Porsche TaycanPorsche The segment of luxurious and rapid all-electric sedans is set to grow later this year when Porsche launches the Taycan. Set to be presented in September, it will go on sale at the end of this year and compete against the likes of Tesla Model S. Now, thanks to some sleuthing across the pond, we have a clearer idea just how much power this executive express might produce.First reported by UK outlet Car, who hitched a ride out of Porsches Weissach test centre in a preproduction Taycan, the so-called Turbo model will potentially shovel out 215 bhp from the motor on its front axle and 402 bhp from the powerplant astern. Simply adding those numbers together will not necessarily provide peak output, thanks to a myriad of EV math that makes your authors head spin. Suffice it to say the total will be more than adequate. As for torque, the UK mag reports the top-dog Taycan will reliably make 649 lb.-ft. of twist, with a full 738 lb.-ft. on tap courtesy of something referred to as an overboost window. It is fervently hoped that this overboost will be accessed by a big red button labelled Go Baby Go but that doesnt seem in keeping with Porsches design ethos. A control like that is more likely to be found in some Hellcat variant (thats a free idea for Dodge if they want it).For comparison, the psychotic Tesla Model S P100D has been dynoed by private individuals to the tune of 588 horsepower and 920 lb-ft of torque at the wheels when its systems are set squarely in Ludicrous+ mode. Official specs are hard to come by given the companys notorious rep for secrecy and a constant barrage of updates (over-the-air and otherwise) that are constantly hurled at the machine.At the final Formula E race of this season, Porsche deployed one of their works drivers to fling a Taycan around the New York circuit. In promo material for that event, the company boasts 600PS worth of power, equivalent to roughly 591 horsepower.Across the globe, Porsche says there are already more than 20,000 serious prospective buyers who have made a down payment. Pricing, trims, and all those other details should appear closer to its
Origin: Porsche Taycan EV power numbers appear
What are people saying about the mid-engine C8 Corvette?
The 2020 Chevrolet Corvette C8Chevrolet With the introduction of the most radical Corvette, weve listened to the internet to see what people generally think about it. The results really couldnt be more polarizing, there are arguments for every imaginable facet of the C8, as well as arguments against it.Chevrolets quoted 3.0 seconds to 60 mph (96 km/h) is rather impressive, and thats just for the base model with 495 horsepower, there will be faster Corvettes coming soon.A lot of the complaining seems to be about the styling, rather than the performance. A lot of the comments claim that the car looks like a wannabe Ferrari, although perhaps looking like a Ferrari isnt the worst thing you can say about a car. Comparisons to the NSX have also been made, but most people seem to think that the design isnt cohesive and that the front and rear end dont match up with the side view, some calling it horrendous, and others claiming that other cars of the same mid-engined layout may have somehow commenced in car coitus to produce it.New #Corvette is a dogs dinner. There I said it Oliver Knowles (@OKnowles) July 19, 2019My stars and stripes this new #corvette is amazing looking. Very transformative. Almost like a 21st century version of the NSX maybe. But American. And actually fast. Dean Mitchell (@phan8787) July 19, 2019 View this post on Instagram IDK HOW I FEEL!..đ© The front reminds me of a frs, rear looks like the camaro, Windows are like the camaro, front has camaro look too.. ughhh.. idk.. if i do get it, its gonna have ALOT OF CHANGES AND WORK done! Dosent seem like a Corvette ANYMORE!đŁđ€đ #reveal #corvette #chevy #chevrolet A post shared by đŻâ đ€ąGreen Goblinđđđ„ (@goblinvette) on Jul 18, 2019 at 9:17pm PDTA few less-than descriptive comments include Worst Vette ever!!!!, countered with best Vette since the 1963 327, a bold claim. More bold claims sprout out of that love for those original 1960s cars as well, with comments saying that the C8 is ruining history, while some others say its taken them 50 years to get the car right. The practical minded point out that the new configuration will be a chore to work on.#corvette #c8 Love the new car. I want one. However! I also think it will be a chore to work on. Project Jupiter (@ProjectJupiter) July 19, 2019People also dont seem to be complaining too much about the price, which is fairly nice. In Canada, the C8 Corvette will start at $70,000, which seriously undercuts pretty much everything its competing against, and also comes close to the BMW Z4/Toyota Supra, which really begs the question why you would buy that over the C8. pic.twitter.com/s4tU0m4R2q Grumpy Pilot (@FedoraHatCasey1) July 19, 2019 View this post on Instagram Chevy just changed the game forever đđ This Corvette is going to be such an AMAZING value around $60,000. The 6.2 liter NA V8 (LT2) gives it 495 horsepower and 470 lb/ft of torque, bringing it from 0-60 mph in UNDER 3 SECONDS! đ„ Paired with an 8 Speed Tremec Dual-Clutch, this thing will be an animal. Leave your thoughts on it below! âŹïž This car is officially a $60,000 supercar đ . . . . . . . . #chevy #corvette #c8 #c8corvette #corvettefamily #corvettelifestyle #supercar #v8 #racecar #chevrolet #chevycorvette #corvettez06 #z06 #c7z #c6z #musclecar #sportscar #fastcar #carsofinsta A post shared by LSâ Hub (@lsx.hub) on Jul 19, 2019 at 6:55am PDTGot to customize options for the new #Corvette #Stingray and she looks as good in yellow as I thought she would. Seriously think I need one. #goals #mynextcar pic.twitter.com/CGX2ABwFqC Michelle Lackey Maynor (@badlady53) July 19, 2019So C8 is pretty cool, or it sucks, depending on who you ask. What do you think of the 2020 Chevrolet Fiero? Er Corvette?That new @chevrolet #Corvette is a beast. A 6.2L V8 mid-engine that puts out 495HP, 470 ft-lbs of torque and does 0-60 in 3 seconds!? I never really was a huge fan of Corvettes but the #C8 might make me a believer. Mathew Poynter (@mathew_poynter) July 19, 2019 View this post on Instagram This is the truth atm for me what do you think? Iâm going to wait for the Z06 model and they should have all the kinks out by then. @corvettelifestyle for credits #corvette #cars #carsofinstagram #sportscar #chevrolet #instagram #car #speed #exoticcars #supercars #musclecars #dream #love #marvel #deadpool #single #freedom #life #respect #racecar #adrenaline #power #beastmode #fun #beautiful #lifestyle #funny #funnymemes #me A post shared by DeadPool (@dp_vette) on Jul 19, 2019 at 9:11am PDTAnd if you have nothing better to do for a couple of hours, check out the whole spectrum of comments responding to Chevrolets reveal tweet:Its a mid-engine masterpiece. Introducing the 2020 Chevrolet #Corvette #Stingray. pic.twitter.com/0WLEBMp2xX Chevrolet (@chevrolet) July 19,
Origin: What are people saying about the mid-engine C8 Corvette?
Nissan plugs in quickly to electric racing
Nissan e-dams driver Sebastien Buemi had a big weekend in Brooklyn in the season-ending races of the 2019 Formula E campaign, which marked the first season for the automaker.Nissan BROOKLYN, NY When the vast majority of road cars are electric, will there be a fan base for gasoline-powered racing?Its an interesting question, and one that was bandied about by an impressive panel conveyed by Nissan during the recent Brooklyn stop on the 2019 ABB FIA Formula E calendar, the two-race event marking the end of a very successful fifth season for the all-electric, open-wheel series.Series CEO and founder Alejandro Agag made an analogy to horse racing, noting that while it was huge in the early days of the combustion engine, an era when many people still had daily contact with the four-legged creatures, today it is a niche sport.Nissan global motorsport director Michael Carcamo, who oversaw a very successful inaugural Formula E campaign for the Nissan e.dams team, agreed that even when EVs rule the roads, combustion-engine racers would still have a place.We still go to the Goodwood Revival to see cars from fifty, sixty years ago, so I think there will always be a space for the craftsmanship and artisanship of building a (gas) motor and a car, he said, adding that emissions on a racetrack are very small compared to the global total of vehicles. What we need to do is do well for the environment and the world, but theres no reason why racing has to stop.Not too surprising an outlook given Carcamos impressive career resume, which includes a mechanical engineering degree from Tufts University, a half-decade working in IndyCar, and a 17-year tenure with Nissan, the last three as global motorsport director overseeing Formula E, Super GT, prototype and GT3 racing activities.What is surprising is that it took Nissan so long to join Formula E, considering the automaker is an EV pioneer. Its all-electric Leaf model debuted in in 2010, and in March of this year global sales surpassed 400,000 units, making it the worlds best-selling highway-capable electric car. Nissan global motorsport director Michael Carcamo worked in IndyCar for five years before joining the Japanese automaker, and oversaw a very successful inaugural season for the Nissan e.dams two-car team in Formula E. Andrew McCredie Despite waiting until the fifth season of the open-wheel series to join in on the emission-free fun, Nissan proved that its extensive battery and electric powertrain knowledge from a decade of Leaf development was transferable to the racetrack. Nissan driver Sebastien Buemi won the Saturday race in Brooklyn and finished third in the Sunday race, results that gave him second place in the final drivers championship standings. The title was won by defending champion Jean-Eric Vergne of the DS Techeetah team. Buemis strong results, combined with teammate and rookie Oliver Rowlands good showings, gave the Nissan e.dams team fourth-place in the overall team standings, just one point shy of Envision Virgin Racing. By all accounts, a very successful rookie season for Nissan, the first Japanese manufacturer to enter the series.We knew we faced a steep mountain to climb when we entered this championship and the first half of the season certainly tested us, said Carcamo. We also now have a full season of data, experience, and knowledge in the Formula E championship which will not only allow us to build a better race package for season six but will also play a key role in improving our electric vehicles for the road.That latter point, in essence, is the raison dâetre for Formula E. The real world RD achieved by running the battery packs, motors and inverters flat out for the course of a race is invaluable for the automakers in the series. Its why Mercedes-Benz and Porsche are fielding teams for season six, joining the established teams from Audi, BMW, Jaguar and Nissan. That the racing is wheel-to-wheel exciting, many of the drivers have F1 experience and the winner is often in doubt until the final lap is just a bonus. Driver Sebastien Buemi and Nissan global motorsport director Michael Carcamo celebrate in the Nissan e.dams garage during the Brooklyn race weekend, in which Buemi won the first race and placed third in the second race. Nissan During the panel discussion Carcamo alluded to this transfer of knowledge from racetrack to road car by saying the secret sauce of this series is efficiency.I caught up with him in the Nissan e.dams garage the next day to find out what he meant by this.As compared to other race series where every team and every manufacturer is only focused on achieving the maximum power, and so power density is the most important factor, in Formula E we all have a limit to the power output and its regulated (by FIA), the engineer in him explained, adding the DNA of an electric vehicle are the powertrain and battery management systems. Theres no way to get around that FIA rule, so the only other choice you have is
Origin: Nissan plugs in quickly to electric racing
New Nissan Juke: new preview of revamped crossover
Nissan has previewed the styling of the long-awaited new Juke crossover, with a second teaser image hinting at the outline of the car. The darkened shot, shows a darkened silhouette of the front of the car, with the front headlights illuminated. While Nissan released the image without naming the model â which features the slogan ‘keep your eyes open’ and the 3 September unveiling day â it previews the long-awaited second generation Juke. The image is the second teaser that the firm has revealed. An earlier darkened show was a zoom in of the sleek LED headlight design, which echoes the dual-light layout of the outgoing car but with a more modern twist. The Mk2 Juke, designed at Nissan’s London studio, will go on sale in early 2020, a few months after the unveiling. It’s the replacement for a model that has been on sale with relatively few changes since 2010. Disguised test cars have shown that the Renault Captur rival’s design will evolve the distinctive shape of today’s car but remain recognisable. Details such as Nissan’s V-Motion grille, adapted from the Micra, will be brought in, while the rear end will have a more angular look. In an exclusive interview last year, Nissan’s global design boss, Alfonso Albaisa, claims the second-generation Juke âdoesnât look too much like the last oneâ, adding: âIt doesnât look like IMx (an electric crossover concept unveiled in 2017) or the new Leaf, either. Itâs an urban meteor with a nasty attitude.â Albaisa quashed a rumour that the Juke replacement had been reviewed and rejected, saying: â(The Juke) is certainly coming soon. But it didnât get âsent backâ. Iâm not sure where that story came from. Itâs a very cool car, and it still has all of its attitude.â The original Juke was introduced at the 2010 Geneva motor show and helped to boost the popularity of supermini-sized SUVs. In terms of sales, that class grew tenfold across Europe between 2010 and 2016, and by 2022, it’s expected to double in size from its 2016 level of 1.13 million units. Juke sales have exceeded 100,000 per year in Europe four times to date, and the styling of the Sunderland-built car was considered an important contributor to that. âOur job was easier with the first one, because there was nothing else like it,â Albaisa told Autocar. âAnd that carâs success was so huge even given how polarising it looked. The second one couldnât be derivative or evolutionary and still be a Juke. Weâd almost have to change its name to Nancy otherwise.â The new Juke is likely to be built on a stretched version of the Renault-Nissan-Mitsubishi Allianceâs CMF platform, as used by the new Renault Clio. It’s expected to shun the naturally aspirated petrol engines that have accounted for much of its sales volume so far, instead using the turbocharged 1.0-litre three-cylinder and 1.3-litre four-cylinder units used in the Qashqai. A 1.5-litre 109bhp diesel is likely to be offered, too, while four-wheel drive will be kept for automatic models higher up the range. Albaisa wouldnât confirm whether the new Juke would be previewed by a show car, in the same way that the Qazana concept displayed at the 2009 Geneva motor show was used to test the water for the production car that followed. Given the riskiness of the original Jukeâs styling and how well established the model has become, itâs likely that Nissan will maximise the impact of the new Juke by keeping it under wraps until the last moment.
Origin: New Nissan Juke: new preview of revamped crossover
New Mercedes-Benz GLA: Audi Q2 rival spied again
The new Mercedes-Benz GLA has been spied testing again ahead of a likely debut at the Frankfurt motor show in September, with the interior of the compact crossover captured for the first time. The second-generation GLA shares several styling details with the A-Class upon which it’s based, with the latest images showcasing how it will sit lower to the ground than the previous model. The swollen rear haunches and profile unique to its siblings remain. The interior image shows that the dashboard is also set to be very similar to that of the A-Class and the firm’s other new compact models, featuring rounded air vents and the twin-touchscreen MBUX displays. The new GLA will join Mercedes’ MFA platform-based range alongside the A-Class hatchback, A-Class saloon, CLA four-door coupĂ©, CLA Shooting Brake estate and B-Class MPV. It also now sits below the GLB, the largest car on that platform and a new, fully fledged rival to the BMW X1 and Audi Q3. That leaves the GLA to compete with smaller compact crossovers such as the Audi Q2 and Ford Focus Active, and is also why it likely has a lower, more car-like profile. Although no technical details of the GLA have been released yet, we know it will be closely linked to the A-Class in terms of interior design and technology, engines and gearboxes. That means it will adopt Mercedes’ latest touchpad and voice-controlled MBUX infotainment system, alongside more advanced safety features and increased material quality. The engine range will kick off with a 1.3-litre turbocharged petrol unit developed in conjunction with the Renault-Nissan Alliance. This will likely be available in two states of tune, while a 2.0-litre engine will top out the range for the time being. A 1.5-litre diesel will also be offered. Later on in the GLAâs lifespan, we expect to see a return of the AMG-tuned GLA 45, putting out anything up to 416bhp through a performance-focused four-wheel drive system. Before that arrives, there will be a 302bhp 35 variant, as is now available on the A-Class. The GLA will be produced alongside the A-Class at Mercedes’ factory in Rastatt, Germany. The A-Class will also serve as the basis of the EQA, an electric hatchback that’s scheduled to arrive next
Origin: New Mercedes-Benz GLA: Audi Q2 rival spied again
Cupra previews first EV ahead of Frankfurt reveal
Cupra will reveal its first fully electric vehicle, which it says will combine elements of a sports coupĂ© and an SUV, at this yearâs Frankfurt motor show. The Seat sub-brand, which is focused on premium performance cars, showed its first stand-alone car, the Formentor coupĂ©-crossover, earlier this year. It will follow that up with the electric concept car, which will preview its first production EV. Cupra has released a single teaser image of the concept, which it says will unite âthe silhouette of a four-door crossover with the presence of an SUV and the sleekness of a sports coupĂ©â. It follows a teaser video, which gave glimpses of the headlight design. Although Cupra has not confirmed details of the new concept, it will be based on the Volkswagen Groupâs MEB electric platform, which will be used for parent firm Seatâs el-Born EV. It is likely to be a more extreme version of that car. That would match how the Formentor, which will be offered with a plug-in hybrid powertrain, is a heavily reworked coupĂ© version of the Ateca SUV. When Seat turned Cupra into a stand-alone brand last year, bosses said it would act as a âtechnological flagshipâ, including in electrified powertrains. Cupra describes the new concept as âa vision of the futureâ of the brand. The EV concept has been termed a âhigh-performance vehicleâ, suggesting it could get one of the most powerful motor options available for the new MEB platform â likely to feature a motor on each axle offering all-wheel drive. Although the teaser image only shows the rear of the car, Cupra says the front design balances âaesthetics and performanceâ, featuring a low-set illuminated Cupra logo. The rear will feature a functional aerodynamic diffuser. Cupra takes its name from Seatâs long-running line of performance models, although the brand has a wider focus on attracting higher-end customers who would not usually consider a Seat. That is why the firm has so far focused on SUVs and crossovers, starting with the reworked Cupra Ateca and the Formentor. Seat is aiming for Cupra to offer seven models by 2020, which will mix stand-alone machines with high-performance versions of Seat models, including the current Cupra
Origin: Cupra previews first EV ahead of Frankfurt reveal
Used car buying guide: Porsche 968
Back in 1994, Autocarâs test fleet boasted a Porsche 968 Club Sport in its ranks. Shorn of 50kg by the removal of equipment and stiffer than the standard car, it was a sweet-handling device. Some months after it arrived, we had reluctantly to return it. Someone should have made Porsche an offer for it. Today, youâll be lucky to find a nice Club Sport (CS) for under ÂŁ30k. In fact, as this was written, one dealer was asking ÂŁ71,000 for a fully restored 1995 CS with 43,000 miles. Based on its 944 predecessorâs front-engine rear-drive platform, itself derived from the 924, the 968 was launched in 1992. It had started life on the drawing board as a 944 S3 before Porsche decided it had moved so far away from that model that a new name was called for. And so the 968, which shared around 20% of its parts with the 944 S2, was born. It went on sale in 1992 in 2+2 coupĂ© and two-seat convertible forms powered by an all-aluminium 3.0-litre four-cylinder engine driving the rear wheels through a six-speed gearbox. Fitted with Porscheâs new VarioCam variable valve timing and Motronic fuel injection, it produced 237bhp â sufficient for 0-62mph in 6.5sec. The optional, dual-mode Tiptronic gearbox lengthened that to 7.9sec but then the standard 968 was never about straight-line performance. Rather, it was first and foremost a comfortable and engaging GT with, happily, everyday reliability and creature comforts. In contrast, creature comforts were the last thing the Club Sport version could boast of. It arrived in 1993 devoid of electric mirrors and windows, central locking, a hatch release and the two rear seats. Meanwhile, the front chairs were replaced by a pair of lightweight Recaros and it sat 20mm lower. The CS proved its value on the track but not in the showroom, where sales were nothing to write home about. Nonetheless, it had helped identify a strand of customer desirous of a semi-skimmed CS; still low, light and focused and perfect for weekend track days but also comfortable enough for the working week. And so the more popular 968 Sport was born at the end of 1994. Some say this version is the best 968 of all (at least those who canât afford the CS) but really, almost 25 years since the last one left the factory, the best 968 is any version with a solid service history complete with supporting invoices, no mechanical issues and no rust. Fortunately, there are enough decent-looking 968s costing between ÂŁ12,000 and ÂŁ19,000 to rummage among and rising values only mean more will come to market properly refurbished. Relatively few 968s found homes in the UK, and when researching this guide, we encountered many specialists who claimed not to have seen a 968 in their workshop for years. No matter: the modelâs scarcity and its reputation among enthusiasts is why, when you find a good one, you should snap it up. How to get one in your garage An expertâs view Mark Peters, Precision Porsche: âOne of the first things you should check is the quality of the service history â not how many stamps it has in the book but the detail in the invoices. Thatâs where youâll find information not only on oil changes and the grade of lubricants used but also on essentials such as belt and tensioner guide changes. Iâd even look for timing chain replacement. Used parts are thin on the ground and that forces owners to buy expensive new ones, so be sure the 968 you buy hasnât been neglected. For example, brake calipers can corrode, causing the pads to bind. Iâve known owners to file down pads to free them rather than buy new calipers!â Buyer beware⊠â Engine: Check that the water pump, timing belt, balancer shaft belt and timing chain tensioner guides, if not the chain itself, have been changed at four-yearly intervals. Look for oil leaks from the front engine seal and inspect the fuel pipes for rust. Check the electric cooling fan cuts out: the relay is ÂŁ200. â Transmission: Listen for the rear diff pinion bearing whining and feel for it vibrating. Check the clutch since a replacement is expensive. Make sure the Tiptronic has had regular oil changes. Controls such as kickdown switches can play up. â Tyres, brakes and suspension: Make sure pads arenât seized in the calipers and the brake pipes arenât corroded. Check the condition of the trailing and control arms, and the front wishbone outer ball joints, which can fail frequently. Make sure the shock absorbers are okay since theyâre expensive to replace. â Body: Remove the undertrays and check for rust. Look for water ingress from the sunroof and tailgate, which can affect an under-seat-mounted ECU. The galvanised body is prone to rust, especially under the rear wheel arches and around the rear trailing arm bodyshell mounts. One we found Porsche 968 Lux CoupĂ© 1993/K-reg, 99,5000 miles, ÂŁ13,995: Full Porsche service history and free of rust, this 968 has recently been fitted with a new clutch, shock absorbers, brake discs, a cambelt and idlers.
Origin: Used car buying guide: Porsche 968
Under the skin: Why hydrogen could be an easy cell
Twenty years ago, DaimlerChrysler, as the two merged companies were called then, launched the A-Class-based Necar 4, the first production-ready fuel cell vehicle capable of being driven on public roads. The plan was for the first commercial version, dubbed, âNecar Xâ to be launched on public sale in 2004. By that time, DaimlerChrysler said it would have spent over ÂŁ1.1 billion on fuel cell vehicle development: it was that big and looked that certain. The board member responsible for RD, Klaus-Dieter Vöhringer, said back then: âFrom 2004 to 2010, the population of fuel cell vehicles has to increase very fast otherwise the (refuelling) infrastructure will not grow.â He was dead right in one sense: it didnât grow and fuel cell cars havenât taken to the roads in large numbers. Yet. Some would say hydrogen fuel cells are the holy grail of sustainable propulsion because they emit nothing except water and heat from the tailpipe. So long as the hydrogen fuel they consume is produced sustainably, itâs an environmental free lunch with refuelling pretty much as easy and fast as it is with petrol or diesel. In common with a battery, a fuel cell âstackâ consists of hundreds of individual cells producing a little over one volt each. The favoured technology for cars and transport is the polymer exchange membrane (PEM) fuel cell. A fine polymer membrane sandwiched between a platinum cathode and anode and two flow plates in a kind of double-decker sandwich make up each cell. Hydrogen travels through the flow plates on the anode side while air is pumped through the cathode side as a source of oxygen. Hydrogen protons are attracted through the membrane to the oxygen, making water, leaving the hydrogen electrons behind, forming a current in an external circuit. There have been lots of technical hurdles to overcome â including scavenging residual water from inside the cells, which would freeze at low temperatures, starting the stack in sub-zero temperatures, economic manufacture and robustness â but today fuel cell systems are advanced, if still pricey. An entire fuel cell system consists of a stack, a carbonfibre tank capable of storing hydrogen at 750 bar and a small lithium ion battery to deliver both the fast surge of power needed for acceleration and to store energy from regenerative braking. Tough hydrogen tanks split and release hydrogen rather than exploding if damaged and, in that sense, the worldâs most plentiful element is safer than petrol. The rest of the powertrain is like that of any other electric car, with an electric motor and power control module to manage it all. Itâs also 20 years since the formation of the California Fuel Cell Partnership, one of the worldâs largest institutions pushing the development of fuel cell technology. With its 2030 Vision programme, it aims to get 1,000,000 fuel cell vehicles on California roads along with 1000 hydrogen filling stations by 2030. Maybe then, the fuel cell ball will really start rolling. New train of thought Hydrogen fuel cells are ideal for large vehicles as well as cars. Two Coradia iLint fuel cell trains from French firm Alstom have been running in Germany since 2018 and 27 more have been ordered by a transport authority. A Hydroflex train masterminded by the University of Birmingham and train maker Porterbrook began UK trials in
Origin: Under the skin: Why hydrogen could be an easy cell
Antiques Roadshow: how your classic car is valued
With the right lighting, a dash of make-up and a pair of 10-inch heels, Marcus Atkinson could pass for Fiona Bruce hosting an episode of TVâs Antiques Roadshow. But while the popular presenter gets to swan about in country houses with a TV crew in close attendance, Atkinson is, when I meet him, standing in what looks like a cattle shed off a busy roundabout near Leominster, with some colleagues and a clipboard. No matter; like Fiona, he too has a queue of antique lovers to deal with, although rather than bringing him an old trouser press or a teapot for valuation, theyâve actually arrived in their heirlooms and collectables. Cedric Egby is one such antique lover. The 76-year-old former Electricity Board accountant has motored 20 miles from his home in Knighton in Wales at the wheel of his 1969 Series 2 Jaguar E-Type 4.2 convertible, ostensibly for a chat and a coffee with like-minded enthusiasts, but really to hear what Atkinsonâs team think his Jag is worth. âThe E-Type is still the worldâs most beautiful car,â he assures me, patting its bonnet. âThis one was imported from the US in the 1990s when prices went loopy, and converted from left- to right-hand drive. I paid ÂŁ38,000 for it seven years ago. It was a boyhood dream come true.â The âcattle shedâ weâre standing in is actually one of the smart new buildings at Brightwells Auctioneers and Valuers, a long-established business based in Leominster that holds regular auctions of everything from modern and classic cars, through plant machinery to antiques, horses, houses and fine wines. Itâs the perfect base for Atkinson and his team from Hagerty, an insurer specialising in classic cars. Theyâre here for the day and have invited classic car enthusiasts like Cedric to bring their precious motors for an inspection and valuation. Itâs a service Hagerty performs across the country at club events and shows. An owner registers their car and for ÂŁ15, which the insurer donates to charity, Atkinson and his experts produce a detailed five-page report on it. Individual components are rated and photographed, following which the car is awarded a condition status across five levels ranging from project to concours. And then comes the bit the owner has been waiting for: the Hagerty valuation, a figure calculated with reference to the carâs condition and to the insurerâs vast database of classic car prices. Why does the company bother? In short, because it insures its customersâ cars on an agreed value basis. This means that should it have to write off a vehicle, it will pay out the value agreed at the policyâs commencement, rather than a portion of it, as is the case with typical motor insurance policies. Itâs in Hagertyâs interests to know precisely what each car itâs insuring is worth at the outset. Thirty-five owners registered for todayâs inspection and valuation. Cars include a few E-Types, an Alfa Romeo GT Junior, a Daimler E20 and a Porsche 911 (996). In an inspection bay, Charlie Patterson, one of Hagertyâs valuations underwriters, is scrutinising the engine of a 1972 Rover P6 3.5 V8 S. âClues to a fastidious owner are how wiring is routed, whether bolts match and the quality of rubber hoses and clips,â he says. âEverything on this car points to careful maintenance. Itâs in excellent condition.â Waiting its turn behind the Rover is what looks like a CitroĂ«n DS 21 convertible. Patterson raises its bonnet and we marvel at the lovingly crafted VIN plate on the bulkhead. âIt says itâs a coachbuilt Henri Chapron DS,â he purrs. âTheyâre very rare.â In fact, itâs even rarer than that, as the carâs owner, Simon Haskew, explains: âItâs one of three replicas made by a British company. I paid ÂŁ26,000 for it in 2006. The VIN plate was a little touch I added later.â Elsewhere, Atkinson is inspecting a pretty Triumph GT6. Its owner bought it as a wreck six years ago and had it restored. The man from Hagerty likes it a lot, pleasing its owner who plans to sell it. He may need all the luck he can get. The Hagerty Classic Index tracks the values of 50 benchmark models. From April to December last year, they rose just 1.07% compared with the year before. It was the smallest increase since 2012, when the index was launched. âThe marketâs in an odd place at present,â says John Mayhead, editor of the Hagerty price guide that contains more than 2000 models and over 40,000 individual values. âPeople are being cautious and prices that were beginning to overheat last year are now starting to cool. âOn the one hand, stars such as the Lancia Delta Integrale continue to outperform the market and others, such as the Porsche 924 and Mercedes SL R107, are gathering pace. On the other, values for some former stars such as the Ferrari Testarossa and 308, Aston Martin DB4 and Jaguar E-Type are cooling off rapidly. In fact, of the 2000 models we tracked at the end of 2018, a quarter of them had fallen in value.â Nevertheless, Mayhead is
Origin: Antiques Roadshow: how your classic car is valued
First Look: 2020 Chevrolet Corvette Stingray
LOS ANGELES, Calif. When did the good folks at General Motors become such wizards at PR?Ham-handed at times, and occasionally downright counterproductive they can be, but when it comes to the mid-engine Corvette, The General has been playing us you, the consumer, and we, the media like a Stradivarius.Dribbling out information like pronouncements from the mount, the unveiling of a Chevrolet-badged mid-engine supercar has turned July 18 into the automotive media event of the year.So, never mind that theyve been spooning out details like were toddlers in high chairs. Or that we all already knew, thanks to the most easily-accessed spy photos in the history of new automobiles, every angle of its silhouette. Ignore the fact that, even though Driving was given a super-secret, hush-hush advanced briefing by none other than Tadge Juechter, the C8s chief engineer, we still dont know all the performance metrics of this new Corvette.Yes, all that aside, heres what we know, what we think we know and even to paraphrase the immortal Donald Rumsfeld what we dont know we dont know about Chevys new C8 Corvette. They really were worried Corvette loyalists would hate the C8Rumours that GM execs were worried the Corvettes traditional audience old, male and shirtless, according to one brutally honest wag would hate the new mid-engined C8 were absolutely spot-on. Indeed, according to Juechter, rumours Chevy would produce the C8 and C7 simultaneously as a sop to all those hairy-chested geriatrics were at one point true, GM execs hedging their bets in a fine example of Detroit mawkish indecision.But, as Juechter tells it, as soon as they saw the first rendition of the new C8, all plans for a C7 continuation were dropped. According to Automobile magazines 2014 Man of the Year, thats because the new mid-engine Vette is stunningly gorgeous. But I also suspect a large measure of newfound confidence came from the fact that, from the front or rear dead-on, the C8 looks very much like a refreshed mildly refreshed C7. Oh, some angles and creases have changed, but from directly behind or ahead, theres no mistaking the C8 for anything other than an evolution of the Corvette.From the side, however, the C8 looks all genuine mid-engined supercar, and a truly gorgeous rendition at that. From almost every perspective, the new Vette looks purposeful in its aerodynamics, subtle in its proportions and positively dynamic in its stance.Oh, there will be critics. A few nay-sayers will compare it to a McLaren-cloned this or deride it as an NSX-derived that. Then there will be those who will call the styling too American-centric, as if that were insult.They would be dunderheads. The new C8 is, in a word, stunning.The (base) engine is another ode to Corvetteâs pastThe only truly solid powerplant information we have is about the base 6.2-litre small-block V8. Juechter cites compact dimensions (important for space considerations in a mid-engined car), a low centre-of-gravity (c-of-g is allegedly right around the drivers inner hip to allow better steering feedback) and sufficiently attractive looks all those hide-bound loyalists will no doubt be thrilled by the large 3.2-mm-thick glass panel in the rear hatch shows off the LT2 as reasons to stick with the small-block.Its unlikely anyone will be disappointed with the performance. Thanks to a new intake system and a wild set of immaculately crafted individual equal-length up-and-over headers, the LT2 pumps out 495 horsepower (at 6,450 rpm) and 470 pound-feet of torque (at 5,150 rpm), the most horsepower and torque for any entry-level model in Corvette history. It will be mated to a new Tremec-sourced eight-speed dual-clutch transaxle. No, there will not be a manual offered, the new C8 yet another resounding admission the stick-shift transmission is all but dead.As with previous Corvette gearboxes, 7th and 8th gears are essentially overdrives, the LT2 loafing as low as 1,200 rpm on the highway. Second through 6th, meanwhile, are track-ready close-ratios, for minimal rpm drop between shifts. Most impressive, however, says Juechter, is how short first gear will be. You wont believe how hard this car launches, still talking about the base small-block.In fact, if Chevrolets testing is right, the new Corvette is going to be scary-fast. Officially, GM claims the new C8 will break the three-second barrier to 60 miles per hour (97 kilometres per hour). That would indicate even the slowest C8 will be a genuine three-second zero-to-100-km/h supercar. On the spec sheet at least, the base C8 would seem a real challenge to lesser McLarens and Lamborghinis.Were basically certain Chevy is sticking with the overhead-valve layout, at least in the base car, so loyalists will be comforted by the rhythmic clickety-clack of the pushrods know and love. As Juechter puts it, its a true big-bore Corvette sound. If you dont like the sound of the small-block, youre not going to like this one, because it sounds just
Origin: First Look: 2020 Chevrolet Corvette Stingray
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