Author: Darren Cassey

Bugatti has revealed a limited-edition, all-electric scaled-down version of its iconic Type 35 race car to celebrate the firm’s 110th birthday.

Just 500 examples of the Bugatti Baby II will be built, and all have already been sold at a price of €30,000 (circa £26,300) after the initial prototype was revealed at the Geneva motor show in March.

The luxury carmaker partnered with The Little Car Company to build the Baby II, which is 75 per cent of the size of the Type 35. It has a sliding pedal box so that it can be enjoyed by both children and adults.

Bugatti scanned every component of a 1924 Type 35 Lyon Grand Prix car before adapting the design to work as a scaled-down model, before fitting a modern electric powertrain with lithium-ion batteries and even regenerative braking.

Power is fed to the rear wheels and there’s a limited-slip differential fitted too. There are three power levels available – a 1kW mode for children, which is limited to about 12mph, a 4kW adult mode limited to 28mph, and an optional 10kW ‘speed key’

The eight-spoke alloy wheel design was also replicated and fitted with modern Michelin tyres, as has the hollow front axle, suspension and steering mechanism. There’s even a carbon-fibre-bodied version.

Stephan Winkelmann, Bugatti president, said: “When a company with such a colourful and proud history as Bugatti turns 110, you can allow yourself to look into the rear-view mirror a little bit more than you usually would.

“The Bugatti Baby II has grown up to be more of a teenager now, and I must say I’m very excited to see it drive around on the Bugatti premises in Molsheim.”

What is it?

The Ioniq is key to Hyundai’s electrification offensive. It was the first car to go on sale in the UK with a choice of all-electric, hybrid and plug-in hybrid powertrains in 2016 at a time when most manufacturers were still dabbling in electrified R&D.

However, with a number of rivals hitting dealer forecourts over the next 12 months, the all-electric version was due a refresh. With prices starting in the £30,000 ballpark, it will hope these enhancements and its extra practicality will make it appealing against the likes of the Honda e and Mini Electric, which have really been causing a buzz ahead of their imminent launches.

What’s new?

Perhaps the most significant improvement, given the advancement in battery technology in the past three years, is the fact Hyundai has upped the battery size to offer more range. This could be a real selling point against rivals that’ll need a trip to a charge point while the Ioniq motors on. Considering range is typically an EV buyer’s biggest concern, focusing development here should be a shrewd move.

Elsewhere, the South Korean firm is keen to push its new connectivity services, fronted by an app called Bluelink that lets you interact with the car from your phone, a suite of active safety systems and driver aids, and aesthetic upgrades inside and out.

What’s under the bonnet?

The all-electric powertrain is comprised of an electric motor making 134bhp and 295Nm of torque, and a 38.3kWh battery. The latter is the key news here, because it means the Ioniq Electric’s battery capacity is 36 per cent up on before, offering an impressive 193-mile range.

The new on-board charger runs at 7.2kW, up from the old 6.6kW unit, which means charge times are reduced. However, the battery is rated to accept up to 100kW, so if you find yourself at a fast-charging station Hyundai reckons it can be topped up to 80 per cent of charge within an hour.

What’s it like to drive?

Electric vehicles might have made headlines with the likes of Tesla because of their lightning-fast acceleration, but the Ioniq is rather more sedate. It’s been tuned to offer a decent surge without pinning you to your seat, making it ideal for relaxing inner-city commutes. That said, there’s enough poke to make you wonder why you didn’t switch from underpowered petrol cars long ago.

The wheel-mounted paddles let you choose how much regenerative braking you’d like. Go for full whack, and you rarely need to touch the brakes around town, which is easy to get used to and works with the silent progress to make everyday driving more relaxing.

Perhaps the only downside is that there is a noticeable and mildly annoying whirr from the motor, though it’s not too intrusive and easy to tune out after a while.

How does it look?

Styling-wise, the Ioniq is quite a unique prospect – it looks rather awkward from the rear yet handsome from the front, but importantly individual enough that you’ll never mistake it for anything else. And in an age of shared parts and platforms, that’s certainly welcome.

This latest model has received a number of aesthetic changes to keep it looking fresh. There’s a new design for the closed-off grille, completely new LED daytime running lights, headlights and taillights, redesigned front and rear bumpers, and redesigned 16-inch alloy wheels. There are also four new colours available across the Ioniq range.

What’s it like inside?

The cabin has been given a once over, too. The new 10.25-inch widescreen infotainment system dominates the dashboard, housed in a gloss black surround that morphs into the controls for the air conditioning system. Unfortunately, these are touch buttons that are difficult to use on the move, while the glossy surround will be a fingerprint magnet. The screen itself is clear and responsive, though Hyundai’s operating system continues to lag behind competitors in design and ease-of-use.

It’s more positive news elsewhere, though, with the Ioniq Electric doing a good job of elevating the interior to feel more upmarket than elsewhere in the range. There are premium-feeling materials used throughout, and while it can’t touch its new rivals for being truly premium inside, buyers prioritising range from their circa-£30k EV won’t feel like they’ve made a massive concession to cabin quality.

What’s the spec like?

There are two trim levels available for the Ioniq Electric, called Premium and Premium SE. The former starts the range at £29,450 after the government’s plug-in car grant (PICG) and comes with 16-inch alloy wheels, automatic LED headlights and LED daytime running lights, 10.25-inch touchscreen with navigation, and a leather steering wheel.

Opt for the higher specification Premium SE trim, starting from £31,450 after PICG, and you add chrome exterior door handles, privacy glass, leather seat upholstery, heated and ventilated seats and automatic windscreen wipers. Extra safety equipment includes blind spot detection, lane follow assist and rear cross traffic alert.

Verdict

On paper, the Hyundai Ioniq is a tempting option in the practical, mainstream electric vehicle market. Forthcoming and existing rivals in this price range might sport more upmarket interiors, but typically have much less space and, more importantly, lower range.

And in the real world it largely delivers – this all-electric model has a decent enough cabin and plenty of kit, is easy and relaxing to drive, and has enough range that most will rarely need to recharge. For those who simply can’t take the plunge into full EV ownership just yet, though, the Ioniq’s plug-in hybrid stablemate might prove its most compelling rival.

Nissan has revealed the all-new Juke, the second generation of the model that defined the crossover market.

With almost one million on the road in Europe, this new model is incredibly important for the Japanese manufacturer. It addresses two key criticisms faced by its predecessor – despite sales success, many bemoaned its oddball styling and cramped interior.

The Juke sports larger dimensions than before, while the top-mounted bubble daytime running lights and indicators have been replaced by slimline units, and the circular headlamps house full LED technology as standard.

Inside, there’s more space than before – Nissan reckons rear passengers have 5.8cm of extra knee room and 1.1cm more head room, while boot capacity is 20 per cent bigger than before at 422 litres.

There are also new soft-touch materials for the dashboard and door trims, a Bose sound system, and sport seats included as standard with optional Alcantara or leather upholstery. An eight-inch touchscreen display has integrated Apple CarPlay and Android Auto, while the NissanConnect app lets drivers check the status of their car from their phone.

One petrol engine is offered across the Juke range. It’s a 1.0-litre three-cylinder turbocharged unit making 115bhp and can be paired with a six-speed manual transmission or seven-speed dual-clutch auto.

Prices start at £17,395 for the entry-level Visia model with the manual gearbox, with automatic cars starting at £20,395. The priciest entry point to the new range is the £25,395 Premiere Edition.

Basic safety equipment included on all trim levels includes cruise control and speed limiter, intelligent emergency braking, high beam assist and traffic sign recognition. ProPilot, Nissan’s advanced driver assistance technology, is standard on the automatic versions of the high-spec Tekna and Tekna+ grades, and can be optionally specified on automatic N-Connecta models.

First deliveries of the new Nissan Juke are scheduled to begin at the end of November.

Summer holidays don’t have to mean cheap flights to far flung corners of the continent. Sometimes, a European road trip can be a great way to get away from the hustle and bustle of life while seeing new parts of the world.

However, as you drive around Europe — or even popular UK tourist destinations — you might notice that not all number plates are the same. In fact, every country has its own set of rules that dictate the order of the letters and numbers, and often you can glean information such as the year the car was first registered or even where it was first sold.

Read our guide to learn the rules behind some of Europe’s number plates so you can decipher them out on the road…

Germany

The German number plate is incredibly simple. The first one to three digits are dictated by the vehicle’s registration district, which is followed by a combination of one or two letters and one to four numbers that form the vehicle’s unique identifier.

Typically, larger districts will have a single letter, such as B for Berlin and F for Frankfurt, to allow more variation for smaller districts. Meanwhile, electric vehicles have an ‘E’ as the final letter instead of a number, while classic cars over 30 years old end with an ‘H’.

Between the district ID and vehicle ID are two stickers, which are a vehicle inspection sticker and federal state sticker, which identify the number plate as legally registered.

Italy

Italy’s number plates have undergone several revisions over the years, with the latest system introduced in 1994 and refined in 1999. It uses the format of two letters, three numbers and two letters, with a blue band either side. On the left, the typical EU country code – in this case ‘I’ – and on the right, the code for the province and year the vehicle was registered in. This latter section is optional, though.

Other than that, though, the lettering is random, so if the owner hasn’t opted to include the province code on the right-hand side, there’s no information to be gleaned. However, some authorities have special codes in red at the start of the plate, such as EI for the military or VF for firefighters.

France

Our friends across the channel introduced their latest system fairly recently, largely copying Italy in 2009. It follows the same two letters, three numbers, three letters format, with the blue strip on the right dictating a region.

Where it differs from Italy is in the fact that the region’s emblem or coat of arms is used in place of letters, while a number is used to indicate the department within that region. Also, where the vehicle is actually registered doesn’t matter – the first owner chooses whichever region and code they’d like.

Spain

Spain has a very simple set-up that counts vehicles nationwide, meaning a little information can be gleaned from the alphanumeric set, which is four numbers followed by three letters.

The first four numbers start with 0000 and end with 9999, and each vehicle that is registered gets the next number up, for example 0000, then 0001, 0002, etc. The three letters are a combination of consonants that started with BBB and will end with ZZZ. This gives 80 million possible combinations.

Once a letter combination hits 9,999 registered vehicles, it rolls over to the next letter combination, and the counter goes back to 0000. For example, 9999 BBB would be followed by 0000 BBC, and 9999 KBB would roll over to 0000KBC.

This means you can generally tell whether a car is new or old based on the letter combination.

Russia

If you’ve spent any time on YouTube you’ll no doubt have fallen down the Russian dashcam rabbit hole, so understanding the number plates might actually be quite interesting.

Private vehicles use the format of one letter, three numbers and two letters – to make sure the number plates are easy to understand when Russians driving their vehicles abroad, few Cyrillic symbols, which are used in the Russian alphabet, are used. The combination is random.

To the right-hand side in a box is the region number the vehicle is registered to. Most regions have just one number, but there’s a limit of 1,726,272 vehicle IDs per region, so some densely populated areas have been given multiple region codes – Moscow has eight, for example.

Car enthusiasts will often tell you that the best cars come from days gone by. They say modern cars are too big, too heavy, and lack the immediacy of response you get from older cars.

That may be true in many cases, but there are still plenty of exhilarating lightweight performance cars that hark back to a rose-tinted era. Here’s our pick of the best…

Mazda MX-5

If you’re looking for an affordable drop-top sports car, there are few better than the iconic Mazda MX-5.

While some may argue it lost its way over the years, Mazda has hit back with a car that returns to its roots. In entry-level 1.5-litre form, it weighs less than a tonne, and despite lacking power, is great fun on a twisty back road.

Toyota GT86

The GT86 shares a spirit with the MX-5, but the Toyota offers a much more driver-focused experience. It’s also only available as a coupe, so those who want the wind in their hair should look the Mazda’s way.

But opt for the Toyota and you have one of the best sports car bargains on the market. It’s a simple car that delivers brilliantly at what it does. And if 197bhp isn’t enough, there are plenty of tuning options to get more out of that Subaru-sourced engine.

Porsche 718 Cayman

In the premium sports car market, the Porsche Cayman has been top dog for decades. It’s easy to see why – handsome looks, loads of kit, and a fantastic driving experience are all combined in one well-made package.

And while the Cayman is the quintessential sports car, Porsche has expanded the range into a family of ‘718’ models, meaning you can opt for slower versions that are more usable everyday, convertible Boxster and Spyder versions that are perfect for a summer’s day road trip, and hardcore cars like the GT4 that are ideal for a track day. There’s something for everyone in this range.

Alpine A110

You might not recognise the name Alpine – pronounced Al-peen – but there’s plenty of history behind it. It was a famous sports and race car manufacturer founded in 1955, and is perhaps best known for the rally success of its A110 model.

It ceased making cars in 1995, but the name was revived in 2017 with a new version of the A110, built by Renaultsport. It’s one of the purest sports car driving experiences on the market today.

Morgan 3-Wheeler

If you’re not too fussed about outright performance, instead looking for something that’ll put a smile on your face, look no further than the Morgan 3-Wheeler. Built to revive the iconic three-wheeler built between 1932 and 1952, it’s like nothing else on the road.

As the name suggests, it only has three wheels – two at the front, one at the rear – so grip isn’t particularly high. That does make it incredibly good fun to drive, though, and with its totally unique styling and outboard engine, you’ll certainly turn heads.

Caterham Seven 620S

There are countless Caterhams you could choose from, but right now our pick would be the recently updated 620S because it’s right at the sharp end of the firm’s this-thing-is-trying-to-kill-me driving experience spectrum. It’s the perfect antidote to those who argue cars are getting too big and heavy.

To give some context, this is essentially the race version of the Seven, tamed a little for the road. Emphasis on ‘little’…

Ariel Atom

In the super-lightweight, super-pure driving segment alongside the Seven sits the Ariel Atom. Its development is much more sophisticated than its styling suggests – to the untrained eye it looks scaffolding on wheels.

But under the minimal body work sits the ferocious engine from a Honda Civic Type R, while that scaffolding is actually just the chassis that’s normally hidden from sight by unnecessary addendum like doors.

BAC Mono

One of the most serious sports cars out there, the little-known BAC Mono takes the ‘race car for the road’ ethos to the next level. The company says its Mono sports car is ‘aimed at drivers who seek a purist driving experience’, so don’t expect creature comforts.

What you can expect, though, is supercar-esque performance, a central driving position, and one of the most capable track cars on the market.

The first all-electric excavators from JCB have rolled off the production line and been delivered to customers.

The 19C-1E, which JCB says is the construction industry’s first fully-electric mini excavator, is produced in Cheadle, Staffordshire, for customers across Europe and North America.

It’s said to be five times quieter than an equivalent diesel model and can be fully charged in under two hours. It should also cost about 50 per cent less to charge than if it was running on diesel, while servicing expenses are expected to be 70 per cent lower.

JCB hopes the model will be particularly popular with companies working inside buildings and on inner-city construction sites, where emissions constraints and noise sensitivity are more important.

It uses similar batteries to leading electric vehicles and provides the same level of performance as the firm’s 1.9-tonne diesel-powered excavator.

Tim Burnhope, JCB chief innovation officer, said: “In urban environments in particular, contractors are understandably very keen to operate zero emissions equipment whenever possible, including outdoors.

“I’m delighted that the model is now in full production after successful feedback from customers in many key markets during the evaluation stage.”

With the onslaught of electric vehicles that will hit the market in the next few years, you might think that they are the answer to all pollution problems.

However, it’s not that simple. Electric vehicles produce no emissions, which is great for local air quality, but producing them is energy intensive — and there’s actually a more environmentally friendly alternative.

Hydrogen-powered vehicles might not get much press today, but they could be the future. They’re essentially electric vehicles, but with smaller batteries that are constantly replenished by hydrogen stored in a tank in the car, just like petrol and diesel today.

By using smaller batteries, they’re more environmentally-friendly to produce and put less stress on the world’s lithium stores. Toyota, for example, imagines a future where hydrogen-powered and pure electric vehicles make up the vast majority of the world’s cars.

However, with a limited number of refuelling stations, few manufacturers are currently putting their weight behind this alternative fuel — though most have small teams working on the technology just in case it does take off.

It’s a chicken and egg situation – infrastructure won’t increase until more cars are sold, but people won’t buy them until infrastructure improves. That’s why manufacturers, business and government are working together to find solutions.

Interested in taking the plunge? We’ve highlighted the few hydrogen-powered cars on the market today…

Toyota Mirai

Toyota says it put more than 20 years of development into the Mirai, which became the first modern hydrogen-powered vehicle to go on sale in 2018.

Much of its focus has been put into making the hydrogen storage safe, such as storing it in leak-proof tanks and shutting off the hydrogen supply in a crash.

Toyota says there are “many reasons why hydrogen fuel represents the future of motoring”, such as the fact it is the most abundant resource in the universe, and the fact there are so many different ways to produce it.

Honda Clarity

The Honda Clarity, like the Mirai, combines a futuristic powertrain with a quirky-looking exterior and large, practical body shape, the idea being that a car powered by the fuel of the future shouldn’t require any compromises to practicality.

We were present at the launch of the new model in 2017, and much like Toyota, Honda were keen to press home the importance of safety in the event of a crash. And behind the wheel, it felt like any other electric vehicle. With the promise of quiet motoring and quick refuelling, it seems like the best of both worlds.

Hyundai Nexo

The Hyundai Nexo perhaps does the best job of blending into its surroundings — from the outside you wouldn’t think it was anything other than a normal SUV.

However, under the bonnet sits Hyundai’s second-generation hydrogen fuel cell powertrain, which it says produces “best-in-class performance”. It also claims a five-minute fill-up time that provides 414 miles of range, meaning that on a typical commute you’d rarely have to find yourself a refuelling station.

The South Korean car maker also says its system is the most efficient on the market, consuming just 1kg of hydrogen per 62 miles.

Mercedes-Benz GLC Fuel Cell

Mercedes-Benz owner Daimler has been putting a lot of money into hydrogen vehicle production, and the GLC F-Cell is the first product of that.

What makes this model unique is that owners can also plug the vehicle into electricity to top up the battery. That takes some of the stress out of ownership, because you don’t have to rely on the weak hydrogen refuelling infrastructure to keep your car running.

Private ownership is some way off, but customers can rent the vehicles in Germany, while the firm has teamed up with a number of companies that will run the F-Cells on their business fleets.

Modern Mini loves to trade on its British heritage. The BMW-owned firm’s cars all have retro-inspired styling that nods to its diminutive predecessor, while each of its variations has a name inspired by similar versions of the classic model.

One such example is the Mini Clubman, which in its most simple form is an estate version of the familiar hatchback model. However, what makes it unique is the van door-like rear opening, which is both useful, practical and characterful.

True to form, though, this isn’t a modern innovation. The Clubman first arrived on the scene back in 1969, when Mini was owned by British Leyland. Car designer Roy Haynes was tasked with freshening the Mini up, introducing a squarer front end design.

As part of this model refresh, the Mini Clubman Estate was introduced, replacing the Traveller and Countryman names of previous Mini wagons. When BMW marketers needed a name for their new retro-inspired Mini estate, they opted for Clubman, because they didn’t have the rights to the names of the original estate models – though an SUV would later emerge called Countryman.

By the time the Mini was replaced by the Austin Metro in 1980, 197,606 Clubman Estates had been sold, compared with 275,583 standard Clubmans.

Fast forward to 2007 and Mini, which had seen success with the totally new Mini hatchback since 2001, expanded the range with the Clubman estate. Contemporary reviewers praised it for keeping the fun-to-drive characteristics of the hatchback, while adding plenty of practicality.

At launch, it stood alone with no direct rivals – this was before the age of niche-filling variations flooding the market. The idea of a small family car also being offered as an estate was a fairly alien concept, but the Clubman was clearly ahead of its time, with most modern cars now available in multiple variations of size, shape and performance.

The second-generation Clubman recently underwent a refresh, receiving minor styling changes that included Union Flag taillights. The biggest change is seen in the John Cooper Works performance model, though, which has had power increased to 302bhp to make it a proper practical ‘hot hatch’ rival.

The Mini brand has endured a lot of change over the years, and the introduction of the Clubman estate has proved a master stroke by BMW. It might not be its best-seller, but it cements the firm’s position as offering quirky, genuinely interesting models at a time when most of the market has been homogenised.

It’s easy to see how the Mazda MX-5 became such a huge seller – affordable top-down motoring in a fun-to-drive package isn’t easy to come by.

However, what can’t be explained through looking at numbers on a spreadsheet is just what caused the Japanese roadster to become a cult icon. Even today, in its fourth generation, the MX-5 inspires its owners to fall in love, while others still worship the original models.

That’s why we jumped at the opportunity to get behind the wheel of all four generations of Mazda MX-5 in the rolling hills of the Cotswolds…

First-generation Mazda MX-5

First revealed in 1989, the original MX-5 set out to prove that the world wanted an affordable convertible sports car experience, at a time when even Mazda’s bigwigs needed a bit of convincing.

Fortunately, they were swayed, and the roadster hit the market to a rapturous reception. Looking at the performance figures now, they don’t make for overly exciting reading – the 1.6-litre, four-cylinder engine in our test car makes just 114bhp, but thanks to a weight of just 955kg, 0-60mph takes a respectable 8.3 seconds. A 1.8 with 130bhp was also available.

Straight line sprints are the antithesis of what this car is about, though. Its character comes from its lightweight, nimble nature, further aided by the front-engine, rear-wheel drive layout.

With the roof thrown back and the high summer sun roasting my arms, it’s immediately clear why 90s motorists fell in love. As the road curves between tall trees and the warm air blusters around the cabin, occasional shade offering welcome relief from the heat, I can’t help but smile. The MX-5 responds immediately to your steering inputs and darts through turns eagerly.

Despite its relative lack of power, the engine never feels lethargic, and is always eager to rev with a raw accompanying soundtrack. Compared with the sanitised, safety-conscious models of today, it’s refreshingly simple.

Second-generation Mazda MX-5

The original is always the benchmark, and so it was important to get that done first to give myself some context. That’s especially important here, because one of the few criticisms levied at the MX-5 over the years is that later models lost the lightweight, fun and fizzy performance of the early car.

So, as I jump into the second-generation model, I’m intrigued to see how it compares back to back, and the early signs are good. This is a 1999 model in Innocent Blue Mica, its 1.8-litre, four-cylinder engine making 138bhp.

However, on paper it’s barely any faster than the original, because that modest power hike is cancelled out by an increase in weight to 1,100kg.

Out on the open road, though, that extra weight is almost welcome. At just over a tonne it’s still incredibly light, and coupled with almost a decade of engineering progress, it feels much more sure-footed on the bumpy B-roads.

What you lose in sheer urgency of response, you make up for in increased confidence, meaning it’s easier to carry more speed through a corner without losing any of the thrills. Purists might bemoan the weight gains, but to an outsider, the second-generation still retains that unique purity of performance.

Third-generation Mazda MX-5

The jump from second to third generation feels massive. The styling looks much more modern, the metallic paint shimmers in the midday sun, but most of all, the interior is night and day better than its predecessor – though we are comparing a late third-gen with an early second-gen.

Again, some purists and MX-5 aficionados might scoff at this car, which is heavier again at 1,115kg, but remove emotion and it’s objectively better in almost every way.

Beneath the curvy bonnet sits a 2.0-litre, four-cylinder engine with 158bhp, which aids a 0-60mph time of 7.7 seconds and a top speed of 136mph. In everyday driving, thanks to the improved interior and this 25th anniversary edition’s hardtop, it’s quiet and comfortable.

But put your foot down and there’s enough fizz from the engine to spin the speedo round to the fun numbers, with this third-generation model being the most confidence-inspiring of the lot.

However, it’s also the least fun. While the second-generation model manages to marry progress with the spirit of the original, this third-generation model feels a bit too soft. A bit too numb in its responses. It’s capable, but it lacks that sensation of oneness with the car, where every firing of fast-twitch muscle fibre translates directly to the car.

If it wasn’t the hottest day of the year, I’d grab my anorak, because I’ve become one with the nerdy forum dwellers…

Fourth-generation Mazda MX-5

So, here we are, back in 2019 with the latest iteration – a 30th anniversary special edition. Driving this immediately after having my own journey through three decades of MX-5 is almost poetic.

The latest generation was introduced in 2014, with Mazda keen to show it had gone back to its roots, benchmarking the new model against the original.

The key here is weight – impressively, at less than 1,100kg, the 2.0-litre we’re testing is lighter than the second generation, while the 1.5-litre entry level model dips just below a tonne in soft top form.

The 2.0 has a healthy 158bhp, just like the third-generation car, but because it’s so much lighter, it’s much quicker to respond to your inputs. It’s clear that Mazda’s engineers spent a lot of time instilling the original’s character into the new model, while still retaining the comfort and assuredness of later models.

Driving multiple generations of such an iconic car in one sunny afternoon was a great way to properly understand just how and why these cars wormed their way under people’s skin. And the fact Mazda listened to criticism to build a new version that’s a highlights package of its predecessors should be commended.

After years of rumours and teasers, Chevrolet has finally revealed the all-new mid-engined Corvette Stingray.

It is powered by the latest evolution of the traditional V8 engine, but it has been moved from beneath the bonnet to behind the driver in a set-up more akin to an exotic supercar than an American muscle car.

Chevrolet says the new positioning of the 6.2-litre engine improves weight distribution, while moving the driver forward and closer to the axle is said to improve responsiveness and sense of control.

The V8 develops 488bhp and feeds the rear wheels via an eight-speed dual-clutch transmission. The 0-60mph sprint is pegged at under three seconds for the Z51 Performance Package, making it the fastest accelerating Corvette ever.

The aggressive styling is said to be inspired by modern fighter jets and Formula One race cars while incorporating classic Corvette cues.

Michael Simcoe, vice president of global design at General Motors, said: “As America’s most iconic performance nameplate, redesigning the Corvette Stingray from the ground up presented the team with a historic opportunity, something Chevrolet designers have desired for over 60 years.

“It is now the best of America, a new arrival in the mid-engine sports car class. We know Corvette can stand tall with the best the world has to offer.”

Pricing for the Corvette Stingray has not yet been revealed, but Chevrolet has touted a sub-$60,000 (£53,700) price tag in the US. Significantly for the UK, the new Corvette will be sold here as a right-hand drive model for the first time.