pay off. Find out more about how you can make those pay here – especially if you have an EV!
Original content from Electrek.
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The G80 era ends. Two very different M3s take its place — and together they might be the most important (and most controversial) M cars ever built.
Let’s get the hard part out of the way first: the manual is dead. Not “probably going away.” Not “unlikely to return.” Dead. BMW M CEO confirmed it — there will be no clutch pedal in the next M3, full stop, in either of its two forms. Take a moment if you need it.
Okay. Now let’s talk about what we’re actually getting, because once you get past the grief, this story gets genuinely exciting.
Two M3s. At the Same Time. For the First Time.
BMW is doing something it has never done before: building two completely different M3s simultaneously. One electric. One combustion. Both coming in quick succession, both targeting a slightly different kind of M3 buyer — and between them, redefining what the nameplate even means.
Here’s the timeline:
ZA0 — the electric M3 — enters production in March 2027. This is the Neue Klasse car. Clean-sheet platform, purpose-built EV architecture, and a drivetrain that reads more like a racing spec sheet than a road car option list: four independent electric motors, one per wheel, each routed through its own gearbox. Estimated output sits between 800 and 900 horsepower. Not a typo. BMW has said the ZA0 will be “the most dynamic M ever” — and with torque vectoring at each individual corner, they might actually be able to back that up.
G84 — the mild-hybrid M3 — follows in July 2028. This one sits closer to what you know. It carries a 48V mild-hybrid version of the S58 engine, making approximately 525 horsepower. The hybrid assist doesn’t let you run on electricity alone — that’s not what it’s for. What it does is sharpen throttle response, reduce turbo lag, and help BMW hit Euro 7 emissions targets without gutting the character of the engine. Think of it as the S58 with a jump starter strapped to it. Whether that’s enough to satisfy the traditionalists is another question.
What You’re Losing
No manual. No rear-wheel-drive option for the G84. The ZA0 is xDrive by nature — four motors mean torque goes wherever the car decides it should. The G84’s mild-hybrid architecture all but guarantees the same. This is the part that will generate the most heat in the comments, and fairly so.
The manual M3 has been one of the few remaining handholds in a category drifting toward comfort and convenience. The G80 CS manual was a statement car precisely because it felt increasingly rare and deliberate. The next generation doesn’t carry that option forward at all, and BMW M has made clear they’re not revisiting the decision.
What You’re Gaining
An 800-900 horsepower M3 with torque vectoring at every wheel.
Let that land for a second.
The ZA0 isn’t just a faster M3 — it’s a structurally different kind of fast. Individual motor control per corner means the car can do things with traction and rotation that no mechanical differential can replicate. BMW says it will be more dynamic than any M before it. Given what individual torque vectoring has done for cars like the Porsche Taycan Turbo GT, there’s no reason to doubt them.
And the G84 matters too, for a different reason. It keeps a combustion M3 in the lineup as electric infrastructure continues to catch up. The S58 with mild-hybrid assist should still be a fantastic engine. If BMW gets the calibration right — and the M division’s track record here is good — the G84 could be the last great combustion M3, and that’s not a small thing to be.
The Bottom Line
For the first time in the model’s history, BMW is building two M3s at once. One is the most extreme performance car the M badge has ever been attached to. The other is a bridge — a way for enthusiasts who aren’t ready for an electric performance car to stay in the tent a little longer.
The manual is gone. That’s a real loss, and it deserves to be called one. But what’s replacing it — a near-900hp Neue Klasse machine with four-corner torque vectoring — is something that didn’t seem possible in an M3 two years ago.
The G80 era ends on a high note. What comes next is weirder, faster, and more divided than any generation before it.
We’ll be watching the Nürburgring very closely in early 2027.
Lamborghini has revealed its latest ultra-exclusive model, the Fenomeno Roadster. The supercar was showcased at the Lamborghini Arena 2026 at Imola. Only 15 examples will be produced, which is half the total number of coupes planned.
The Fenomeno Roadster looks similar to its hard-top cousin. It features the same aggressive design finished in a bold colour scheme. The launch spec has a striking triple-tone theme in blue, exposed carbon and red highlights. It has triangular headlamps and Y-shaped taillights flanking a hexagonal exhaust. The unique centre-lock wheels have also been carried over unchanged.
The Fenomeno is based on the Lamborghini Revuelto. It has the same interior layout with a portrait-oriented central touchscreen.
Powering the Fenomeno Roadster is the same 6.5-liter V12 paired with three electric motors. Compared to the Revuelto, this limited-edition model packs 1065 hp and 793 lb-ft of torque. It also boasts a larger 7 kWh lithium-ion battery, which gives it an electric range of 12.4 miles.
Lamborghini claims a 0-62 mph time of 2.4 seconds for the Roadster. 0-124 mph is completed in 6.8 seconds, and the top speed is 211 mph.
Fraunhofer IZM has developed a 500-kW inverter that fits in a volume of 1 liter—500 kVA per liter—with peak efficiency exceeding 99%. The unit was built for Mitsubishi Heavy Industries and is designed for 800 V DC drives, delivering 500 A RMS per phase with an effective inductance of approximately 1 nanohenry and switching speeds of 65 V/ns.
The design reaches those numbers through four interacting approaches. The power modules use a two-level half-bridge topology, one per phase, each with twelve silicon carbide MOSFETs embedded directly onto the PCB. Embedding the SiC switches eliminates component height and cuts parasitic inductance. An RC snubber between each module and the DC-link capacitor reduces oscillations and increases switching speed. The resulting 1 nH effective inductance allows the MOSFETs to switch at their physical limit—faster switching means lower losses, reducing cooling requirements.
The second approach is the cooler: a flat, extruded aluminum heat sink beneath the three modules with more than 40 thin, slightly corrugated channels giving coolant a large surface area for heat exchange. The entire heat sink is produced in a single extrusion step, minimizing both cost and form factor.
The third approach is the busbar connection. “The contacts of the busbars were formed just so that we could laser-weld them directly onto the circuit board,” said Wiljan Vermeer of Fraunhofer IZM’s Power Electronic Systems group. “That means we could get rid of screws that would not only eat up valuable space but increase inductance as well.” The two input busbars are arranged vertically and close enough that their magnetic fields partially cancel, further reducing inductance.
The fourth approach addresses the DC-link capacitors. Working with PolyCharge, the team used NanoLam capacitors specifically configured for the application and arranged alongside the busbars, achieving 2 nH total DC-link inductance at 300 microfarads of capacitance. NanoLam capacitors produce higher thermal losses than conventional types; the team used copper contacts for better heat dissipation and integrated the capacitor unit into the casing below the aluminum cooler, limiting operating temperature to 130 °C against a 150 °C maximum.
Fraunhofer says the resulting unit outperforms common inverter alternatives by five times on power density and beats current top systems by 2.5×. Vermeer will present the inverter at PCIM Europe in Nuremberg, June 9–11.
BMW Motorsport could not have scripted a better warm-up for Le Mans. At Spa-Francorchamps on Sunday, Team WRT locked out the top two positions in the Hypercar class at the 6 Hours of Spa, beating Ferrari, Aston Martin, Toyota, Peugeot, Cadillac, Alpine, and Genesis in the process. It is the BMW M Hybrid V8’s first win in the FIA World Endurance Championship. Robin Frijns, Rene Rast, and Sheldon van der Linde took the victory in the #20 car. Kevin Magnussen, Raffaele Marciello, and Dries Vanthoor followed them home in the #15, roughly six weeks before the 24 Hours of Le Mans.
Strategy Made The Difference In The #20
The race drew over 100,000 spectators and ran through three safety car periods, the kind of race that tends to sort out the teams that are paying attention from those that aren’t. The #20 crew was paying attention. When the first safety car came out, Frijns, Rast, and van der Linde ran a different strategy to most of the field and came out with an advantage. The two subsequent safety car periods arrived at moments that lined up almost perfectly with their fuel window, which is either good planning or good fortune — probably some of both. The #15 car ran a more conventional race and was still fast enough to hold second place against the full weight of the Hypercar class.
A Bad Day For The GT3 Cars
The M4 GT3 Evo contingent had a rough afternoon. Team WRT’s two entries — the #69 and #32 — finished 11th and 14th in class, a long way from where the car has been on its better weekends. The #32 made things worse by tagging a Porsche under braking for the first corner, which then collected the #51 Ferrari. It was the kind of incident nobody plans for, and it left the Ferrari camp unhappy.
A Farewell To Zanardi
Both BMW hypercars ran with a tribute to Alex Zanardi on the bodywork. The Italian racing driver and Paralympic champion died recently, and BMW — which had worked closely with Zanardi for years — chose Spa to say goodbye. It was a quiet touch on a loud day.
The next round of the WEC is the 24 Hours of Le Mans in June. BMW has not won there outright since 1999. Sunday’s result won’t make anyone forget that gap, but it is the kind of momentum that matters when the pressure is highest.
While motor insurance remains the general insurance industry’s largest line of business in Malaysia, contributing RM10.9 billion – or 45.2% of total premiums – in 2025, the segment continued to post underwriting losses, with RM289.3 million recorded last year.
At a combined ratio of 103%, this reflects that claims payout exceeded premiums collected, said the General Insurance Association of Malaysia (PIAM). The rising number of claims and the severity of these were concerns noted by the association at a media briefing on the industry’s performance earlier this week.
It said that the claim frequency for private cars remained above 7% in 2025, adding that models such as the Proton X50 and X70 showed a higher frequency of claims, concentrated among younger drivers of these vehicles. At the same time, claim severity had also risen considerably, with the average cost per claim increasing by about 20% to RM8,831 in 2025, notably for models such as the Proton Saga and X50.
The reason for this rise was due to an increase in the price of spare parts, according to PIAM CEO Chua Kim Soon. “In the case of the X50 and X70, most of these parts are imported from China, so that’s where the cost impact is. When you import those spare parts, then you have that price inflation impact on the repair cost. That’s basically the main reason why the average claims cost for these vehicles has spiked up,” he said.
As for the percentage of the spare parts increased that has been observed, Chua said that it was still in single digits. “It varies from model to model. I don’t have the numbers at hand, but I know that the spare parts inflation increase on a year-to-year basis is on a single-digit level. That for some models is obviously higher than others – if you talk about some luxury vehicles, then definitely the spare parts for these will be slightly higher,” he explained.
While the premium for electric vehicles (EVs) have not gone up, Chua said that PIAM is looking into the insurance coverage structure for these, given the rising repair costs associated with the technology in them, including advanced driving assistance system (ADAS). He said that while the technology may help reduce accidents and save lives, it can also spike up the severity of repair costs when accidents do occur.
“If you look at EVs, the potential cost impact comes from not only the battery. Depending on the model, the battery normally accounts for about 30 to 50% of the cost, and that’s one factor. The other is the ADAS that feature on these cars. Because there are sensors and associated electronic control units (ECUs) all over a vehicle, when you have an accident, especially in frontal collisions, those parts also need to be replaced, and that adds to the cost,” he said.
On the long-standing topic of motor insurance liberalisation, he said the framework for phased liberalisation is still continuing to take place. “We are trying to move towards a more risk-based pricing. This will help consumers, particularly safe drivers, through discounts so that they can enjoy a better premium. At the moment, good drivers are to some extent subsidising the bad drivers right now,” he said.
How – and when – all this will be eventually fleshed out of course remains to be seen, as it has been nearly a decade since the matter first took flight.
