7 Luxury Coffee Machines To Know
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7 Luxury Coffee Machines To Know

Whether you’re an amateur barista or just want caffeine on tap – here are some of the best coffee machines.

By Terry Christodoulou
Wed, Jul 14, 2021 11:04amGrey Clock 3 min

Working from home may mean that you’re missing your favourite cafe and that coffee pods just aren’t cutting it. With a newfound need for barista skills and the best equipment for the job, here are seven of the best and most beautiful coffee machines on the market.

Kees Van Der Westen – Speedster

The Speedster is a café favourite, often spotted racing coffees out the door of your favourite local. They’ve got this nifty number for the home complete with, shot timer, eco-mode for efficiency, two temperature-controlled boilers a large steam and coffee boiler capacity all made from high-grade stainless steel and stunning engine turned body panels.

$15,995; keesvanderwesten.com

 

Rocket Espresso – Porta Via

Coffee Machines

The Porta Via brings new meaning to ‘coffee to go’, the industrial quality coffee machine is built into a hard-wearing carry case making it a portable addition to your kitchen. At 29kg it comes with a lever-action group, pressure gauge and coffee boiler and is rapidly ready for a brew in 10 minutes.

 $4299; espressocompany.com.au

 

Jura – GIGA 6

For a ‘hands off’ coffee, it’s hard to look past the Jura Giga 6. The scope of the GIGA 6 is impressive, it boasts 28 different specialties, all at the press of its 4.3-inch high-res display.  It’s perfect for those who want everything automated, just load the twin hoppers with your beans of choice and select. Or better still, just order through the Jura App or tell Siri to make it for you.

$6490; jura.com

 

La Marzocco – Linea Mini

Coffee Machine

La Marzocco is the industry standard in café quality machines – with its history dating back almost 100 years to the streets of Florence. These fun little machines are perfect for home use with its simple controls, easy-to-read gauges, in-built temperature controller all bundled into a tidy package available in a range of bright colours.

$5990; lamarzocco.com

 

Gaggenau – 400 Series Coffee Machine

While all the coffee machines on this list try to be design-conscious, none are at the level of the built-in Gaggenau 400 Series. Its subtle design is coupled with tech that’s smart enough to remember eight specific orders and make near limitless combinations. The fully automatic, self-cleaning espresso machine allows for professional standard coffee, instantly and with minimal effort and with Gaggenau’s ‘home connect’ can literally take the process out of your hands.

$6999; gaggenau.com

 

Superveloce – Flat Six

You may have seen its Porsche inspired coffee machine doing the rounds, but beyond homages to German engineering, Superveloce makes a number of motoring and aeronautically inspired machines. Take the Flat-Six, with its Boxer Engine inspired stainless steel, titanium and alloy construction and carbon fibre cam cover. Just load it with your ground beans, or favourite capsule of choice and let the machine do the work.

Approx. $15,690; Superveloce.co

 

Slayer Espresso – Slayer Single Group

 

A coffee machine that shares the name of such an infamous heavy metal band is sure to have some guts about it.  Commercial-grade head, steam valves and brew actuator combine with a touchscreen interface to blur the lines between café and home use while the ash wood handles, and actuators and stainless-steel finishes give it a handsome look.

$13,500; slayerespresso.com



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By GREG IP
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China rocked the auto world twice this year. First, its electric vehicles stunned Western rivals at the Shanghai auto show with their quality, features and price. Then came reports that in the first quarter of 2023 it dethroned Japan as the world’s largest auto exporter.

How is China in contention to lead the world’s most lucrative and prestigious consumer goods market, one long dominated by American, European, Japanese and South Korean nameplates? The answer is a unique combination of industrial policy, protectionism and homegrown competitive dynamism. Western policy makers and business leaders are better prepared for the first two than the third.

Start with industrial policy—the use of government resources to help favoured sectors. China has practiced industrial policy for decades. While it’s finding increased favour even in the U.S., the concept remains controversial. Governments have a poor record of identifying winning technologies and often end up subsidising inferior and wasteful capacity, including in China.

But in the case of EVs, Chinese industrial policy had a couple of things going for it. First, governments around the world saw climate change as an enduring threat that would require decade-long interventions to transition away from fossil fuels. China bet correctly that in transportation, the transition would favour electric vehicles.

In 2009, China started handing out generous subsidies to buyers of EVs. Public procurement of taxis and buses was targeted to electric vehicles, rechargers were subsidised, and provincial governments stumped up capital for lithium mining and refining for EV batteries. In 2020 NIO, at the time an aspiring challenger to Tesla, avoided bankruptcy thanks to a government-led bailout.

While industrial policy guaranteed a demand for EVs, protectionism ensured those EVs would be made in China, by Chinese companies. To qualify for subsidies, cars had to be domestically made, although foreign brands did qualify. They also had to have batteries made by Chinese companies, giving Chinese national champions like Contemporary Amperex Technology and BYD an advantage over then-market leaders from Japan and South Korea.

To sell in China, foreign automakers had to abide by conditions intended to upgrade the local industry’s skills. State-owned Guangzhou Automobile Group developed the manufacturing know-how necessary to become a player in EVs thanks to joint ventures with Toyota and Honda, said Gregor Sebastian, an analyst at Germany’s Mercator Institute for China Studies.

Despite all that government support, sales of EVs remained weak until 2019, when China let Tesla open a wholly owned factory in Shanghai. “It took this catalyst…to boost interest and increase the level of competitiveness of the local Chinese makers,” said Tu Le, managing director of Sino Auto Insights, a research service specialising in the Chinese auto industry.

Back in 2011 Pony Ma, the founder of Tencent, explained what set Chinese capitalism apart from its American counterpart. “In America, when you bring an idea to market you usually have several months before competition pops up, allowing you to capture significant market share,” he said, according to Fast Company, a technology magazine. “In China, you can have hundreds of competitors within the first hours of going live. Ideas are not important in China—execution is.”

Thanks to that competition and focus on execution, the EV industry went from a niche industrial-policy project to a sprawling ecosystem of predominantly private companies. Much of this happened below the Western radar while China was cut off from the world because of Covid-19 restrictions.

When Western auto executives flew in for April’s Shanghai auto show, “they saw a sea of green plates, a sea of Chinese brands,” said Le, referring to the green license plates assigned to clean-energy vehicles in China. “They hear the sounds of the door closing, sit inside and look at the quality of the materials, the fabric or the plastic on the console, that’s the other holy s— moment—they’ve caught up to us.”

Manufacturers of gasoline cars are product-oriented, whereas EV manufacturers, like tech companies, are user-oriented, Le said. Chinese EVs feature at least two, often three, display screens, one suitable for watching movies from the back seat, multiple lidars (laser-based sensors) for driver assistance, and even a microphone for karaoke (quickly copied by Tesla). Meanwhile, Chinese suppliers such as CATL have gone from laggard to leader.

Chinese dominance of EVs isn’t preordained. The low barriers to entry exploited by Chinese brands also open the door to future non-Chinese competitors. Nor does China’s success in EVs necessarily translate to other sectors where industrial policy matters less and creativity, privacy and deeply woven technological capability—such as software, cloud computing and semiconductors—matter more.

Still, the threat to Western auto market share posed by Chinese EVs is one for which Western policy makers have no obvious answer. “You can shut off your own market and to a certain extent that will shield production for your domestic needs,” said Sebastian. “The question really is, what are you going to do for the global south, countries that are still very happily trading with China?”

Western companies themselves are likely to respond by deepening their presence in China—not to sell cars, but for proximity to the most sophisticated customers and suppliers. Jörg Wuttke, the past president of the European Union Chamber of Commerce in China, calls China a “fitness centre.” Even as conditions there become steadily more difficult, Western multinationals “have to be there. It keeps you fit.”

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