Yamaha implemented battery swapping system in Germany, but faces challenges in the Brazilian market

In the late 1970s and early 1980s, engines equipped with turbochargers were seen as a characteristic of unreliable cars, often associated with failures and overheating, despite offering superior performance to the usual in Brazil.

During this period, the available gasoline had a high sulfur content and low octane rating, in addition to containing anhydrous alcohol. Although fuel alcohol, which began to be distributed at stations in 1979, was more suitable for turbo engines, the combination of alcohol and turbo still presented difficulties for engine tuners.

As turbo technology represented the automotive future, European manufacturers accelerated the launch of models with this solution. In 1985, Fiat launched a version of the Uno called Turbo in Europe. This Italian model had a 1.3 engine equipped with a small water-cooled Japanese IHI turbine, using digital electronic injection and an electronic ignition system, which gave the four-cylinder engine a power of about 105 hp.

The Uno Turbo i.e. was notably light, managing to accelerate from 0 to 100 km/h in approximately 8.5 seconds and reaching a top speed of about 200 km/h. At the time of its launch, some units of this small sports car arrived in Brazil for demonstrations of the new European technology, although it took several years for Fiat to produce an Uno Turbo in the country.

The Brazilian Uno Turbo was finally launched in 1994, nine years after the debut of the Italian model. This vehicle became the first car manufactured in Brazil to come standard with a turbocharger. The technology began to overcome the reputation of problematic cars, beginning to offer performance gains controlled by factory engineering without compromising engine durability.

This conceptual shift in turbo engines was crucial, moving away from an image of insecurity to focusing on increased performance in smaller displacement engines. Taking advantage of the growing interest of Brazilian consumers in turbo technology in 1994, Fiat, which had been investing in this feature for years, also launched the Turbo version of the Tempra. Thus, that year, the Italian brand offered two factory turbo models in the national market, which was considered bold given the characteristics of Brazilian gasoline at the time.

Even under these conditions, the Brazilian Uno Turbo, which used a 1.4 engine imported from Italy, delivered 118 hp and 17.5 kgfm of torque. The Tempra Turbo came equipped with a 2.0 eight-valve engine, producing a maximum power of 165 hp and 26.5 kgfm of torque, significant results for the time and positioning both Fiats among the highest-performing national cars.

Fiat continued to dominate turbo technology, launching the Marea Turbo and its wagon version, the Weekend, in 1998. Both shared the unusual 2.0 five-cylinder engine with four valves per cylinder. In a more moderate configuration than that used in some European models, this engine generated 182 hp and a maximum torque of approximately 27 kgfm, making it ideal for Brazilian conditions.

Fiat's confidence in turbo technology was such that the company developed a competition version of the Marea Weekend for endurance races. This station wagon even won the 1000 Km de Brasília in 2004, demonstrating the union between performance and reliability.

Later, the Punto T-Jet emerged. Its turbocharged version was launched in 2009, transforming the small Fiat into a powerful vehicle. Equipped with a 1.4 16V turbo engine, the sporty Punto accelerated from 0 to 100 km/h in about eight seconds and reached a peak top speed slightly over 200 km/h, generating 152 hp and a maximum torque in the range of 21 kgfm.

At this stage, it became evident to the Italian brand that turbo was a viable solution for creating smaller, lighter, and more compact engines capable of delivering high power and good torque from low RPMs. The evolution of electronic management systems, fuels, and turbocharger technology itself made it possible to further expand its application.

From the late 1990s and the beginning of the current century, the quality of Brazilian gasoline improved considerably, and stricter emission regulations drove engine evolution. Currently, turbochargers are common in various vehicle segments, often linked to low-displacement engines that balance performance, efficiency, and emissions control. However, it is important to note that the trajectory of mass-produced automobiles in Brazil began in 1994 with the Uno Turbo i.e., followed by the Tempra Turbo in the same year.

The Fiat Tempra was introduced in Europe in 1990 and later arrived in the Brazilian market in November 1991. This imposing sedan marked Fiat's entry into the segment of larger and more luxurious cars, an area previously dominated by models such as the Chevrolet Monza and the Volkswagen Santana. The Italian brand presented a design that was simultaneously modern, attractive, functional, and aerodynamic, surpassing its competitors.

The high and robust rear housed a large trunk with 552 liters, facilitating access to luggage through its lid. The doors featured an innovative construction characteristic, curving at the top and integrating with the roof, which aided the vehicle's aerodynamics, achieving a notable drag coefficient (Cx) of 0.32 at the time.

In terms of mechanics, the engine and transmission were transversely mounted at the front. The 2.0 engine featured dual overhead camshafts, hemispherical combustion chambers, and centralized ignition spark plugs. Despite this refined engineering, the Fiat engine delivered only 99 hp of maximum power, a value that coincided with the tax payment limit for a specific bracket, as an increase of just one hp would elevate the car to a more burdensome tax category.

The transmission, always manual, offered five quick and precise shifts. The suspension system was advanced, being independent on all four wheels. However, the rear used a different solution than that employed in the European model, as the assembly chosen for the Brazilian Tempra provided greater resistance to handle the conditions of local roads and streets. This rear suspension also conferred greater handling sensitivity, requiring smooth and cautious steering movements near the adhesion limit to prevent the rear from losing control.

Initially launched in Brazil only in the four-door sedan version, the Tempra gained a two-door configuration, affectionately nicknamed 'coupe' due to the slope of the rear pillars. This sportier variant was made available in the Brazilian market in 1992, already under the 1993 model year.

In 1994, the wagon version of the Tempra appeared, equipped with a 2.0 engine and multi-point injection. It is important to note that this configuration, called Tempra SW, was imported from Italy, as its sales volume was estimated to be too small to justify domestic production.

Throughout its trajectory, the Tempra introduced constant innovations for the Brazilian consumer. In 1994, the market received the four-door sedan, the two-door coupe, and the SW family version. Mechanically, the Tempra pioneered in Brazil by incorporating a 16-valve head. Again, coincidence or not, this new 16-valve engine generated 127 hp, approaching an important tax threshold of the time. In the first half of 1994, the Turbo version of the Tempra was also launched, which maintained the eight-valve engine but produced 165 hp, offering impressive performance for a Fiat sedan and making it the fastest national car in the Brazilian market during that period.

Production of the Fiat Tempra in Brazil continued until the end of 1998, when it was succeeded by the Fiat Marea, available in sedan and wagon versions, both with four doors. During these seven years of manufacturing, just over 204 thousand units of the national Tempra were produced, including the two- and four-door versions. The wagon imported from Italy was not included in this total due to low sales volume in the country. On average, about 30 thousand Tempras were sold annually during the national production period, a modest number compared to higher-volume models, but relevant for a segment where Fiat had just entered.

Lexus has begun selling the new ES 500e in Brazil, marking the arrival of the brand's first fully electric sedan. This top version of the eighth-generation ES is available at all dealerships for the price of R$ 549,990.

This price represents an increase of R$ 150 thousand compared to the ES 350h, a hybrid model launched in August for R$ 399,990. Lexus emphasizes that the ES is the best-selling car in its world history.

Previously, the company had already made the electric SUV RZ 500e available in the Brazilian market, which was launched in May for R$ 499,990.

Built on a renewed platform, the sedan features larger dimensions compared to the previous generation, measuring 5.15 meters in length and 2.95 meters in wheelbase.

The electric system uses DIRECT4 all-wheel drive, combining a front motor generating 227 hp and 27.3 kgfm with a rear motor of 98 hp and 17.3 kgfm. The combined power reaches 343 hp.

With a battery capacity of 74.7 kWh, the vehicle offers a range of up to 378 km, according to the cycle established by Inmetro. Furthermore, on fast DC chargers, the recharge process from 10% to 80% is completed in just 28 minutes.

Among the innovative features, the Interactive Manual Drive stands out, allowing the driver to simulate gear changes; in M mode, the driver can control power delivery through the paddles located behind the steering wheel.

The ES 500e also incorporates the Lexus Safety System+ 4.0 driver assistance package, which includes features such as automatic emergency braking, adaptive cruise control, and lane centering, in addition to being equipped with ten airbags.

Inside, the multimedia center features a 14-inch screen, the largest ever offered by the manufacturer, and the Mark Levinson audio system has 17 speakers.

Buyers have access to the LexusCare program, which extends the warranty at no additional cost for up to 10 years or 200,000 kilometers. This benefit is considered unprecedented among luxury brands in Brazil, according to Lexus itself.

To utilize this extension, the owner must perform maintenance at authorized dealerships after the expiration of the basic five-year warranty. Lexus has 15 dealerships in the country, and customers can also use the Toyota network for maintenance and service checks.