The UK new car market saw a decline of 6.0% in October, compared to last year, with only 144,288 new vehicle registrations, according to the Society of Motor Manufacturers and Traders (SMMT). This is the second market drop this year.
Fleet sales, which have held relatively steady through most of the year, also fell in October, dropping 1.7%. The low-volume business segment was hit harder, experiencing a decline of 12.8%. Private purchases, continuing a downward trend for nearly two years, decreased by 11.8%. As a result, only about 38.8% of new cars sold in the first ten months of 2024 were bought by private consumers.
The overall market decline was largely driven by steep reductions in petrol and diesel vehicle sales, which fell by 14.2% and 20.5%. Hybrid and plug-in hybrid vehicles also experienced minor declines, with registrations down by 1.6% and 3.2%. The only exception to this decline was battery electric vehicles (BEVs), which saw pretty substantial growth. This was mainly due to new model releases and increased consumer choice. BEV registrations increased by 24.5%, holding a 20.7% market share in October.
The increase in BEV availability is certainly growing with UK consumers now having access to over 125 models. This is a 38% rise over the past ten months. Although BEVs typically come with higher upfront costs than traditional internal combustion engine (ICE) vehicles, an expanding range of options and substantial manufacturer discounts have made approximately 20% of BEV models more affordable than average petrol or diesel cars. Salary sacrifice programs and other incentives also help reduce costs.
Even though BEV sales increased, the overall market decline in October has led to an estimated £350 million loss in turnover. The targets set for BEV adoption across the country are quite a way off being met. There are now nearly 300,000 new BEVs on the road, this is still only 18.1% of the total market share. The target for this year is 22% increasing to 28% next year as part of the UK’s Vehicle Emissions Trading Scheme.
“Massive manufacturer investment in model choice and market support is helping make the UK the second largest EV market in Europe. That transition, however, must not perversely slow down the reduction of carbon emissions from road transport. Fleet renewal across the market remains the quickest way to decarbonise, so diminishing overall uptake is not good news for the economy, for investment or for the environment. EVs already work for many people and businesses, but to shift the entire market at the pace demanded requires significant intervention on incentives, infrastructure and regulation.”
Mike Hawes, SMMT Chief Executive
The recent Budget likely helped to some extent by extending fleet and business incentives for BEV purchases, but changes to the Vehicle Excise Duty and Company Car Tax have reduced incentives for low-carbon vehicle investments. This could add further delays to the timeline for reducing emissions in road transport.
To return to steady market growth, government support needs to match the manufacturers’ efforts. A review of current market conditions and regulations is likely needed to help the transition from ICE to zero-emission vehicles.
Our technician Steve has been working his magic on the 1975 Cobra project in our workshops ahead of its inspection and tests. This time, Steve has been working on getting the brake hard lines routed safely throughout the engine bay of the replica.
After working out the best route for the lines, Steve could get them secured to the inner wings and the bulkhead while also mounting up the reservoir and its bracket.
The progress on our 1956 Jensen 541 is flying along as the car heads towards initial road tests very soon around the area of the Bridge Classic Cars HQ. Before then, the team still have a bit of work to do. This time the team have been working on the inside of the classic GT car.
The team have fitted up the steering wheel, the passenger seat and the door card ends into place.
Our paint and body team have been working their magic with the Dino 246GTS we have at our Suffolk HQ for restoration. Like all of our restoration projects, the team here are obsessed with the details as that is where we strive for perfection and the 1973 Dino 246GTS is no exception.
Chris, our head painter, has been heading up this project with the cars next round of priming. With the car safely in the booth he can begin the process of masking off the areas which don’t require his razor sharp eye and steady hand.
Our technician Jon has been busy working on getting our 1960 Triumph TR3A back up to scratch here at the Bridge Classic Cars HQ. To Begin with, Jon checked the roof on the classic sports car to make sure it fit and there was no damage along with checking the side screens. With the side screens, he noticed that the drivers side screen would not fit correctly due to the mirror on the A pillar.
Next up, Jon could get the car up onto the ramp to check for any leaks over night. The next morning, he noted a few small drops of oil which were traced back to the sump and the lower bolts in the front cover. So Jon cleaned down the area and began removing the bolts from the areas to then get them properly cleaned ready to be resealed and cured. After that he could move onto the next job on the list – the exhaust.
Upon inspection Jon noted that the exhaust was too short for the car. So, he began the journey of lengthening the pipework to get it to fit correctly under the car and to fit the correct rear silencer/section. He began by carefully tack welding a new piece of stainless tube into place before removing the whole system from the car for our fabricator Clinton to completely weld up. While that was being done, Jon carefully ground a new bonnet key for the car and then once the exhaust was back, fit everything back up to the car ahead of its road tests. During the tests, Jon found the carpet section behind the pedals moved, so he glued the section back down before leaving it to cure.
John and Jon have done a few more hours on the Merc this weekend.
Fitted new clips to all fuel pipes in the boot heading to the expansion tank. At the same time, they’ve tidied up the boot area.
Route wiring around rear of boot and screw into place using original clips.
They’ve then moved on to the door strikers. Strip, cleaned and polished both before fitting back on to the car. Adjustment made to both doors are only rough approximates at the moment as no seals have been fitted as yet.
Technician Jonn has been working on the brakes of our 1956 Jensen 541.
Here are his notes:
Started by reassembling the rear brakes, Fit rear shoes and refit drums. Rears locked up once drums refitted. Unable to pump brake pedal to centralise as no shoes on front axle yet. Refit rear wheels and swap over to front axle. Refit front shoes and drums, all ok. Refit wheels. Pu,p brake pedal to settle. Go back to rear brakes. Found new brake linings fatter than old shoes. Going approx 1mm from the heel of each shoe and refit drum. OK now so repeat for other side. Carry out minor adjustment and refit wheels. Pump pedal and operate handbrake. Final adjustment to be made once car driven.
Take outside to check clutch and brakes. Carry out road test but broke down 1 mile up the road. Eventually managed to get it started and drive back on idle speed as it dies when revved. Investigate misfire/running issue. Found engine only running on 2 cylinders. Remove number 3 carburettor float bowl lid to find no petrol in carburettor. Pump priming handle on lift pump and fuel came out of feed pipe to carb. Refit float bowl lid and continue to prime pump. Put in 10ltrs fuel and start. Runw fine again. Leave to idle for 5 mins and then repeat road test. Same thing again, cut out and won’t rev. Get back to workshop on idle again. Check fuel filter. Has fuel I side but remove and replace with piece of pipe. Found fuel filter had not been manufactured correctly and I don’t know how the car even managed to run. Replace fuel,filter with a correctly manufactured one and repeat road test. All ok now. Clutch feels OK. Brakes OK. Return to workshop and adjust rear brakes.
Before Tony delivered our 1970 MGC GT, Jonn gave it a final checkover and made some minor repairs.
Here are his notes:
Remove car from Classic lounge. Carry out full Appraisal. Adjust bonnet secondary catch. Attend to offside rear axle strap. Rethread broken stud and fit new nut and washer and apply loctite. Grease all points. Fit split pin to nearside top suspension Taunton castlated nut. Remove wheels and clean and check brakes.
Check and inflate all tyres and knock up tight all wheels. Fit sticky back foam behind rear number plate and secure. Sort earth for nearside number plate light and test. Align and test washers. Cut back electronic ignition wires and crimp on terminals. . Secure fuel feed pipe at nearside chassis and air filter with p clips. Cut split carburettor overflow pipe. Join with small plastic fuel pipe and refit. Top up engine oil. Put Jack and hammer in boot.
Free off both track rods. Lower to floor and drive back and forth to settle suspension. Check tracking. Toe out 2 degrees as expected due to tyre wear. Adjust to 0 degrees , 30 minutes toe out and lock up track rods. Carry out road test, ok. Carry out pdi.
Over the last few days, almost everyone has had their say on the Autumn 2024 Budget. While, from what I’ve seen anyway, opinion has mostly been negative, there is some good news for us classic car enthusiasts and owners.
Despite the announced increase in Capital Gains Tax (CGT) from 10% to 18% at the lower end and from 18% to 24% at the higher end, which impacts most traditional investments, classic cars are considered “wasting assets” making them exempt from this increase.
As a general rule, cars are considered to be items with a lifespan of less than 50 years (wasting assets) and are therefore not subject to Capital Gains Tax. We all know that some classic cars will actually increase in value over time but, as far as the government are concerned, they remain exempt.
It is worth noting though that not all classic cars will qualify for exemption. As long as your classic is kept in its original form for personal use, CGT won’t be an issue. However, if you have modified it for a different use e.g. racing, the tax status of your vehicle may change.
For now, at least, classic cars look to be a sensible investment in terms of emotion and passion as well as a potential financial investment which I, for one, am very happy about.
This week, a car collector and race team owner took delivery of a very special vehicle – Maserati’s most powerful track-only car, the MCXtrema! The delivery took place at Sytner Maserati Ascot in Berkshire where the sight of the car must have created quite a stir.
The Maserati MCXtrema
Known as “The Beast of Modena,” the Maserati MCXtrema has a 730-horsepower, 3.0-litre twin-turbo Nettuno V6 engine, designed specifically for the race track. Only 62 units have been made so this will likely be the only one, or one of a very few ever to be seen in the UK.
“I’m thrilled to receive the keys to my very own MCXtrema today. A lot of work has gone into defining the car to my exact configuration requirements and I couldn’t be happier. It’ll be great to get it out onto the track shortly where it belongs and seeing what it can really do in the UK!”
Design and Engineering: Crafted for Racing Excellence
The MCXtrema’s design includes a low ride height and several aerodynamic features like a front splitter, rear wing, and sculptural diffuser. All of these are for the purpose of enhancing stability and speed. Built with a carbon-fibre monocoque chassis, the car is both strong and lightweight, with a kerb weight of about 1,300kg.
Inside, the MCXtrema has a racing seat with a six-point belt, a protective roll cage, and a unique carbon and aluminium steering wheel with a central display and ergonomic controls. The car’s double-wishbone suspension, adjustable dampers, and high-performance braking system also help with the car’s performance on track.
The MCXtrema underwent extensive testing, with over 200 hours of dynamic tests and virtual simulations to ensure optimal performance on the track. Following its reveal at the Monterey Car Week and appearance at Laguna Seca earlier this year, the MCXtrema has set a high standard in Maserati’s racing lineup.
MCXtrema owners are offered a tailored experience through Maserati’s exclusive MCXperience program. This package provides access to unique track events, the guidance of the Maserati Corse racing team, and a personal MCXperience Concierge for customised driving experiences and dedicated support. Each MCXtrema also comes with a specialised racing kit, co-designed with Sparco, to ensure maximum comfort and performance on the track.
Looking lovely sitting in the middle of The Atelier. The final touches are being made to the door and the car is hopefully only days away from the testing stage.
We secure all the bolts and tried the clutch and it feels good. Re-fit oil filter housing and new filter. Fill with oil and run up. We’ve then topped up the oil.
Tested clutch bite point on the ramp before refitting interior and the bite point seems a little high. We’ve adjusted the arm to the thrust bearing, re-test and all is now ok.
Refit tunnel, carpet and both front seats.
Then we’ve back on to the service items. Stripped and fitted new points and condenser but can’t get them to spark.
Removed and isolated the base plate with fibre washer and tested but still not insulated.
Remove contacts and isolate with fibre washer and test. All is now ok so we’ve set the points to 0.016″ and refitted cap and rotor before retesting. Starts and runs ok.
Fitted a new inline fuel filter underneath. Remove and blow out air filters and clean casing. Refit and secure.
Who doesn’t love a little Fiat 500? One of the quirkiest and most iconic of classics has now arrived at Bridge Classic Cars and we’re not keeping this one a secret…of course it’s a future competition.
We’ve been looking for a nice one for some time and when this little gem was offered to us as an original RHD example, beautifully restored we couldn’t say no!
A trip to our storage facility first off to start to get our Jensen Interceptor ready for arrival into the workshops. A few boxes of parts and the windscreen are now back in the workshops and on the shelves.
Then on to Orwell Precision to collect some parts for our SS100 that need to be de-greased.
Today’s the day we get our 1960 TR3A on the ramp for it’s full appraisal.
Jon is working on this one. He has fully greased all points, adjust the nearside front wheel bearing, stripped, cleaned and checked brakes. The drums, wheels have been refitted and knocked up tight.
All tyres required a little air.
Next job was to attend to the very poor and noisy exhaust system. We’ve remove the centre and rear where we found the rear silencer split and in bad condition.
Back on with the exhaust system. We have resealed and secured the centre pipes. A new silencer has had to be ordered.
Jon has addressed the issue with it hitting chassis.
Then on to unblocking the offside washer jet before re-test. The front fog lights are not working and the issues has been traced back to the wiring not being connected and nowhere to connect it too. We have used a power probe to test lights. Powered them up and the lights work fine.
We have a switch on the dash which we are unaware of it’s use. Jon has traced the wiring out through bulkhead but wire terminates at another connector. What makes this one particularly difficult is that the wiring has been done in a previous life by using any colour they could get their hands on and is a bit confusing to follow but we’ll get there and sort it out properly. They’ve used the same colours as the indicator and main beam wiring.
Cut cable tie securing the relay under the dash to ease tracing of the wires.
Work out how they’ve wired it and trace wire across dash to nearside.
Turn on lights and check power to relay. There is no power at present. Turn on ignition and main beam now has power.
Trace wire from nearside under dash and into engine bay.
Disconnect from current connector and connect to fog light connector to test. It is now working when main beam in and switch activated. Time to tidy up under the dash. Re-secure relay, wires and re-crimp earth terminal. Recheck all lights and now all is working ok.
Our 1994 Toyota Land Cruiser is coming to the end of stage one of its restoration.
The rust issues are almost repaired and the integrity of the underside has been returned. We are now looking forward to stage 2 of its restoration and its journey back out onto the road.
Once our 1956 Jensen 541 was up on the four-post ramp, Jonn was able to chock the engine and remove the gearbox. He then cleaned the bell housing and fitted new thrust bearings.
Once this was done, Jonn cleaned the flywheel and fitted a new clutch and refitting the gearbox.
Technician Jonn has continued his work on the brakes of our 1977 Triumph 2500TC.
He has been looking at the rear brake on the nearside. He cleaned and painted the backplate before making a new brake pipe. All components were cleaned and a new wheel cylinder was fitted as well as the newly made pipe.
The adjusters were swapped to the new shoes and made to fit before Jonn fitted the drum too. The handbrake was reconnected and the wheels were refitted. Finally, Jonn secured the wiring in the steering column.
Our 1956 Jensen 541 is coming toward the end of its restoration here at Bridge Classic Cars. It has been a long process but now, technician Paul is starting to put the last few pieces back together. Although the car will still need testing and other minor bits, it’s safe to say that it is now looking very close to its finished form.
Paul has now assembled the doors and fitted the rear bumper and rear side windows. While he was doing that, Lydia made and fit the door cards as well as the boot chain covers.
In this episode of the Torque Show – Molly, Craig and Rob sit down to talk about all of the goings-on at the Bridge Classic Cars HQ including recent live draws, workshop updates and some recent automotive news. But this episode is mostly from the heart.
The team talk about people’s deep connections to cars, sometimes beyond their mortal years which becomes a different story when those left behind have to make a decision on what to do once the owners are gone. Or, the emotional attachment that we had to a car at a certain time in our lives where we have to try and somehow keep it as close to our hearts in order to fan the wistful flames of nostalgia.
Rob talks about his latest acquisition, a 1976 MGB GT (affectionately known as Orb) and how he has developed a whole new filing system for the cars history which puts Craig’s teeth on edge and shocks Molly but it does lead the team to discuss a previous idea about how, through technology, we can make sure that Rob can never do that again.
There are certain cars that make us stare and admire them no matter how much time has passed since they rolled off the production line. Some obvious ones include the Jaguar E-Type and the Lamborghini Countach.
These are the types of cars that are considered iconic but, what is it about them that makes them so deserving of that name, and are there any modern cars that might have the potential to become icons in their own right?
Simplicity and Perfect Proportions
I think that cars with iconic designs have a few things in common. They are simple and balanced, and everything is in perfect proportion. If you take the 911 as an example, the design hasn’t changed all that much. Looking back through all generations of the 911, you can see the recognisable silhouette all the way through.
Cars With a Personality
Some cars have a personality that makes them seem almost human. They make us feel something, whether it’s excitement, adventure, or nostalgia. If you look at the VW Beetle or a classic Mini, they could be described as “friendly” cars.
They’re approachable, not intimidating, and they seem to have a bit of charm. This personality creates a connection with drivers that goes beyond function. Without sounding too over the top, there are some cars that become iconic because they became everyone’s friend!
Cultural Icons
Sometimes, a car isn’t just a machine – it becomes a symbol of an era, a cultural shift, or even a lifestyle, and thus, becomes iconic. The Ford Mustang, for example, captured the spirit of 1960s America with a bold design and muscle-car attitude.
Also, think about the DeLorean. It will forever be linked to Back to the Future and has become an icon as a result.
Designs That Get Better With Time
Some cars just seem to get better with age. Rather than becoming outdated, they become classics. The Mercedes-Benz 300 SL Gullwing and the Jaguar E-Type are prime examples – they age beautifully and look just as impressive today as they did decades ago.
The Future Iconic Cars
As the automotive industry is experiencing its biggest shake-up in a very long time, today’s car designers have big shoes to fill if they want to create something iconic.
John’s still in the process of getting our Ford Thunderbird running but no luck so far. A brand new fuel pump is what we need so we have removing the existing to make sure we order up the correct replacement. Now we wait for the arrival…
IVA (Individual Vehicle Approval) is edging closer and closer for our Cobra project. Every step of the way it is vital that the rules are met in order for the car to pass. The front part of the wiring loom was very untidy and too long so we have now cut it down to length, run inside the conduit, taped and ‘P’ clipped every 25cm or less to meet with the IVA guidelines..
We’ve also made and fitted the side repeater indicator mounts to fit in wing vents to meet with IVA regulations.
The DVSA Individual Vehicle Approval (IVA) test is a UK requirement for particular vehicles to ensure they meet necessary safety and environmental standards before being registered for road use.
Vehicles requiring an IVA test include:
Kit cars and amateur-built vehicles
Imported vehicles
Heavy goods vehicles (HGVs) and trailers
Buses and coaches
Taxis and private hire vehicles
During the IVA test, a certified inspector thoroughly examines the vehicle to confirm compliance with UK regulations. The inspection usually covers:
Structural integrity
Lighting and signaling
Emissions and noise levels
Braking and suspension systems
Additional checks depending on vehicle type
Once a vehicle passes the IVA test, it receives an IVA certificate, which allows it to be registered and used on UK roads.
So we closed the week off with Dave having finished stripping the MG B Roadster in order for Chris to prepare the car for underseal.
All of this took place over the weekend which meant that Chris could successfully seal the underside with Schutz and let it settle through to the Tuesday when the technicians return from their weekend breaks.
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