German classic car electrification specialist eClassics has chosen a struggling Kensington garage as its first UK outlet, saving it from closure in the wake of the Grenfell disaster. Earlier this year, eClassics worked with Volkswagen to produce an electric version of the original Type 1 Beetle, using the motor, battery and gearbox from the e-Up city car. A deal with the manufacturer allowed eClassics to put the model into limited production using genuine parts, and it’s now on sale in Germany with a starting price of €99,000 (£84,000). Jack’s Garage – located close to the 24-storey apartment block where 72 residents died in a fire two years ago – will be the first business in the UK to electrify classic Volkswagens using genuine manufacturer-supplied parts. The classic Volkswagen specialist has suffered in the wake of the tragedy; owner of 12 years Joseph Salama told Sky News: “The first year after the fire was diabolical to say the least. In the first few weeks, the roads were closed, clients couldn’t get in, we weren’t getting paid and suppliers couldn’t deliver parts. Effectively, our production (and) our restoration ceased overnight.” Turnover was down £100,000 year-on-year over the course of the next six months, so Salama was forced to lay off half his workforce. He attributes the extended decline to the continued presence of the burnt-out tower nearby, which customers preferred to avoid. The new deal with eClassics is expected to improve the garage’s future viability and expand its customer base. “I’ve already had enquiries from America, Europe and the UK,” Salama said. Initially, Jack’s Garage will offer the conversion package used to create the e-Käfer demonstration car earlier this year. There are plans to bring electric versions of the Volkswagen Type 2 van and Beetle-derived Porsche 356 to market as well. UK prices for the electric Beetle aren’t yet confirmed, but eClassics sales director Gianfranco Pizzuto told Sky News that “the estimated cost of transforming an old VW Beetle is £40,000, and it could take some time before that cost is brought down”. Jack’s Garage joins a number of UK businesses already electrifying classic cars. For example, Swindon Powertrain in Wiltshire offers an electric variant of the Mini for £79,000, while Silverstone-based Lunaz carries out the conversion on rarer classic models, such as the Jaguar XK120 and Rolls-Royce Ghost, with prices starting at
Origin: Grenfell garage to electrify classic Volkswagens
Volkswagen’s
Volkswagen’s Project e-Bus is an official electric hippie van
Tesla may have polarized the planet with its all-electric and out-there Cybertruck, but at the other end, Volkswagen is plugging into its past.The company has just unveiled the Project e-Bus, a 1972 Volkswagen Type 2 Bus with an e-Golf powertrain for propulsion. The classic van was built by electric vehicle conversion company EV West as a commission for the automaker.The electric bus debuted recently at a special event at the Petersen Automotive Museum in Los Angeles.The electric drivetrain and 35.8-kWh battery came from a 2017 e-Golf, providing the bus with a range of approximately 200 kilometres. The 1972 bus originally came with a 60-horsepower air-cooled four-cylinder engine, and the electric motor took its place at the vehicles rear.The battery units fit under custom-built enclosures under the front seats, and in the spot where the fuel tank used to reside. Most of the buss other original features remain, but the classic-style gauge is digital, and the stock floor-mounted shifter now operates the one-speed transmission.We are very excited to be part of this project, said Michael Bream, founder of EV West. Merging a historic model from an iconic brand with the technology of today is just one of many ways we can step closer to a more sustainable future, while continuing to enjoy our rich automotive heritage.Volkswagen plans to produce the I.D. Buzz, an electric vehicle with styling reminiscent of its classic van, but said the Project e-Bus is a concept vehicle
Origin: Volkswagen’s Project e-Bus is an official electric hippie van
Volkswagen’s ID. Space Vizzion Concept is a wagon by any other name
Volkswagen ID. Space Vizzion conceptHandout / Volkswagen What is it?If youve lost track of all the ID. prototypes since Volkswagen unveiled its first I.D. Concept in Paris four years ago, let us explain Volkswagens ID. Space Vizzion Concept like this: This is the ninth concept of the electric-vehicles series although were still waiting for a production vehicle on what the company calls its modular-electric-drive-matrix.The first thing youll note if you care about punctuation is that, somewhere along the road, the I.D. became ID.. For another, the Space Vizzion is effectively yet another concept (to be) built on Volkswagens MEB dedicated-platform for battery-electric vehicles. Now, just in case you forgot the previous eight ID. prototypes, it started with the I.D. compact hatchback at the Paris Motor Show in 2016 and includes a small SUV, a couple of Microbus-style vans, a racecar, and even a dune buggy.VW describes this umpteenth prototype as combining the aerodynamic design of a Gran Turismo with the spaciousness and versatility of an SUV. All of which is to say: Its a station wagon. Actually, to be more accurate, its a long station wagon: Stretching almost five meters 4,958 millimetres to be exact from bumper to bumper, were talking Audi S7 Sportback or Tesla Model S length.Check out all of our latest auto show coverage hereWhy does it matter?Well, for now, it doesnt, because were not even getting the first mass-produced EV heralded by these highly promoted concepts: The first VW ID.3, a small electric car to be launched next summer, wont reach North American shores. Rather, the company is waiting for 2021 to send us the ID.4, a four-door crossover variant, based on the VW ID. Crozz Concept unveiled two years ago.But if VWs promises made imperative by a certain Dieselgate scandal are to be believed, this ID. Space Vizzion Concept unveiled at the Los Angeles Auto Show might matter for Canadians. After all, station wagons have always been (a bit) more popular in Canada than in the U.S. enough, in fact, that VW is one of the rare manufacturers to (still) offer one in its lineup, even arranging extra production of the soon-departing, seventh-generation Golf Sportwagen and Alltrack.When is it coming?Dont hold your breath, or you might turn into that weird Saintly Blue Pearl Effect colour showcased on the prototypes body best described by VW as a new metallic white with shimmering blue and violet pigments. You want more bizarre? The interior is made of AppleSkin, in lieu of leather. Yes, youll be sitting on leftovers from apple juice production. Kids should love it. But back to our specifics: VW says the concept previews a potential production car for Europe and North America. This is a bit less assertive than VWs previous statement suggesting the production version will launch in late 2021 with different versions for North America, Europe, and China.Should you buy it?Too early to tell. For now, we are promised a rear-mounted motor for 275 horsepower that can be paired with a second, 101-horsepower coaxial drive motor. The latter would give all-wheel-drive capability and up to 335 horsepower. This 4Motion variant of the ID. Space Vizzion, with its 82-kWh lithium-ion pack, is said to be good for 482 kilometres more or less Tesla Model 3 range and can sprint from zero to 96 km/h (60 mph) in five
Origin: Volkswagen’s ID. Space Vizzion Concept is a wagon by any other name
Autocar confidential: Volkswagen’s rowdy crowds, Mini’s sales success and more
In the Frankfurt motor show edition of Autocar confidential, we hear how Volkswagen kept order at the revealing of its new ID 3, how things are looking for Mini’s first electric model, and more. Keeping the (Green)peace Volkswagen was taking no chances, given the threat of protesters disrupting its Frankfurt press conference, and had a ring of burly security guards set 20m from the stage to give anyone who dared to move within range the evil eye. It worked: despite the presence of Greenpeace protesters outside, the conference passed without incident. Goodbye-ton Byton CTO David Twohig claimed the surprise departure of joint founder Carsten Breitfeld is “normal for a start-up”. He said: “If Carsten had left earlier, it would be a serious blow. But we were stable by the time he left. He was a visionary, but now the priority is getting that vision to production”. The production M-Byte electric SUV, shown at Frankfurt and on sale in Europe by 2021, could also be offered in right-hand drive “if there’s enough interest”, Twohig said. Shocking demand for Mini’s EV Mini has taken 60,000 expressions of interest in its new Electric model, order books for which opened during the show. It’s the first time Mini has run a pre-sales programme and sales are well ahead of where the company expected them to be, according to its boss, Bernd Körber. Pura Vision… without the vision Automobili Pininfarina showed its new Pura Vision SUV concept in Frankfurt – but took away our iPhone for a picture that would have been worth 1000 words… Perhaps a cross between a Lamborghini Urus and an Aston Martin DB11 best describes it, but it’s elegant in a way most SUVs simply aren’t. We expect Automobili Pininfarina to reveal it next
Origin: Autocar confidential: Volkswagen’s rowdy crowds, Mini’s sales success and more
Volkswagen’s sub-£18,000 small EV due in 2023
Volkswagen is committed to launching an entry-level sub-£18,000 electric ID ‘people’s car’ – but company boss Herbert Diess has admitted there is a long way to go before it can offer enough range to make it viable. Autocar exclusively revealed the firm’s plans to develop an entry level small hatchback on its new MEB architecture earlier this year. The machine, set to be called the ID 1 or 2 in keeping with the numbering convention for the firm’s new electric car range, will be comparable in size to the Volkswagen Polo. Volkswagen has set a price target of under €20,000 euros for the machine. Speaking at this year’s Frankfurt motor show, where VW unveiled the Golf-sized ID 3 and a major brand revamp, Diess said the small car “make a lot of sense” from an environmental standpoint. But he said the production version was unlikely to arrive before 2023. But he added: “There’s a long way to go. It’s really tough to get a decent range for a car under €20,000.” When Volkswagen confirmed the nomenclature for its ID range at the pre-booking launch of the ID 3, sales boss Jurgen Stackmann noted that calling the first Golf-sized model the 3 allowed for the range to be expanded with both smaller and larger models. With the Golf-sized model taking the ID 3 tag, the Polo-sized entry level car will be called the ID 1, and accompanied by an ID 2 compact crossover SUV. Stackmann noted that the larger ID models, based on the already seen Crozz (set to be called the ID 4), Buzz, Vizzion and Roomzz concepts, would be the next cars to reach production, but emphasised the firm’s commitment to making genuinely affordable electric cars. “In the long term we clearly need to scale down and be more aggressive on prices,” said Stackmann. “That will be a scale of industrialisation, and it will take some time until we bring it into classes.” Said to be part of a modern-day ‘people’s car’ project, the compact crossover utility vehicle was confirmed by product strategy head Michael Jost. It will arrive by 2023, or 2024 “at the latest”. The compact five-seater will have a raised ride height and exterior dimensions similar to the existing combustion-engined T-Roc, forming part of Volkswagen’s upcoming line-up of I.D. battery-powered models that will kick off with the launch of the ID 3 hatchback in 2020. Previously, Volkswagen chairman Herbert Diess indicated the cost could be as low as €20,000, or just £17,400 in the UK. Jost also confirmed that price point, while saying “we build cool electric cars that are fun to drive, beautifully designed and fully networked”. The keen pricing for what will be the fifth I.D. model after the ID 3 and production versions of the Crozz, Buzz and Vizzion concepts is a crucial component in a broader plan at Volkswagen to create a contemporary, new electric-powered people’s car in a move aimed at mirroring the success of the original Beetle and its indirect successor – the Golf. Diess, the architect of Volkswagen’s electric car strategy, recently claimed engineers are working on a car conceived to be priced at half that of the Tesla Model 3 without naming the secret new electric-powered crossover, suggesting it would be on sale within four years. Autocar has been told the idea behind the new ID model is to create a car with classless design appeal, outstanding interior space within a compact footprint and the sort of affordability to allow it to appeal to a wide number of car buyers in all of Volkswagen’s existing markets. As with Volkswagen’s other ID models, it is based around the company’s new MEB (Modularen Electrik Baukasten – modular electric architecture) platform with a front-mounted electric motor together with a battery of sufficient capacity to provide a range well over the claimed 186 miles of today’s e-Golf. To keep the price down, it will likely be offered exclusively in front-wheel drive guise, with a series of connectivity options set to be offered as optional equipment. Together with the primary Volkswagen version, the new zero-emission crossover five-door has been conceived to sire similar models from Audi, Seat and Skoda. Production will take place at Volkswagen’s Emden manufacturing plant in Germany, a site which currently produces the Passat and Arteon, with capacity set to top 300,000 units a year. Insiders at Volkswagen’s Wolfsburg headquarters suggest plans are to switch production of the next-generation Passat and Arteon to Skoda’s Kvasiny plant run in the Czech Republic, which currently produces the Superb, or possibly even a brand-new greenfield site in Bulgaria. The decision to use the Emden plant for the production of the junior ID models means Volkswagen will have installed capacity for well over 1 million electric vehicles by 2022, with its existing Zwickau and Hannover commercial vehicle plants in Germany, as well as joint venture factories operated with SAIC (Shanghai Automotive Industry Corporation) in Shanghai and FAW (First Automobile
Origin: Volkswagen’s sub-£18,000 small EV due in 2023
How Volkswagen’s electric record-breaker conquered the Nurburgring
After setting a new outright record on the 12.42-mile Pikes Peak hillclimb last year, the electric Volkswagen ID R already sat atop one very big mountain. Which left the question: what next? For VW, the answer was simple: showcase the electric car’s potential on the proving ground of choice for all car firms, the 12.90-mile snaking ribbon of bumpy, undulating Tarmac that is the Nürburgring Nordschleife. Officially, the goal was to break the 6min 45.90sec electric car lap record. In truth, that was never really in doubt. This was about pushing that electric record as far as it would go. The previous mark was set by the Nio EP9 which, while producing 1341bhp from four electric motors, was still a production-based car that could be made road legal. The ID R is a pure-bred competition car, developed by one of the world’s largest manufacturers. On its first run – a practice lap – it smashed the Nio’s record. By 20 seconds. With a ‘mere’ 671bhp from two electric motors, one on each axle providing four-wheel drive, the ID R isn’t the most powerful EV developed – but VW’s philosophy isn’t on outright power, rather ensuring it has full power throughout a run. Fortuitously, at 12.42 and 12.90 miles respectively, Pikes Peak and the Nürburgring are a similar length, so VW retained the same lithium ion battery design, featuring eight 56-cell modules, split into two blocks (VW remains coy on the energy capacity of the batteries). But length is the only thing the two courses have in common, and the ID R was extensively reworked for the Nürburgring. The mammoth Pikes Peak-spec rear wing was switched for a smaller one, featuring a Drag Reduction System that, with a new floor and front spoiler, cuts drag by up to 20%. Minimising drag is vital on such a circuit, particularly on the 1.3-mile Döttinger Höhe straight which, inconveniently for an electric car, comes near the end of the lap. With fewer slow corners offering fewer chances to regain energy under braking, the energy management system was reworked. There were also new Bridgestone tyres and lightweight carbonfibre brake discs. One thing VW didn’t change was the driver: Romain Dumas. Chosen for Pikes Peak as a former winner of the famous hillclimb, Dumas is also a multiple Nürburgring 24 Hours victor. That said, until Monday 3 June, he’d never been round the track at anything close to the speeds he managed in the ID R. “Compared to a GT car, the cornering speeds and g-forces are far higher,” he says. “The limiting factor becomes your body and your mind.” On Pikes Peak, Dumas had a single timed run. But given a full day at the Nordschleife, he made five runs using two ID R chassis (a primary car and a second used for evaluation and test runs). His first lap was 6min 25sec, but he wasn’t entirely happy with the set-up of the car. With settings tweaked, Dumas duly clocked a 6min 12sec lap despite running low on power as he crossed the line. “I was honing the driving style, particularly in the fast bits,” said Dumas after that run. “At Flugplatz, I was lifting a bit: I arrived at 255km/h (158mph) and lifted to 250. On the first run I was at 245, so I gained 5km/h – but now I need to not lift, and find 5km/h more.” After lunch, VW settled on two more runs: another test lap, before one final push. Dumas’ ‘practice’ lap was 6min 09sec, enough to make the ID R the second-fastest car to ever lap the Nordschleife. His final effort was quicker still: 6min 05.336sec. Incredible for an electric car. Incredible for any car. “On the final lap I attacked the kerbs and took the inside line at the Karousel, which I hadn’t done before,” says Dumas. “I thought if we damaged the car’s floor a little bit, it wouldn’t matter. We were really beginning to push the limit. It was starting to get interesting.” Could the ID R have gone quicker? Undoubtedly: the team hinted its simulated fastest lap was slightly faster still, motorsport boss Sven Smeets noting the unusually hot June weather made managing the battery temperature and power tough. Still, the time was impressive enough. But we’re talking relatively marginal gains: it was never going to trouble the outright lap record, the still-hard-to-fathom 5min 19.45sec set by Timo Bernhard last year in the Porsche 919 Evo. That machine was a heavily modified Le Mans winner re-imagined without limit, featuring a hybrid powertrain pairing a 710bhp 2.0-litre V4 engine with a 433bhp electric motor. There’s no disgrace in not coming close to matching that. Instead, consider that the ID R was quicker than every other car that has ever lapped the track, going faster than the record time that stood for 35 years before Bernhard’s run – Stefan Bellof’s 6min 11.13sec effort in a Porsche 956 in 1983. Regardless of power source, that’s rarefied air, another milestone for electric car technology – and another mountain the ID R now sits atop. What’s next for ID R? Having conquered two of
Origin: How Volkswagen’s electric record-breaker conquered the Nurburgring
Volkswagen’s sub-£18,000 electric car set for Frankfurt reveal
Volkswagen is set to unveil the concept version of its entry-level electric ID ‘people’s car’ at this year’s Frankfurt motor show. The firm will use the event to showcase the production version of the ID 3, its first bespoke electric car on its new MEB architecture. But the firm will also showcase a new ID concept there. Volkswagen confirmed the nomenclature for its ID range at the pre-booking launch of the ID 3, which sales boss Jurgen Stackmann noting that calling the first Golf-sized model the 3 allowed for the range to be expanded with both smaller and larger models. Speaking about the prospect of entry-level ID models, Stackmann said: “The commitment is that we start in the compact class, and the cars coming next are compact class cars. Frankfurt will be the reveal of the ID 3, and an idea of what’s coming next – and that’s clearly compact, because that’s what Volkswagen does.” With the Golf-sized model taking the ID 3 tag, the Polo-sized entry level car will be called the ID 1, leaving room for an ID 2 compact crossover SUV. Stackmann noted that the larger ID models, based on the already seen Crozz, Buzz, Vizzion and Roomzz concepts, would be the next cars to reach production, but emphasised the firm’s commitment to making genuinely affordable electric cars. “In the long term we clearly need to scale down and be more aggressive on prices,” said Stackmann. “That will be a scale of industrialisation, and it will take some time until we bring it into classes.” Autocar first reported in February that Volkswagen bosses had confirmed that the brand would launch a mass-market, affordable electric car costing under £18,000. Said to be part of a modern-day ‘people’s car’ project, the compact crossover utility vehicle was confirmed by product strategy head Michael Jost. It will arrive by 2023, or 2024 “at the latest”. The compact five-seater will have a raised ride height and exterior dimensions similar to the existing combustion-engined T-Roc, forming part of Volkswagen’s upcoming line-up of I.D. battery-powered models that will kick off with the launch of the ID 3 hatchback in 2020. Previously, Volkswagen chairman Herbert Diess indicated the cost could be as low as €20,000, or just £17,400 in the UK. Jost also confirmed that price point, while saying “we build cool electric cars that are fun to drive, beautifully designed and fully networked”. The keen pricing for what will be the fifth I.D. model after the ID 3 and production versions of the Crozz, Buzz and Vizzion concepts is a crucial component in a broader plan at Volkswagen to create a contemporary, new electric-powered people’s car in a move aimed at mirroring the success of the original Beetle and its indirect successor – the Golf. Diess, the architect of Volkswagen’s electric car strategy, recently claimed engineers are working on a car conceived to be priced at half that of the Tesla Model 3 without naming the secret new electric-powered crossover, suggesting it would be on sale within four years. Autocar has been told the idea behind the new ID model is to create a car with classless design appeal, outstanding interior space within a compact footprint and the sort of affordability to allow it to appeal to a wide number of car buyers in all of Volkswagen’s existing markets. As with Volkswagen’s other ID models, it is based around the company’s new MEB (Modularen Electrik Baukasten – modular electric architecture) platform with a front-mounted electric motor together with a battery of sufficient capacity to provide a range well over the claimed 186 miles of today’s e-Golf. To keep the price down, it will likely be offered exclusively in front-wheel drive guise, with a series of connectivity options set to be offered as optional equipment. Together with the primary Volkswagen version, the new zero-emission crossover five-door has been conceived to sire similar models from Audi, Seat and Skoda. Production will take place at Volkswagen’s Emden manufacturing plant in Germany, a site which currently produces the Passat and Arteon, with capacity set to top 300,000 units a year. Insiders at Volkswagen’s Wolfsburg headquarters suggest plans are to switch production of the next-generation Passat and Arteon to Skoda’s Kvasiny plant run in the Czech Republic, which currently produces the Superb, or possibly even a brand-new greenfield site in Bulgaria. The decision to use the Emden plant for the production of the junior ID models means Volkswagen will have installed capacity for well over 1 million electric vehicles by 2022, with its existing Zwickau and Hannover commercial vehicle plants in Germany, as well as joint venture factories operated with SAIC (Shanghai Automotive Industry Corporation) in Shanghai and FAW (First Automobile Works) in Foshan, China accounting for the production of China-only models. At this stage, there is no indication whether the new entry-level ID model will be produced in other factories, though
Origin: Volkswagen’s sub-£18,000 electric car set for Frankfurt reveal
Meeting Jost Capito, the man behind Volkswagen’s R division
While some senior car company executives spend their entire career with one manufacturer, the ones who bounce around the industry tend to end up with the more interesting tales. None has packed more into their professional life than Jost Capito, today head of Volkswagen’s R GmbH performance division but with a CV that seems to be pretty much all highlights. Now a youthful 60, the German says he hopes to end his career at Volkswagen but admits that his non-linear life has been fun. The biggest adventures came early on. As a teenager Capito had been a successful endurance bike racer and – as a young graduate engineer at BMW – he and his father entered the Paris-Dakar rally in a Unimog, winning the truck class in 1985. “I learned a huge amount about teamwork,” he says, “but I had taken my whole year’s vacation. I came back and was completely destroyed, with no holiday for the rest of the year.” He had joined BMW from university driven by his passion to work at M division under legendary engine designer Paul Rosche. His first project was the four-cylinder engine for the E30 M3 – Capito did the intake and exhaust manifolds. He started to climb the corporate ladder but was wary of specialising too soon – Rosche’s nickname in German translates as ‘Camshaft Paul’ – so in 1989 he took up an offer to move to Porsche’s race department. Capito was responsible for the one-make cars and soon found buyers lobbying for road-going versions. “There was so much demand that we pushed the board until they gave us approval,” he remembers. “It was the 964 RS, the first road car from the Race division. I promised to sell 1400 cars and we ended up making 5000.” Next came a lateral move to Sauber, specifically Sauber Petronas Engineering, which was charged with moving Proton beyond its early technical alliance with Mitsubishi. Capito led development of an all-new 2.0-litre engine, and although this didn’t make production his skills at project management were noticed and he was made COO of the Sauber F1 team in 1998. He was the man who signed up a young Finn called Kimi Räikkönen. But then Ford came knocking with an offer Capito couldn’t refuse. “Martin Leach approached me, they wanted to get ST and RS launched properly, to bring them back,” he recalls. The problem was that the first Focus RS had already been mostly developed by the time Capito joined in 2001, and it was both over-budget and behind schedule. Sales weren’t good enough to warrant the cost of developing a version of the Mk2, so Capito found a way of short cutting Ford’s cautious decision making. “We did the five-cylinder Focus ST and it was successful,” he says. “But I knew if I said I wanted to do an RS it would be no. So I said I wanted to do an ST Plus, to build on what was already successful. Then when the car was developed we said ‘ST Plus isn’t much of a name – we should call it the RS!’” His role expanded to become global. The Ford F150 Raptor and Mustang Shelby GT500 were developed on his watch and he became increasingly involved with motorsport, especially the WRC. “In 2006 and 2007 we won the manufacturers’ championship, but that was with an external team,” he says, recalling M-Sport’s success. “The next step was obviously to do it with a works team, and that’s when Volkswagen approached me.” Capito led the WRC team throughout a period of dominance, taking four drivers’ and constructors’ championships in a row. “It was like a dream,” he admits. “I think the most rewarding time of my career, of all of it.” It also led onto another radical change in direction, with Capito recruited by McLaren to head the Formula 1 team in 2016. It should have been the pinnacle of his career, but he ended up leaving just three months later. “I had agreed what I was going to do with Ron (Dennis),” Capito says. “But then he was gone and it didn’t make any sense. People thought I was really close to Ron. I wasn’t, I just liked working with him and we had a good plan to get the team back to success. The other guys had a completely different opinion, and I said ‘I can only take responsibility if I can be in charge’.” Capito insists he has no hard feelings, not least as his departure brought him straight back to Volkswagen. “(CEO Herbert) Diess had said I could always come back – as soon as he heard I was leaving he asked if I wanted to help set R up.” Capito is planning a significant increase in R-branded vehicles, confirming that we can expect many of VW’s bigger models to spawn performance derivatives. He’s also happy to be involved in the push to electrification. “To be part of that transformation and see how it works from the performance side is really exciting,” he says. Capito’s enthusiasm is unforced and – from conversations with underlings and colleagues – he seems to be almost universally well regarded. He admits he regards himself as being lucky in terms of his career. “I had really great bosses, pretty much all of them. I
Origin: Meeting Jost Capito, the man behind Volkswagen’s R division
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