
Popular CarFest event to return to Paisley town centre
Young visitors can enjoy a free Children's Grand Prix, bumper cars, a tea cup ride, and a kart simulator.
(Image: Supplied) Other free attractions include face painting and a balloon modeller.
Visitors can also look forward to live music and a town centre market.
Read more:
'Established' & popular retailer announces closure of Glasgow Fort store
Greggs store closes temporarily - here's why
Popular Grammy-award-winning singer announces Glasgow gig
Elaine Templeton, chair of Paisley First, said: "We're thrilled that Paisley's CarFest is returning to the town centre, it's a firm favourite with locals and visitors alike.
"And with a great market showcasing our fantastic local businesses and lots of free activities for the kiddies, there really is something for everyone."
(Image: Supplied) Willie Chrystal, of MaxSafe Training, said: "CarFest is one of the highlights of the car enthusiast's yearly calendar.
"CarFest has been a favourite in Paisley since 2017 and has been bringing owners and petrolheads together ever since.
"It's a great start to the summer."
The cars will be on display at various locations, including The Cenotaph, High Street, Moss Street, County Square, and Gilmour Street, from 10am until 4pm on June 14.
For more information, visit www.paisleyfirst.com.
Hashtags

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles


The Herald Scotland
14 hours ago
- The Herald Scotland
Trump's Japan trade deal doesn't even help US car companies
President Donald Trump's latest trade deal with Japan serves to demonstrate how little administration officials actually understands what they are doing in the trade policy arena. Tariffs are bad policy - and Trump's tariffs are being implemented in the most chaotic manner possible. Trump's trade policy doesn't even give US car companies a leg up Proponents of tariffs love to claim that their policies will incentivize domestic production, but the reality is that they add additional burdens to domestic producers. The Japanese trade agreement spans many sectors, but this idea can be seen clearly in the automotive industry. American car manufacturers are charged tariffs of 25% on imported parts and 50% on imported aluminum and steel. The costs of tariffs on importing components and raw materials essential to vehicles only serve to drive up production costs for those companies doing what Trump wants, building in America. Opinion: Republicans accused Biden of trying to bribe voters. Now they're doing the same. These tariffs have already collectively cost domestic producers billions of dollars. Ford alone lost $800 million to tariffs in the second quarter and expects to lose $2 billion this year. Ford has rather admirably taken on a great portion of the costs of these tariffs themselves rather than raising prices, but because of that, tariff policies have resulted in Ford's first quarterly loss in two years. That isn't sustainable. Opinion alerts: Get columns from your favorite columnists + expert analysis on top issues, delivered straight to your device through the USA TODAY app. Don't have the app? Download it for free from your app store. Not only are these tariffs costing domestic producers money, but they are also disadvantaging them against foreign competition. Japanese car companies face a tariff of just 15%, thereby further incentivizing the import of Japanese cars over domestic production. This rate is also notably lower than the 25% rate on vehicles coming from Mexico and Canada, both of which produce vehicles for American car companies. There's an even greater irony in that fact because Japanese manufacturers, such as Toyota, have announced expansions to their already existing U.S.-based manufacturing plants. It turns out that continuing production in Japan will be better. Tariffs are bad - but Trump's aren't even doing what he claims The backward effects that tariffs are having on domestic car production are a perfect example of how dysfunctional this administration's policy is on the issue. Even the tariffs that are put into effect don't achieve what they purport to. Opinion: I'll never have a car payment. Here's my secret. In the case of cars, they are doing the opposite, giving manufacturers from a foreign nation an artificial leg up over American ones. In this case, the disparity is a result of negotiated deals taking place at different times. Trump is rewarding Japan by coming around to make a deal before both Mexico and Canada. Another area of concern is the sudden and unexpected shock of tariffs, often with little advance notice to the impacted industries. Tariffs don't make sense, but they make even less sense when there is no phase in the window in which companies can change their manufacturing practices to avoid them. Nor can any company be faulted for not rapidly changing any of their practices, given the fact that Trump's tariff policies have changed by the week, or sometimes even by the day. The volatile nature of these policies has made it impossible for any affected parties to make reasonable decisions going forward. This administration's dysfunctional approach to tariffs has resulted in a headache for everyone involved. While everyone suffers, domestic producers end up getting the short end of the stick. None of this is good. Dace Potas is an opinion columnist for USA TODAY and a graduate of DePaul University with a degree in political science.


Spectator
a day ago
- Spectator
Do motorists really need this car finance payout?
It was, at least, far better than the City feared. Shares in banks and finance houses such as Lloyds and Close Brothers were soaring on the London market this morning after the Supreme Court rejected claims that they potentially owed tens of billions in mis-sold car finance. Instead, they are likely to get away with a mere £9 billion to £18 billion instead. But this still doesn't address a pretty important question: it is not really clear why Britain's motorists deserve a few billion from the banks. All it is doing is putting us on a slippery slope to an out-of-control compensation culture. After the markets closed on Friday, the Supreme Court surprised the City by finally making a sensible decision. It rejected the bulk of the claims that the main banks and finance houses had mis-sold millions of car finance packages by not fully disclosing the commission paid on the deals. It ruled, perfectly reasonably, that the terms were mostly set out in the small print, and, anyway, anyone buying a car already knew that the trade, to put it politely, has never been famous for its scrupulously fair dealings with customers, so people should have checked what they were signing. These claims could have run to £40 billion or more. On the news, Lloyds shares jumped by 8 per cent, and Close Brothers by 34 per cent. It was a relief for shareholders – and also for the government, which could hardly afford to bail out any lenders who might be bankrupted by the payouts. The trouble is, the Financial Conduct Authority is now planning a more limited compensation scheme to cover cases where commissions and interest on car loans were excessively high. It could still cost between £9 billion and £18 billion, with motorists getting around £950 each. Given that almost everybody who buys a car uses some form of finance scheme, it could provide a useful bonus for millions of families. A lot of holidays will be paid for with the spare cash. And yet, it is very hard to see the point. After all, the payout won't be very significant to any individual. In reality, many of the complaints are widely inflated by ambulance-chasing lawyers and claims management companies who rake off huge fees. The problem for the UK is that we are fast developing an American-style system of mass consumer litigation, with all the expense and uncertainty that creates, but without the American levels of productivity and innovation to make up for it. It is the worst of all worlds. The £950 handed out to motorists won't make much difference to any of them. But it will make the UK a far worse place to run a finance business – and that matters far more.


Daily Mirror
3 days ago
- Daily Mirror
Huge car brand returning to the UK selling all EV line-up only available in four countries
The legendary manufacturer's return to Great Britain signals the accelerating evolution of the automotive industry, with petrol-guzzling muscle cars making way for emission-free automobiles An iconic name in the automotive world is making a clean break from its past and gearing up for a major return to the UK market following an eight-year absence. American luxury brand Cadillac, which has long been associated with big V8s and bold design, will be offering a lineup of fully electric vehicles when it relaunches on British soil. Cadillac's return is a bold move by General Motors (GM), which established its European headquarters in Zurich back in 2021 as part of a renewed continental push. The first UK-bound model will be the Cadillac Lyriq, a premium all-electric SUV retailing at around £68,000, that has so far only been available in Switzerland, France, Sweden and Germany. It comes after UK drivers were warned over 'avoiding' road instead of having to follow new rule. According to CEO of GM Europe, Pere Brugal, the brand will focus solely on electric vehicles, with the UK being one of its key markets going forward. He told Autocar: "It is one of the [markets] that we're focusing on right now." While the UK release date hasn't yet been revealed, the CEO did confirm the Lyric will be available soon after final testing is completed in Ireland, and that Cadillac is aiming to launch in the UK with at least two models. But Mr Brugal declined to confirm which ones will be joining the Lyriq, saying: "We want to make sure we launch not only with one model portfolio. We want to make sure we launch with at least a two-model portfolio." The specifications of the Lyriq are impressive — the entry-level version offers a range of around 330 miles and generates 520bhp. Those wanting an extra boost can choose the performance-focused top-tier model, which increases power to 606bhp. However, as Mr Brugal pointed out, launching in the UK is not just about shipping cars across the Atlantic. The ability to import Cadillac's growing portfolio will depend heavily on the alignment of emission regulations and safety standards between the US and Europe. "If the regulations between the US and Europe harmonise, it will make our life easier," he explained. "We will bring a lot of benefit to the final customer, because that will increase the range of options.' He also noted the possibility of designing a bespoke GM model specifically for European tastes. Unlike previous Cadillac ventures in the UK, the relaunch will eschew traditional dealership networks. Instead, the all-electric models will be sold using an online-based model, supported by pop-up 'experience' centres inviting customers to see, drive and configure their cars. This strategic attempt to modernise the buying experience mirrors the approach used by other EV manufacturers such as Polestar. As the Lyriq prepares to hit UK roads, Cadillac's all-electric resurgence signals not just the return of an iconic brand, but also the accelerating evolution of the automotive industry, with tradition giving way to innovation and petrol-guzzling muscle cars making way for emission-free automobiles.