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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'.
Auto Express
a day ago
- Automotive
- Auto Express
Is this famous British sports car brand making two comebacks?
TVR has been promising it will make a comeback for several years now, but while British sports car fans continue to hold their breath for that, another forgotten name from the history books has been resurrected. Marcos has returned and it's got big things already in the works. In case you're not familiar with Marcos, the company was founded in 1959 – a couple of years after Lotus was born. The founders were Jem Marsh and Frank Costin, who combined their surnames to form the brand's name. Its first creation was the Marcos Xylon: a very unconventional-looking two-seat sports car that earned the nickname 'Ugly Duckling'. It was designed to go racing, rather than win beauty pageants, with Formula One champion Jackie Stewart and five-time Le Mans winner Derek Bell at the wheel. The car's name means 'wood' in Greek, because the chassis was actually made from timber, Marcos going further down the arboreal route than Morgan, which only uses wood for the body frame of its cars. Advertisement - Article continues below After that in 1963, the Marcos GT arrived with an elegant design reminiscent of the Jaguar E-Type and other now-iconic sports cars. While it initially got a Volvo four-cylinder engine, a 3.0-litre Ford V6 would eventually be fitted under the extremely long bonnet. Skip advert Advertisement - Article continues below Then in 1966 Marcos went after a wider audience by launching the Mini Macros. As the name suggests, this was meant to be a rival to the original Mini, but it wasn't nearly as cute – or a very pleasant sight at all, really. Baffingly though, the two-metre-long city car was entered in the 24 Hours of Le Mans that year and was the only British car to cross the finish line. Marcos launched several other models after this, mostly sticking to the classic British sports car formula. The company was forced into liquidation and closed its doors in 1972 but was revived about a decade later. It then went bankrupt in 2000. The brand name would be revived by a new company in 2002, which managed to launch two models before also ceasing production in 2007. All of which brings us to the Marcos of today. Marcos and all the original assets of the brand were purchased in 2022 by businessman Howard Nash, and now the Marcus Motor Company has outlined three big projects. It's not hanging about either, as physical prototypes for the all-new cars are already in development. Advertisement - Article continues below '[Marcos] has a wonderful history but also an ethos of simplicity for raw, driver-focused handling,' said Nash, 'It's an analogue experience you can't get from large car manufacturers and supercar brands, and one which I think enthusiasts hanker after today. We want to honour that original ethos while being forward-looking too, giving Marcos a new, younger audience, as well as bringing the brand back for those who grew up with it.' Skip advert Advertisement - Article continues below Project #1, as it's being referred to, is a 'faithful reimagining of a much-loved Marcos model with a recognisable silhouette but a contemporary platform and drivetrain'. That's not much to go on, but we feel it's more likely to be a brawny rear-drive sports car than a reborn Mini Macros. Project #2 is a totally-new vehicle with potential for both road and track. Marcos says this particular car 'will owe nothing to legacy Marcos models but will honour the brand ethos of light weight, simplicity and seat-of-the-pants handling'. It sounds like fun, plus a rolling chassis has now been engineered, built and crash tested. Finally, Project #3 is for continuation cars. Because the Marcos Motor Company owns the original body moulds and tooling for almost every model in the Marcos back catalogue, it can deliver 'faithful contemporary versions.' The company will continue providing parts and maintenance to existing owners as well through its Heritage Spares arm. This is actually the second time we've heard about the resurrection of Marcos recently, because it was announced that the name would be returning about a month previously. That news, however, came from an entirely different company, owned by completely different people. Confused? So are we. Advertisement - Article continues below Skip advert Advertisement - Article continues below William Storey, CEO of 'Marcos Cars Limited', shared in May that his brand would be launching a 'new F1 inspired supercar' this November. Supposedly, the car will be designed and built in Britain, with him also boasting that 'Ferrari and Lamborghini are in our sights'. The name William Storey will be familiar to fans of Formula One because he's also the CEO and founder of energy drink company Rich Energy: the scandal-hit title sponsor of the Haas Formula One team for some of the 2019 campaign. In case you haven't heard this story before, after being disappointed by Haas's performance, Rich Energy abruptly ended the partnership less than half way through the 2019 season, announcing the news on its twitter page. Storey then compared the team's race car to a 'milk float' in an interview, however, as we understand it, he was removed as CEO of Rich Energy shortly after the debarcel. Haas also reportedly sought £35million in damages from the company. Back to the present, Storey has called the announcements made by the Marcus Motor Company and its owner Howard Nash 'misleading', posting on Linkedin that 'to be absolutely clear: Marcos Cars Limited is the legal owner of the Marcos brand. Advertisement - Article continues below Skip advert Advertisement - Article continues below 'Our new supercar is the only genuine new Marcos vehicle. We are focused on the future of British performance engineering not on rehashing the past.' Mark Carbery, board advisor to Marcus Motor Company, responded to Storey's allegations, saying: 'Marcos Motor Company Ltd owns the original assets of the Marcos brand, dating back to 1959. Body moulds, toolings, jigs, drawings and CAD, production rights, brand rights, trademarks, records of almost every vehicle ever made, the still-trading Marcos Heritage Spares operation, and legacy entities including Marcos Engineering and Marcos Sales. You name it. 'Just a point to clarify. Someone out there is making claims to the brand and its heritage, and of being CEO of an official Marcos enterprise. He's posted to that effect on LinkedIn and on the socials. His enterprise does not have the assets or the rights.' He continued, 'Unfortunately, however, the claims led some people to mistakenly associate him with Marcos Motor Company and our assets. He's not associated with us in any way.' With no less than two possible comebacks apparently on the cards, the Marcos saga will no doubt continue. Stay tuned to see how it develops. Want the latest car news in your inbox? Sign up to the free Auto Express email newsletter... 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Auto Blog
3 days ago
- Automotive
- Auto Blog
Mazda RX-7 Successor And Next Miata Spell Trouble For Toyota's GR Division
Mazda's two new sports cars will compete in different segments Mazda has a rich history of producing compact, fun-to-drive sports cars. Rarely have they been overpowered; instead, the Japanese marque has a knack for crafting sporty cars that emphasize balance and feel. At the moment, the only modern sports car upholding this legacy is the MX-5 Miata ND, but not for much longer. The latest reports suggest that an RX-7 successor and an all-new Miata will add new, exciting chapters to Mazda's sports car legacy, but one is set to arrive some time before the other. Mazda RX-7 Successor In Spirit, If Not In Name Source: Mazda The beautiful Iconic SP concept shown by Mazda in 2023 will be the basis for what has been dubbed an RX-7 successor, and according to Motor Trend, this rotary-engine sports car is nearly complete. This confirms an earlier report from April that Mazda has made tremendous progress in making the rotary powertrain suitable for production in an era where emissions regulations are much stricter. 'You can expect Iconic SP will be a good successor for RX-7,' said Ryuichi Umeshita, Mazda's Chief Technical Officer. The production sports car is expected to feature an electric motor supported by a dual-rotor rotary engine; the latter will act as a generator, so the sports car won't have issues with range. It should produce around 365 horsepower, but more importantly, Mazda has ensured it can meet emissions regulations. With that sort of power, we can expect a fiery battle with the next Toyota GR Supra. Mazda Iconic SP — Source: Mazda A potential second powertrain option will be of even greater interest to enthusiasts. This one will use the rotary engine as the primary power source, where it will actually power the wheels, not merely act as a generator. Umeshita would not confirm the name of the new sports car, but didn't deny the RX-7 or RX-9 names could be used. When speaking about other sports car names from Mazda's past, he said: 'There is very little possibility that we will name it Cosmo.' The sporty Cosmo was primarily sold in other markets between 1967 and 1996, with the most recent one being the flagship Mazda in Japan. It's likely the brand wants to reserve the Cosmo's legacy and not simply slap the name onto something much newer and sportier. All-New MX-5 Still A Few Years Away 2016 Mazda MX-5 Miata – ND — Source: Mazda Whereas the production version of the Iconic SP could arrive around 2027, the next MX-5 is further away. It will still be a small, nimble roadster with a manual gearbox and a gas engine, likely based on the new Skyactiv-Z engine Mazda is working on, said to be ready in 2027. Importantly, the Iconic SP and Miata will be separate cars, with Umeshita clarifying that the former won't cannibalize MX-5 sales. The production Iconic SP will be a larger, more expensive model than the Miata, especially because of its electrified powertrain and use of the more complex rotary engine. Now all we need is for the MazdaSpeed 3 to make a comeback, too, which would mean the brand would have a full lineup of performance cars to take on Toyota's GR division. About the Author Karl Furlong View Profile
CBC
16-06-2025
- Automotive
- CBC
A car was dropped from a plane for an ad—but the parachute failed
By the early '70s, foreign sports cars were starting to break into the North American market, and the sleek little MGB was a sexy option in 1973. MGB's advertising manager, Bob Burden, wanted a "blockbuster" television commercial – as the company was facing increased competition from Japanese imports. The creative director of MGB's advertising agency was a Canadian named Mayhew, and he had a big idea. As Mayhew described it, three competitor cars – a Datsun, a Fiat, and a Porsche – would be racing across the desert, leaving plumes of dust in their wake. Then an MGB would be dropped out of an airplane a mile and a half up in the sky, and fall dramatically to the earth with a parachute. A skydiver, who jumped out of the same plane, would land beside the MGB, hop in, and drive away, leaving the competitors in the dust. Burden just stared at Mayhew, blankly. "But what's the selling point?" he asked. Mayhew said, "MGB. Still one jump ahead." With that line, Burden was sold. Filming would take place over the Mojave Desert in California, not far from the Edwards Airforce Base, where Chuck Yeager had broken the sound barrier in 1947. The cost of this stunt exceeded anything previously spent on an MGB commercial by a factor of ten. Burden's nervous boss wished him luck, with an undercurrent of: "Don't come back if it doesn't work." On the morning of the shoot, two brand-new, red MGBs were polished and ready. There were dozens of details to contend with. Wind was the biggest factor. But luckily, it was a spectacularly still morning. The FTC insisted the commercial had to be authentic. It had to be a real car that landed and drove away – no tricks – or the commercial could not be aired. So every single detail of the drop and landing had to be calculated to the last millimetre. A small armada of aircraft got ready. Two small Cesnas and a helicopter to do the filming, and a Caribou mother ship to drop the MGB. With the early morning light just right, it was go-time. The planes climbed into the sky and at 8,000 feet, the Caribou opened its huge rear doors and the red MGB slid out. The skydiver jumped. It was a beautiful sight. Both seemed to falling in slow motion. The skydiver's chute opened. Then everyone went silent. The car's chute wasn't opening. The car started falling a lot faster than the skydiver. Everyone just stared as the MGB smashed to the ground. The skydiver landed beside the brand-new MGB, which was now a completely flattened pancake. Bob Burden went pale. As it turned out, the parachute lines had snagged and torn on bolts inside the Caribou, rendering the parachute inoperable. Mayhew, the creative director, just shrugged his shoulders, turned to Burden and said, "Let's try it again with the backup MGB." Burden responded saying, "But I don't have a backup job." Mayhew put his arm around him and said, "You can only be fired once, whether you destroy one car or two." With that inescapable logic, take two was called. The planes lifted to the sky. The Caribou's hatch opened. Gleaming MGB #2 slipped out. The skydiver jumped. And everyone held their breath. Suddenly, the car's chute opened. Then the skydiver's chute unfolded. Both drifted perfectly to the desert floor as the three competitor cars raced toward them. The skydiver landed, hopped into the MGB, and sped away, to the wild applause of one Bob Burden. At the national MGB dealer's meeting later that month, the parachute ad received a standing ovation. The commercial generated press from outlets across the country. It won a top advertising award – and when Bob Burden was asked how they had pulled it off, he replied, in the most understated way, "It took a couple of goes, but it worked fine." Little did everyone know that a "couple of goes" meant a "couple of cars."
Edmunds
15-06-2025
- Automotive
- Edmunds
Tested: 2025 BMW M4 Is Pure and Nearly Perfect (and Pink!)
No tricks, just grip When it comes to braking and handling, the M4 definitely makes the most of its tires. Even though they are a fairly meaty 275/35ZR19 up front and 285/30ZR20 out back, the M4 uses the excellent but still weather-friendly Michelin Pilot Sport 4S tire. These aren't as sticky as the Michelin Pilot Sport Cup 2, which is currently the darling of enthusiasts, but no one seems to have told this M4. During our panic braking test from 60 mph, we recorded a stop in just 107 feet. More focused sports cars can usually stop in 100 feet, but the M4 is no slouch. As you'd expect from a sporty BMW, every stop was straight, stable and full of confidence. Tire noise and ABS vibrations were minimal and the braking system feels well-tuned to the Pilot Sport 4S tires. Distances over five panic stops varied a bit more than we'd like (about 4 feet) but driving around our handling loop, the brakes tolerated multiple fast laps without a hint of fade. That last bit about the fade is important because this M4 was not equipped with the costly carbon-ceramic brakes we usually see on BMW M3/M4s. Proof, again, that the standard BMW M hardware is pretty robust. Around our skidpad, it was more of the same. This rear-wheel-drive M4 showed impeccable manners and felt quite happy to take you right up to its considerable limits without much effort. The end result of our skidpad work was an impressive 1.07 g — anything near 1.1 is serious business. That matched, down to the hundredths of a g, the grip generated by an M3 Competition xDrive we tested just weeks earlier. Even with all its systems turned on, the M4's trajectory can be adjusted with minor steering and throttle inputs. Steering effort is light, as it is feedback, but the latter comes alive once you get very close to the limit of the tires. The front end loses grip in a predictable fashion, and unless you give the M4 a boot full of throttle, the rear end will stay in line. But around our handling loop, the M4 was happy to slide around while remaining easy to drive. Its multi-stage traction control proves useful to drivers who like to work up to the car's limits, but even with fully disabled, you can drive the M4 cleanly without drama. It's a great overall package. Photos by Keith Buglewicz
