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ASTORIA CHAS: KO-MOTION L88 STING RAY

Corvette Report’s Scott Teeters blogs about New York’s ASTORIA CHAS: KO-MOTION L88 STING RAY, the Buddy Holly of drag racing!

ASTORIA CHAS: KO-MOTION L88 STING RAY

As a lad growing up during the muscle car era in the South Jersey/Philadelphia area, http://Hi-Performance CARS Magazine was my favorite car magazine. The publication had a definite East Coast flavor, and slightly favored Chevys, which was perfectly fine with me at the time.

One of my favorite cars of the day was the KO-MOTION L88, 1967 http://427 L88 drag racer, “In Memory of Astoria-Chas” 427 L-88 Corvette roadster. The story has all the elements of a legend: brutally fast, a quick car, great-looking, owned and driven to national prominence by a young fellow, not much older than myself and my Chevy pals.

Fortunately, the car is still around and looks the way it did when it set the AHRA National Record of 11.04 @ 129 mph. Later, the car ran a best-ever 10.47 et. While the L88 still runs, the current owner,http://Glen Spielberg, does not “run” the car on the strip, as he has given his word to the Snyder family that he would not restore or race the car.

Besides, the car still has its original, 40-year-old tires! Stock ‘67 L71 427/435 Corvettes were solid high 13-second cars. A Mid-10-second version was MIND BLOWING back then!

ASTORIA CHAS: KO-MOTION L88 STING RAY

PHOTOS: Martyn L. Schorr

Continue reading ASTORIA CHAS: KO-MOTION L88 STING RAY @ http://www.corvettereport.com/from-the-archives-of-cars-magazine-in-memory-of-astoria-chas-1967-427-l88-corvette-roadster/

What’s Considered a Fair Interest Rate On Car Loans Today?

When buying a car, drivers face a long list of factors that influence both their satisfaction with the purchase and how well the vehicle fits their financial, family, and professional needs. Yet one point that’s frequently overlooked when arranging car finance is the interest rate.

It may seem like a small detail, but it’s the rate that dictates the true cost of borrowing. Understanding what counts as fair helps you avoid paying more than necessary.

Why Interest Rates Matter

Most people buying through Hire Purchase or PCP look first at the monthly payment. It’s an easy anchor, and dealers know it. But the APR is what shapes the full amount you’ll repay. A loan at 8 percent and one at 13 percent can feel similar month to month, yet the difference over four years can run into hundreds of pounds. This is why lenders are expected to set rates responsibly and explain them properly.

The industry has also changed significantly over the last few years. The ban on discretionary commission arrangements means dealers can no longer increase your interest rate to boost their own earnings. For agreements taken out before January 2021, however, many drivers are still discovering that their APR was inflated without their knowledge.

Average APRs in the UK Right Now

Car finance rates shift with the Bank of England base APR, the lender’s own risk appetite, and your credit profile. As of 2025–2026, most drivers will see offers within these ranges:

6% to 9% APR if you have good credit and a stable financial history
• 10% to 19% APR if your credit is average or you’ve had minor issues in the past
• 20% or more if your credit is poor or the loan is considered high-risk

PCP can sometimes sit slightly lower at the upper end of the range because the balloon payment reduces the lender’s exposure. HP, which spreads the entire cost across the term, often lands higher if your credit isn’t spotless.

Any quote miles outside these typical brackets should make you stop and question it. A high APR is not automatically unfair, but it must be justified.

How Rates Were Inflated in the Past

Before the regulatory changes, many dealerships operated under discretionary commission arrangements. These schemes gave sales staff the freedom to increase the APR and keep part of the uplift as their income. It created a clear conflict of interest and is the reason so many older agreements appear disproportionately expensive. Although the practice has been banned since 2021, millions of contracts signed between 2007 and 2020 may still contain unfairly increased rates.

Signs Your Rate May Not Have Been Fair

Drivers often only realise something was wrong when they look back and compare their agreement with the market at the time. A rate that sat noticeably higher than those offered by banks is one of the most common indicators. Another is being placed in a high-risk bracket despite having a clean credit record. Many affected drivers also recall being rushed through the process, shown only the monthly payment, or given incomplete information about how interest was calculated. Vague paperwork, missing breakdowns, and evasive answers during the sale are all red flags as well.

What To Do if You Think You Overpaid

The FCA’s proposed motor-finance redress scheme is designed to compensate drivers who entered into regulated car finance agreements between 6 April 2007 and 1 November 2024 where commission was paid by the lender to a broker or dealership. This includes PCP, Hire Purchase and conditional-sale agreements, but excludes pure hire contracts.

Agreements where no commission was involved, or where redress has already been provided through another route, sit outside the scope.

The FCA has also flagged high-fee models, where commission amounted to at least thirty-five per cent of the total cost of credit and at least ten per cent of the amount financed, as a potential indicator of unfairness. Another concern relates to tied or exclusive arrangements between lenders and brokers, which may have limited consumer choice and created incentives that were not disclosed.

The FCA launched a detailed consultation with the aim of finalising rules in early 2026. Under the proposed process, lenders would need to identify all agreements that fall within scope, gather historical records, and assess whether each case created an unfair relationship that caused customers to pay more than they should have. If unfairness is established, firms would then calculate compensation and issue provisional and final decisions to customers within set timeframes.

Compensation would not be calculated using a single figure for all cases. In extreme situations, such as those closely aligned with court precedents, redress may include the full commission paid along with interest. For the majority of agreements, however, the FCA is proposing a formula based on an average overpayment, with interest added at the Bank of England base rate plus one percentage point.

Early estimates suggest that the average redress could be around 700 pounds per agreement, although this varies depending on the original brokerage structure and the level of detriment. Industry analyses indicate that roughly 14.2 million agreements could fall within scope.

If you believe you overpaid, the first step is to check whether your agreement falls within the qualifying dates and whether a broker or dealer received commission as part of the sale. The easiest way to do this is by using an online eligibility checker, which can quickly confirm whether your agreement is likely to fall within the scope of the FCA’s proposed scheme and whether further action may be worthwhile.

Advice for Today’s Car Buyers

For anyone arranging finance now, comparison is the simplest form of protection. Do not rely solely on a dealership’s offer. Check at least two alternatives from banks or online lenders so you know what a realistic rate looks like. A fair APR will feel consistent with your credit profile, sit near the average for the market, and come with a clear explanation. If a dealer can’t justify the figure, the safest option is to walk away.

Kia EV4 review

We test drive the hatchback and fastback versions of the intriguing all-electric Kia EV4

It could be argued that the bold styling of the latest EV from Kia is a sure sign of the South Korean car company’s growing confidence.

Borrowing design cues from its cousins, the EV3, EV6 and EV9, it’s less angular with smoother surfaces, and it features a low-slung bonnet with vertical front headlights pushed to the corners.

A direct rival to the all-electric Volkswagen ID.3, MG4 and Cupra Born, the EV4 is available as a hatchback – and unlike its competitors – also as a “fastback” saloon.

Whichever version you choose, the EV4’s design is at its most divisive at the rear.

Of the two, the hatchback’s design is the more convincing, while the fastback is just odd, and that’s being charitable. The overhang is massive and there are boomerang-shaped LED tail lights. It may be Kia’s most aerodynamic EV ever, but it’s just not quite right. Judge for yourself.

In terms of size, the EV4 hatchback is about the same size as a Ford Focus or Vauxhall Astra, while the fastback is 30cm bigger, making it longer than an EV6.

I admire car companies that dare to be different, but frankly I can’t imagine why someone would choose the fastback over the hatchback.

Interestingly, globally the fastback is expected to be the more popular version, but in the UK as many as 85% of customers will choose the hatchback.

Perhaps the only positive is that the fastback’s boot is an impressive 490 litres, compared to the hatch’s 435 litres.

Just like the rest of Kia’s EV range, the EV4 is offered in three trim levels (Air, GT-Line and GT-Line S).

Priced from £34,695, the entry-level Air hatchback is available with either a 58kWh battery or a larger 81kW pack, while the GT-Line and GT-Line S models are only be offered with the larger battery.

All versions of the EV4 have a single, front-mounted electric motor that delivers 201bhp and 209lb ft of torque.

That results in a decent 0-62mph time of 7.5 seconds in the lighter hatchback with the smaller battery. Upgrade to the bigger battery and that climbs to 7.7 seconds, while the GT-Line or GT-Line S trims nudge that figure up to 7.9 seconds.

The fastback is only available in GT-Line or GT-Line S trims and also takes 7.9 seconds to complete the 0-62mph sprint.

Range varies from a claimed 273 miles in the 58kWh hatchback to 388 miles in the 81kW hatchback (Air trim with 17-inch wheels) – the first time a Kia EV has offered a range of more than 380 miles on a single charge. The fastback tops out at a still impressive 380 miles.

If you’re familiar with Kia’s recent interior design, the EV4’s is much the same. Up front it’s uncluttered, yet user-friendly, with a triple-screen layout consisting of a 12.3-inch digital instrument cluster behind the wheel, another 12.3-inch screen for the infotainment, and a 5.3-inch display between the two for climate controls.

It’s just a shame that climate section is slightly obscured by your hand when holding the wheel.

Thankfully, it’s not totally minimalist, like some rivals, so there are some buttons and you can adjust the wing mirrors without having to delve into the central touchscreen!

However, the driving position is a bit perched for my liking (I’m 5’11”) even at its lowest setting, the steering wheel would benefit from more adjustment and the left footrest could be closer.

There’s a huge amount of legroom at the back in both versions, which is just as well because there’s no room to stick your feet under the driver’s seat if it’s fully lowered.

Headroom in the hatchback is good, but passengers over six-foot will struggle in the fastback with its dramatically sloping roofline.

The fastback also has a narrower rear window, but even that doesn’t massively affect rear visibility.

Overall, it’s well equipped, there are plenty of soft-touch surfaces inside the cabin, the build quality is as good as ever, and the doors close with a satisfying clunk.

On the road, the EV4 feels wide at first, but you soon get used to it.

As you’d expect from those acceleration figures, it’s no slouch off the line, while the steering is light and the brakes are nicely progressive (not a given with hybrids and EVs).

The suspension set-up will be on the firm side for some, but it’s comfortable for the most part – even if it has a tendency to thud over really poor surfaces.

It’s probably at its best on motorways and fast A roads, where it feels smooth and refined, and there’s very little in the way of wind and road noise.

And while it’s capable and composed on more challenging roads, with plenty of grip and good body control, it’s hardly exciting.

Additionally, there are Snow, Eco, Normal and Sport drive modes accessed via a button on the steering wheel. As ever, default Normal offers the best blend of power and efficiency, though Sport is fun for short bursts.

You can also adjust the regenerative braking via paddles behind the wheel – great for clawing back charge while coasting to a halt or on downhill stretches of road.

Despite the weight and length difference, there’s little to choose between the hatchback and fastback on the road.

Ultimately, the EV4 doesn’t quite deliver the kind of driver involvement bonus you’d expect from a hatchback or saloon over an SUV.

When it comes to charging, a 10-80% battery boost takes 29 minutes (31 minutes for long range) when plugged into a 150kW DC fast charger – or 5hrs 20mins via an 11kW AC charger (7hrs 15mins for the bigger battery).

It’s efficient too. I achieved as much as 4.2 miles per kWh, which is good going. I’d say the real-world range of the larger battery models is an impressive 300 miles-plus.

As ever with a Kia, the EV4 comes with a generous seven-year/100,000-mile warranty.

Verdict: If you’re not a fan of SUVs, then the all-new Kia EV4 could be the electric vehicle for you. Not only do you get a choice of hatchback and fastback body styles, but an impressive long range, a spacious interior, comfortable driving experience and competitive pricing.

Kia UK

1964 GTO: MUSCLECAR OF THE YEAR

1964 was all about the birth of the big-engined midsize car with youth market appeal, showcased by the 1964 Pontiac GTO: MUSCLECAR OF THE YEAR.

Pontiac called it “A Device For Shrinking Time & Distance.” Enthusiast automotive writers and magazine editors called it a “Supercar”. The “Musclecar” descriptor came later. And, from coast to coast, enthusiasts flocked to Pontiac dealers to see the new GTO, an option that breathed life into a Tempest. Pontiac – not Ford, Chevy, or Plymouth – essentially created the option that ignited the Supercar Revolution and an almost cult-like movement. The Pontiac GTO’s extensive performance, comfort, and convenience “menu” was the envy of the industry. It was the Supercar for all seasons – and reasons.

Because the GTO became an overnight sensation, fiction often gets in the way of reality when discussing responsibility for its concept and creation. Pontiac’s primary players were Pete Estes, General Manager, and John DeLorean, Chief Engineer. DeLorean’s staff included several racing enthusiasts. The concept of installing a 389-inch engine from a full-size Pontiac into a Tempest evolved from meetings DeLorean had with two performance-savvy individuals – Bill Collins and Russ Gee, who headed the Experimental Engineering Department. One of the key meetings, however, was not about creating a high-performance street car. It dealt with building a slightly longer wheelbase Tempest to replace the NASCAR Super-Duty 421 stockers that had become history!

Gee revealed that since 326 and 389 engines shared the same motor mounts, a 389 could be shoehorned into a Tempest in about a half-hour. With NASCAR in mind, Russ Gee’s team built a ’63 Tempest 389 prototype with a three-inch longer wheelbase – 115 vs. 112 inches. It worked, and it was fast. But DeLorean couldn’t find any support for stock car racing at Pontiac. All efforts shifted to creating a product that would appeal to performance enthusiasts, preferably young ones. That proved to be a far better route, resulting in their effort becoming the 1964 GTO: MUSCLECAR OF THE YEAR.

During the discussion of a unique 389-engined Tempest, Jim Wangers, above, right, who was a successful Pontiac drag racer and account executive at Pontiac’s advertising agency, McManus, John & Adams, got involved. He also had a relationship with Ace Wilson, owner of Royal Pontiac. Wangers presented youth-market-targeted GTO concepts to Pete Estes. Estes passed them along to DeLorea,n and the 389 Tempest GTO program was greenlighted. Ferrari originally used the model designation GTO – Grand Turismo Omologato – for its 250 GTO. It means that the vehicle meets the standard specifications for racing in the Grand Touring category.

STREET MUSCLE Magazine’s Jim Campisano blogs about what really made the GTO so special and successful:

The story of how the 1964 Pontiac GTO came to be is well known, as is its impact on the performance car market. What is less discussed is what made the GTO so special. Why did teenagers, 20-somethings, and even 50-year-olds get weak in the knees for a midsize GM car?

Part of it was timing. People were ready for something different. Cars had been getting bigger and bigger, and not everyone wanted the hassle of a full-size automobile. Younger people, especially the first crop of baby boomers who were getting their licenses at the time, didn’t want the same old machines their parents drove. They wanted something smaller, faster, sportier. The 1964 Pontiac GTO filled that niche. Heck, it created it.

Continue reading 1964 GTO: MUSCLECAR OF THE YEAR @ https://www.streetmusclemag.com/features/car-features/1964-pontiac-gto-what-made-the-great-one-so-special/

Bentley announces hot Supersports edition of the Continental GT

Feast your eyes on the mighty new Bentley Supersports – billed as the “most driver-focused Continental GT ever”.

A century after the birth of the first Bentley “Super Sports”, which was the first Bentley capable of exceeding 100mph, the nameplate returns for only the fourth Supersports model in the luxury car company’s history.

The new Bentley Supersports brings rear-wheel drive and sub-two-tonne weight to the Continental GT for the first time.

Under the bonnet is a non-hybrid twin-turbo 4.0-litre V8 producing 657bhp and 800Nm of torque with power fed through an eight-speed double-clutch gearbox to the rear wheels only.

The 0-62mph sprint will be dispatched in 3.7 seconds, and the Supersports will top out at 192mph, though Bentley says the car’s improved dynamics are more important than the headline figures.

Carbon ceramic brakes, new 22-inch lightweight forged wheels developed with Manthey Racing and an Akrapovič full-length titanium exhaust system are standard, while Pirelli Trofeo RS tyres are available.

The exterior represents the most purposeful Continental GT ever, with a series of form-following-function developments to maximise downforce and save weight.

A new front bumper integrates the biggest front splitter ever fitted to a Bentley road car, feeding cooling air to the engine and front brakes.

Aerodynamic aids include carbon fibre dive planes, side sills and a rear diffuser, plus a fixed rear wing.

The weight saving regime extends to the roof, which is now a carbon fibre panel to also lower centre of gravity whilst maintaining structural stiffness.

Inside, the two-seat cabin features new sports seats, positioned lower in the car, with the rear cabin environment replaced with a carbon fibre and leather shell.

“The new Supersports is more than just the most driver-focused Bentley yet,” said Bentley’s Chairman and CEO, Dr Frank-Steffen Walliser.

“It signifies a return to Bentley making more extreme cars – ones that combine extraordinary breadth of ability with true driver engagement, while remaining pieces
of automotive artwork unique and bespoke to each customer.

Bentley has always thrived when revealing a more daring side, and the new Supersports is a statement of our intent while celebrating 100 years of the name.”

No official word on the price, but we wouldn’t expect there to be any change from £400,000.