Latest news with #Vauxhall
Auto Car
4 hours ago
- Automotive
- Auto Car
How Ellesmere Port was saved: inside the old Astra factory's revival
Close Diane Miller, Stellantis's top UK car manufacturing executive and winner of Autocar's 2025 Editors' Award, has loved cars all her adult life – preferably in very large numbers – and can vividly remember the day the obsession began. From a post-graduate job at Ford's then mighty Ford Fiesta plant in Dagenham, Essex, Miller has spent the past 30-odd years mastering ever more responsible automotive jobs around the world – for Ford, Aston Martin, GM and most recently Stellantis, in the UK, Europe and the US. Miller is decisive but modest and as a result reluctant to identify any particular secret of success. But if you converse with her long enough, she will eventually admit to one asset: 'Finding a way to get on with people.' It is for this that she is known and loved by the people who have worked for her. Having discovered its effectiveness early on, she has deployed her liking for people in every car job she has had, and she has become famous for it. Miller's most spectacular achievement to date has been the 18-month conversion of the former Vauxhall Astra plant at Ellesmere Port, near Liverpool, to the manufacture of battery-powered delivery vans for five Stellantis marques: Vauxhall, Opel, Citroën, Peugeot and Fiat. It has been a vital move in rescuing volume vehicle manufacturing in this country. Now that this EV factory conversion has been achieved, Miller is turning her hand to running Stellantis's massive new national parts distribution centre, located just down the road from the van plant at Ellesmere, where the company is spending £500 million to expand and improve the way it delivers components to its customers in the UK and Ireland. The parts centre project has required another wholesale reorganisation, entailing both the redeployment of car-making people and the importation of new workers into a business that, despite its size and scale, has to be very labour-intensive. It is a perfect place for a unique character like Miller, a highly experienced engineer who discovered early how to get on with people. 'I went to an all-girls convent grammar school in Northern Ireland,' she explains, 'and three of us opted for A-level physics. Our teacher loved engineering, and the upshot was all three of us chose engineering at university: mechanical and production engineering for me; civil and aeronautical for the others. 'My degree was from Liverpool John Moores University, and as part of a 'jobs milk-round' for graduates I was invited to Ford's Dagenham plant to see how it was run. I was instantly amazed and intrigued that they could build 60 cars an hour, and the experience had a lasting effect on me. Even after more than 30 years in the business, I still find it amazing.' Miller joined Ford, moved to Dagenham and stayed five years. She achieved rapid promotions, first to senior process engineer and then to a manager's job in the paint engineering area, launching new technology in Ford plants across Europe. Paint doesn't suit everyone, but Miller earned an early reputation for being willing to try anything and work anywhere. 'Crossing the Irish Sea to go to university was the big move,' she says. 'After that, anything was okay.' Pretty soon Miller was heading to Chicago on a two-year paint unit training scheme that extended to four. 'It was a situation that occurs in many companies,' she says. 'You go on a training scheme and the money runs out, so they get you to do the job anyway. It was great training because no one else knew about paint, so I had to make the decisions. It worked out okay.' Miller's career progressed more rapidly than most young engineers her age, but she's careful not to give herself much credit. 'I had very good mentors,' she says. 'And there were so few women in the industry in those days that people probably noticed you more. Mind you, even today I'm very sad that there aren't more women in these engineering jobs. There are great careers here for those who want to try it.' Women can succeed in a male-dominated arena like car-making just by being who they are, says Miller. They tend to humanise the place, she says: 'Right from the start, I'd go to a factory, talk to the operators and ask how their job should be done. It was a bit different from some managers who arrive and think, well, 'I've got the degree, so I know how things should be run'. But people on the floor can work smart better than anyone, and if they trust you, they'll tell you how.' When the Chicago gig ended, Ford wanted Miller to go back into central engineering at Dagenham, but she wanted to stay in a plant and felt that would have been a waste of her paint know-how. So she worked happily for several years at the Ford Transit plant in Southampton, leaving before it closed in 2013 because its manager was heading for Aston Martin (then a Ford company) and asked her to join him, bringing her paint expertise. It made sense, because her husband, an American, was already a paint supplier there. Aston Martin paint is quite different from Ford Transit paint, she found: 'I started off thinking five jobs an hour would be easier than 60 jobs an hour, but that was completely wrong. True, Aston paint was very different – many more coats and lots of polishing – but the big difference was the fact that the operators had so much to remember. The Transit takt (process) time was around five minutes, explains Miller, whereas at Aston it was more like 25 minutes. People had to remember 25 minutes' work rather thanfive, which is clearly much more difficult. Still, Miller thrived there for six years – until Ford sold Aston Martin and suggested, once again, that she return to central engineering. Just in time a GM headhunter arrived with an offer to move to Ellesmere Port where Vauxhall was about to launch the Astra D2, but there were big problems with the paint shop. Miller, uniquely qualified to take hold of the process and fix it, was perfect for the job. Aston was small by comparison, and Miller liked the Liverpool area where she had been at university. 'We decided to make the move, and I joined the company at a high enough level to make the changes needed,' she says. 'Our Astra launch was the best in the company's history, and I thoroughly enjoyed it. From that I was asked to take over general assembly, another progression. I had enjoyed paint, but there are many more people in general assembly, and I guess that's where my skills are. We made some good progress; people felt able to tell me about their difficulties. ' They knew if there was a problem and I could fix it, I'd do it right away.' Astra production ended in April 2022 – with quality levels higher than they had ever been. Then came the bombshell decision to start making Stellantis electric vans. 'It was a funny time,' says Miller. 'The whole of Europe thought this plant would never reopen, but we already knew [then Stellantis boss] Mr Tavares had decided to keep it going because he'd discovered – from the first time he visited us – that there was an ethos among Ellesmere people that we'd find a way to do whatever was needed to keep the place open. ' In order to make the changes, the factory was shut for 18 months. Staff who couldn't make cars helped move robots and build new rest areas. Managers went to Madrid, where changes planned for Ellesmere had already been made, to see exactly what was needed. Everyone adapted, in no small part because Miller's can-do culture had spread throughout the place. By September 2023 electric vans were flowing down the lines. The success isn't complete. For Miller and Stellantis, the current 20,000-unit annual output isn't nearly enough, mostly because they believe the government's re-adoption of 2035 as an ICE cut-off date has hurt demand for Ellesmere's all-EV output. As a stopgap, they have begun building bodies for an ICE van plant in Algeria (boosting output to 50,000 units), and production will soon be further augmented by the arrival of a range of larger, Vivaro-sized electric vans for the five Stellantis marques. Ultimately, demand will be much higher – perhaps as high as the plant's 100,000-a-year, seven-day, three-shift capacity. Ellesmere Port is ready. Miller, meanwhile, is several months into her demanding new project – and she will be happy with more after that. She has spent most of her three-plus decades in automotive providing a great role model for other people, not just women, but she says the lessons she has learned have been important in her own personal development, too. 'I'll never forget how those early days at Dagenham flipped my mind,' she says. 'They taught me that if you think clearly, you can do anything. I started applying those principles to my own life and found that there's nearly always a way you can make things happen. This industry has been a great teacher.' Join our WhatsApp community and be the first to read about the latest news and reviews wowing the car world. Our community is the best, easiest and most direct place to tap into the minds of Autocar, and if you join you'll also be treated to unique WhatsApp content. You can leave at any time after joining - check our full privacy policy here. Next Prev In partnership with
Daily Mail
15 hours ago
- Automotive
- Daily Mail
Job fears as Lotus plots UK closure of sports car plant
Lotus is reportedly planning to end production of its sports cars in the UK, putting 1,300 jobs at its Norfolk plant at risk. In another bruising setback for Britain's auto industry, the group is considering moving the manufacturing of its Emira model from its factory in Hethel to the US. The company, which is owned by Chinese car-maker Geely, could permanently stop production at the site as soon as next year, according to the Financial Times. Meanwhile, figures published yesterday showed UK car production last month slumped to its lowest level since 1949. Britain's high-end car-makers have been battered by Donald Trump's 25 per cent tariffs on the industry – though a trade deal reducing this to 10 per cent is expected to come into force on Monday. No final decision has been made over the future of the Hethel plant, which was opened in 1966 and received a £100m upgrade in 2022. Workers at the site have not been told anything about a potential closure. A Lotus spokesman said: 'This is a rumour. We don't comment on speculation.' The car-maker paused its production in mid-May in order to manage its stock levels due to Trump's tariffs. But it is expected to begin making cars again in Norfolk within four weeks. British car engineer Colin Chapman founded Lotus in 1948, and it was ultimately taken over in 2017 by Geely – owned by the billionaire Li Shufu. The closure will be another industry setback after Vauxhall owner Stellantis closed its Luton van factory, employing 1,100 workers, earlier this year. Major car-makers such as Honda – which shut its plant in Swindon in 2021 after 36 years of production – have exited the UK. Ford also closed its Bridgend engine plant in September 2020, and a Southampton van plant earlier in July 2013. Car production declined by 31.5 per cent last month, according to the Society of Motor Manufacturers and Traders (SMMT). The likes of Aston Martin and Jaguar Land Rover have had to halt shipments to the US following Trump's tariffs. SMMT chief executive Mike Hawes said 2025 had 'proved to be an incredibly challenging year for UK automotive production'.
Yahoo
16 hours ago
- Automotive
- Yahoo
Lotus's UK factory threatened with closure by Chinese owner
The Chinese owner of Lotus is threatening to close the sports car maker's historic British factory after nearly 60 years of production. Geely, which has owned a controlling stake in the marque since 2017, is understood to be considering shutting the plant in Hethel, Norfolk, as it simultaneously eyes a new site in the US. It would mean the loss of 1,300 local jobs and deal a fresh blow to British carmaking following similar closures by Vauxhall owner Stellantis, Ford and Honda in recent years. The threat has echoes of the attempt by China-based Jingye Group to close the blast furnaces at British Steel's plant in Scunthorpe earlier this year, a move that prompted the Government to swoop in and take control of the business. On Friday evening, a spokesman for Lotus declined to comment on 'rumours and speculation'. The company is understood not to have made a final decision. However, the closure plans are under active discussion and production could end permanently as soon as next year, according to the Financial Times, which first reported the story. Production at Hethel has already been on hold since mid-May following Donald Trump's decision to impose tariffs on foreign cars shipped to the US. Lotus said the decision had been taken to manage inventory and supply chain issues caused by the 27.5pc tariffs on British vehicles. A spokesman insisted this was temporary, adding: 'Production will restart in the next four weeks.' However, it is understood that the longer-term future of the plant remains uncertain. That is despite Geely having previously pumped £500m into a modern revamp of Hethel's production lines, aimed at boosting their capacity from 1,500 cars a year to more than 5,000. Other carmakers including Jaguar Land Rover and Aston Martin also paused shipments to the US temporarily amid fears that buyers, particularly those interested in luxury vehicles, would hold off from making purchases until the trade dispute was resolved. Most will have resumed from next week when a new UK-US trade deal comes into force, reducing tariffs on British cars to 10pc. Since its takeover by Geely, Lotus has pivoted towards making luxury 'lifestyle' cars including its Eletre electric SUV and the Emeya, an electric grand tourer. Both of these cars are made by Geely in Wuhan, China. At Hethel, the company makes the Emira sports car – the last traditional petrol vehicle the company will ever make – and small numbers of the Evija electric hypercar. More recently bosses have talked about launching a new plug-in hybrid model towards the end of this year after sales of its EVs did not 'tally with expectation'. The company has been based at Hethel for 59 years, in converted hangars that previously housed US air force bomber squadrons during the Second World War. Mike Johnstone, the former chief commercial officer who left in April last year after 18 months in the job, previously told The Telegraph that the company's 'heart and soul is in the UK'. However, Lotus listed on the New York stock market last year and Feng Qingfeng, the current chief executive, this week raised the prospect of opening up a factory in America to avoid Trump's tariffs. Speaking to analysts and investors on a call, Mr Qingfeng said: 'In the future, we are trying to leverage our US strategy to catch up the losses due to the tariff hike. 'At this moment, we are discussing with our strategic partners in the US on localisation plans in order to avoid the influence of the US tariff. 'We believe that localisation is a feasible plan. We will continue to explore the US market with our [plug-in] and also [electric] products.' Revelations about the Hethel factory's potential closure emerged on Friday as figures separately showed that British car manufacturing had fallen to its lowest level since 1949. New car and van production dropped by 33pc in May to 49,810 vehicles, the Society of Motor Manufacturers and Traders said, as Trump's tariffs blitz prompted brands to freeze their lines and pause shipments. Excluding the coronavirus pandemic in 2020, when factories were forced to close entirely, this was the lowest level of output in 76 years. Broaden your horizons with award-winning British journalism. Try The Telegraph free for 1 month with unlimited access to our award-winning website, exclusive app, money-saving offers and more. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Top Gear
a day ago
- Automotive
- Top Gear
Searching for a sub-£3k classic car? Here are 10 used options
Advertisement Quite simply, an Alfa Romeo Spider in a flaky shade of 'Zoe Yellow' over black for under two grand. It's fitted with the smaller 16-valve four-pot, producing 155bhp/138lb ft, and mated to a five-speed manual transmission. It's not fast, but neither is the Mona Lisa. Advertisement - Page continues below Or, if you want your Italian postcard with a punchy turbocharged inline-five, we present you this Fiat Coupe. The design was penned by a team-up between Chris Bangle (exterior) and Pininfarina (interior), and this example gets an uprated catback exhaust and… working air-con. Score! You might like Here's a Vauxhall Calibra with under 98,000 miles on the clock. It's priced lower than it should be because of a fuel pipe leak and a blown exhaust. But these aren't complicated fixes, and the potential return for your time and investment could be huge. If you'd rather a fully working example, though, this one will do the trick. Advertisement - Page continues below Jaguar XJ (second generation) Anyone for a completely relaxed XJ40 'Sovereign' from the Jurassic Period? We jest, it looks good, with particular thanks to the navy paint, massive centre disc alloys and lots of chrome trim. Plus, there's a sea of tan leather and wood inside, so it'll be as comfortable as an ottoman built for royalty. Still one of the coolest car names ever, and the metal it's christening isn't bad either. This one has wire-spoke wheels with a black and white colour combination, and it's been with the same owner for the last 18 years. They've carried out plenty of work to keep it fresh, including a new exhaust and brake servo. Lovely little thing. A throwback Saab 900 with a roof rack, aftermarket spot lamps and velvet upholstery. Like the previous entry, this car's owner has done a fair bit of restorative work, such as bumper refurbs and freshly welded suspension points. There's a new audio system and speakers in there too, so the sounds should be most excellent. Volkswagen Golf GTI (Mk1) We've even managed to sneak a special edition in this week: a Mk1 Golf GTI 'Citi', which was built for the South African market from 1984 to as recently as 2009 (!). It's an early Phase 1 producing 80bhp/90lb ft from its 1.6-litre petrol unit, but the odometer still reads just 74,000 miles. Barely run in. Advertisement - Page continues below This 728i might be the bargain of the bunch; a stone-cold classic from Bimmer available for £1,995. Despite being almost three decades old, the green paintwork, twin-spoke alloys and those kidney grilles are in good nick. And beneath the stretched bonnet sits a 2.8-litre 'M52' straight-six that'll grunt see you - where applicable - to 141mph. Solid. Mazda MX-5 (first generation) No introduction needed. Here's a high-miler in black with a tan roof and cabin. Proper Gran Turismo 1 spec. Advertisement - Page continues below Wildcard: Ford Escort (sixth generation) The sixth-gen Escort didn't quite have the motorsport pedigree of its forebears, but that just means you can get something like this tricked-out, hunkered-down 'RS 2000' for peanuts. See more on Used cars
Auto Car
2 days ago
- Automotive
- Auto Car
Peugeot E-Traveller review
The old Peugeot E-Traveller was a credible electric MPV that showed real signs of promise when it launched five years ago. At a time when you couldn't buy an electric seven-seater, it catered to what would likely have been a select group who wanted an eco-friendly people mover to carry plenty of passengers and their luggage, hassle-free. You'll probably have ridden in one from your hotel to the airport, you just didn't know it. And yet for all its space and practicality, the old E-Traveller was hamstrung by such a short range it was barely good enough for quick jaunts around town. Its 50kWh battery could only muster a range of up to 148 miles (closer to 120 miles in the real-world) hence its use case as a family hauler or airport shuttle was dented. Peugeot is hoping to address these limitations with the updated E-Traveller, which has been given a new battery, refreshed look and updated interior technology to help it keep pace with rivals like the Ford E-Tourneo Custom, and the technically related Vauxhall Vivaro Life and Citroën ë-Spacetourer. Moreover, Peugeot will also have its sights trained on electric seven-seat rivals like the Kia EV9 and Volkswagen ID Buzz, which have grown in number since the E-Traveller hit the road. So does this newfangled electric MPV have enough quality to persevere in the people-carrying segment, and or is it still tied back by its van-based origins? Verdict Good Cavernous interior is spacious and flexible Well-equipped with usable tech Undercuts many seven-seat alternatives on price Bad Real-world range is poor Struggles over potholes and imperfections; fuss and fidget at higher speeds Cheap-feeling interior means it doesn't wear its price well Pros Available in both short and long-wheelbase form Larger battery than before Cons Long-wheelbase is more than five metres long Not that different to the Vauxhall and Citroën siblings The E-Traveller has been given a light refresh over its blunt-nosed predecessor to bring it into line with the rest of the French marque's passenger car range. As such, the E-Traveller boasts plenty of Peugeot design hallmarks which have come to signify the brand, such as the new logo and LED three-claw light signature that adorns the front fascia of all current models. Of course, there's only so much fettling Peugeot can achieve with Stellantis's large passenger van, which is near-identical to those sold by Vauxhall, Citroën and Toyota. It looks better than the outgoing version, and while you'll struggle to spot many differences between it and its Stellanits counterparts, it's unassuming and simple. And while it looks identical to the Expert on which it is based, it does look a bit more swish thanks to its alloy wheels and body-coloured bumpers – very posh. Modest styling tweaks aside, Peugeot has centred on bringing changes to the mechanical underpinnings of the E-Traveller, chiefly to the battery. Out goes the dated 50kWh unit and in its place sits a larger 75kWh lithium ion battery that promises a range of up to 217 miles, an increase of almost 70 miles over the previous-generation. Two trims are available: entry-level Active gets 17in alloys, a 10in touchscreen infotainment system and dual zone climate control. Range-topping Allure trim gets diamond cut 17in alloys, Peugeot's upgraded i-connect infotainment system with sat-nav, heated seats and a 180 degree camera. You can have the E-Traveller with five or eight seats, and in Standard or Long (for long-wheelbase) form. Pros Vast amounts of room for passengers and luggage Plenty of buttons and switches for secondary controls Cons Full of cheap, hard plastics Touchscreen could be crisper There really isn't anything that can come close to a van-based MPV when it comes to space and practicality. Our Long test car (eight-seat Standard also available) felt cavernous inside: even with three rows and eight seats there's a 989-litre boot. Lower the 60:40 split-folding third row and luggage capacity grows to a whopping 2400 litres. Remove both rows of rear seats and you have more than 4500 litres of load space to play with. Head room is good throughout, but leg room is a bit limited for adults in the very back, much like the seven-seat Kia EV9. The lofty driving position means you have a good view out, and there's a decent amount of adjustability in the seat. Hard, durable plastics are abundant, but for a big load lugging MPV it can be forgiven in this regard. Still, some more tactile materials on the dashboard wouldn't go amiss and would certainly help move the cabin away from its van roots. The new 10in touch-operated infotainment screen is easy to use on the move despite some latency issues. You can hop between different functions without fuss, but it could be quicker and graphically sharper. The dashboard itself is well conceived, with proper toggles and switches for the climate controls. You get plenty of cubby holes and charging ports for your phone, too. Pros Regenerative brakes are easy to control via the paddles on the steering wheel Cons Hamstrung by 2.2-tonne kerb weight and underpowered motor Brake pedal feels mushy Powering the front wheels is a 134bhp electric motor that also makes 192lb ft of torque, and while those figures would be suitable for most vans, in the big, heavy E-Traveller it's not very effective. You need only look at its 14.3sec 0-62mph time to realise that 134bhp isn't enough to haul its 2240kg kerb weight – even in sport mode it feels sluggish and slow. Building pace on a slip road takes time but it's fine on the motorway – just be wary that the range will plummet when doing 70mph plus. Speaking of which, the quoted range of 217 miles is more like 180 in the real-world, which does limit the E-Traveller's usability for families or airport shuttle fleets. The regenerative braking system is controlled using the paddles behind the steering wheel (like many Stellantis EVs) and it works pretty well overall. The highest trailing-throttle regen setting is a bit too forceful, hence we opted for the mid-rung setting when driving around town. Don't expect much feel from the brake pedal, which is a bit too long and soft for our liking. Pros Ride is settled around town Untroubled at motorway speeds, but expect more wind roar Cons Light steering offers little by the way of feel or feedback Unsettled at higher speeds with lack of control over lumps and bumps Noticeable thunk over potholes and imperfections Still here? In that case, you'll be pleased to learn that the E-Traveller is generally well-mannered to drive. At 5.3-metres long, it does feel more intimidating to thread through town than say, a Kia EV9, but its lofty seating position does give you a good view out. The steering is light and lacking in feedback, with lots of dead weight off-centre and there's little feel to it when pootling around town at slow speeds. It rides ok in urban settings, but on rural backgrounds it feels quite bouncy and unsettled, with the odd thunk over potholes and pronounced imperfections. Unladen and with only the driver on board, it feels underdamped, with lots of jostle and jounce when travelling at a reasonable pace on an unkempt road. Body roll abounds through corners, but that is to be expected of a long-wheelbase MPV with van-based foundations. On smoother roads at around 40mph it's settled, pliant and is generally easy to do miles in. It's untroubled at motorway speeds, too, just don't be surprised by an increase in wind noise as a result of the Peugeot's large frontal area. The E-Traveller's 100kW peak DC charging is a drawback, especially if you're reliant on the public network. 45 minutes for a 10-80% charge is less than ideal, and it can't match the sub-30 minute charging time of the ID Buzz, which can accept up to 185kW. That sort of slow charging speed might not be an issue for the panel van version, which will likely do short distances during the day and get charged at a depot overnight, but it is an issue for a family hauler. Then there's the elephant in the room: the price. Entry-level Active models start from £48,925, but our long-wheelbase Allure model came in at £54,440. Equipment levels are strong and you get acres of room inside, but the drive and range is no match for its SUV rivals. It undercuts the likes of the Kia EV9 (£65,035) and the quirky Volkswagen ID Buzz (£59,135) on price, but both can travel further on a charge, are equally capacious and far less austere inside. And what of the Peugeot E-5008? Surely, for private buyers at least, it makes more sense – it only costs around £400 more than the E-Traveller, but can be had with seven-seats, and it will do over 400 miles on a charge in big battery form. Verdict Good Cavernous interior is spacious and flexible Well-equipped with usable tech Undercuts many seven-seat alternatives on price Bad Real-world range is poor Struggles over potholes and imperfections; fuss and fidget at higher speeds Cheap-feeling interior means it doesn't wear its price well There will be a select few who will look upon the E-Traveller with interest and be taken by its vast cabin, versatile load-lugging capabilities and genuine ease of use. Indeed, its breezily spacious interior is the key selling point, and it still makes sense for businesses who need to clean-up their fleets with a zero-emissions vehicle. But has Peugeot addressed the issues with the E-Traveller's range? In short, not quite. It's fine for town jaunts, but beyond urban environments it becomes much less efficient and, fully loaded with passengers and luggage, you'll get even less mileage from its battery. For private buyers, we'd be inclined to look elsewhere. If you need minivan levels of room and practicality it makes a strong case for families of five or more, but SUV rivals are far easier to recommend. The Volkswagen ID Buzz and Kia EV9 might be dearer, the Kia particularly so, but they're greater range and general car-ness makes them a better buy than the Peugeot.
