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McMurtry Spéirling: $1.1M EV Hits 60 MPH in 1.38 Seconds
McMurtry Spéirling: $1.1M EV Hits 60 MPH in 1.38 Seconds

Auto Blog

time6 hours ago

  • Automotive
  • Auto Blog

McMurtry Spéirling: $1.1M EV Hits 60 MPH in 1.38 Seconds

View post: Aston Martin Valhalla: This Is What a $1M Hypercar Should Look Like View post: Tesla's New Model 3+ Promises More Power and Nearly 500 Miles of Range This Is Not Science Fiction Imagine an electric track car that blasts to 60 mph in 1.38 seconds, generates 2,000 kg of downforce at zero speed, and carries a $1.13 million price tag. That's the McMurtry Speirling. Every stab at the throttle plants you firmly in your seat like Maverick's Tomcat. Few machines on earth deliver this kind of visceral thrill — and the Speirling isn't just for pro drivers. Although, budget-friendly? Only if you consider a small South Pacific island budget-friendly. Performance and Drivability Insights The McMurtry Speirling detonates off the line, eclipsing top-tier EV hypercars. It rockets from 0–60 mph in 1.38 seconds, thanks to 1,000 hp and a 1,000 kg curb weight — an unrivaled power-to-weight ratio . By comparison, the Tesla Model S Plaid takes 2.0 seconds and weighs 4,766 lb. Steering feels razor-sharp. The rack-and-pinion setup relays every surface detail without twitchiness. Suspension grips aggressively through pitch and roll, then soaks up track bumps with race-car poise. Fan-powered downforce pushes cornering g-loads past 3Gs, yet transitions stay smooth and predictable. Real-World Usability and Design Notes The Speirling's cabin serves a single driver. A carbon-fiber monocoque and closed cockpit offer motorsport-grade safety. You get an adjustable steering column and pedals — but no infotainment screen, just critical lap data. Expect a 60 kWh pack built around Taiwanese cell maker, Molicel. It uses Molicel's P50B cylindrical cells with, one of the first silicon-carbon anode EV batteries on the market that has every chance of being the next big thing. This Molicel pack recharges in 20 minutes at 600 kW and delivers roughly 25 minutes of full-tilt lapping. On public roads, aggressive regen and the lightweight design yield about 50 MPGe. That 50 MPGe beats the fuel economy of mainstream hybrids like the 2025 Toyota Prius Eco at 56 mpg combined, or the 2025 Honda Insight at 52 mpg combined. Unlike these small hybrids, though, noise does climb past 120 dB when fans spin up, so ear protection earns its keep. Storage and comfort take a back seat to performance, and the $1.1 million sticker guarantees exclusivity. Silicon-Anode Battery Tech Using silicon anodes boosts energy density up to 40% over graphite and cuts charge times in half. There is even some industry talk of 90-second 0-100% EV charging. Molicel deploys US-made Group14's SCC55® material under license, pairing Taiwan's cell-assembly expertise with advanced silicon chemistry. Verdict: Daily Grind Meets Enthusiast Thrill The McMurtry Speirling feels like sprinting alongside supercars — but leaving them in the dust. It won't haul groceries or connect to Bluetooth, but it delivers fan-driven grip and lightning reflexes. You trade creature comforts and cargo space for pure, unfiltered performance. This car is incredible. Its speed is out of this world. But the battery tech is where we need to be watching. Consider this almost hypersonic EV as the runway model for future EV batteries. Getting this silicon battery tech out to a larger market solves energy density and therefore range and charging anxiety, and would spark a new age for EVs. For the enthusiast who lives for tactile feedback, track precision, the world flying past at breakneck speed, and the world's first silicon-carbon battery EV, the Speirling stands alone. About the Author Brian Iselin View Profile

Toyota Prius Generations Overview: From Bland To Grand
Toyota Prius Generations Overview: From Bland To Grand

Auto Blog

time10 hours ago

  • Automotive
  • Auto Blog

Toyota Prius Generations Overview: From Bland To Grand

By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. View post: Aston Martin Valhalla: This Is What a $1M Hypercar Should Look Like Toyota's thrifty hybrid has come a long way While hybrid sales are soaring today, that wasn't always the case. Early hybrids often had gawky styling and were woefully underpowered, whereas today, you can find any number of stylish, affordable hybrids. The Toyota Prius was the first mass-produced hybrid, and its evolution is a microcosm of the hybrid segment in general. Once little more than a statement for eco-consciousness, it has flourished into a genuinely desirable compact. Here's a closer look at all five Prius generations, with a focus on the normal Prius, not the smaller Prius C hatchback or larger Prius V that used to be on sale. The Ford Mach 4 could be the brand's first sedan since 2020 Watch More First-Generation (NHW11) Toyota Prius A few years after launching in Japan, the first Toyota Prius arrived in the United States and was produced between the 2001 and 2003 model years. Unlike later Prius models, this first-gen model was a small sedan. Power was derived from a 1.5-liter four-cylinder engine producing just 70 horsepower, and the electric motor added another 44 hp, but quick the original Prius was certainly not. From the start, though, it was extremely efficient, managing 42/41/41 city/highway/combined. Digital readouts for the speed and infotainment gave the interior a high-tech look back in the day, while build quality was typically Toyota solid. At just under $20k, the first Prius followed the Honda Insight as an economical hybrid for the masses. It didn't attempt to set new standards for style or performance, but its efficiency was unbeatable. Second-Generation (XW20) Toyota Prius The second-generation Prius was produced between the 2004 and 2009 model years. Improved in every aspect, it became a liftback design positioned between the Corolla and Camry. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Under the skin, the XW20 introduced a new 1.5L four-pot and electric motor that produced 110 combined horsepower, paired with a CVT. Efficiency was up to 48/45/46 mpg, and it had an impressive range of 547 miles. Performance was better but still meek, with over 11 seconds required to get from zero to 60 mph. A spacious interior that looked futuristic for the period was another plus point for this Prius generation, which underwent a light facelift for the 2006 model year. Sales of the XW20 were much better than the first version, and it's this Prius that became a status symbol for the environmentally-conscious group – or, quite simply, those who wanted to appear environmentally-conscious. Third-Generation (XW30) Toyota Prius Toyota Prius 2010 Toyota Prius 2010 Produced between the 2010 and 2015 model years, the third-gen Prius continued with the liftback body style of its predecessor. It still looks quite odd, but the unique body did help give the car a low drag coefficient of just 0.25 Cd, which obviously came with efficiency benefits. A new 1.8-liter four-cylinder engine and electric motor duo combined for 134 hp, while a CVT and front-wheel drive were still standard. Efficiency once again dominated, with the 2010 Prius capable of returning 51/48/50 mpg, and its range was now almost 600 miles. Toyota also sold the smaller, reliable Prius C hatchback from the 2012 model year, which could manage 53/46/50 mpg. For the 2012 model year, a plug-in hybrid version of the Prius was introduced. This one could hit 95 MPGe/50 mpg combined, but the all-electric range was only 11 miles. And, whereas today's plug-ins are almost always more powerful than normal hybrids, the original Prius PHEV still made just 134 hp. Inside, Toyota freed up more cargo space, materials used were nicer, and advanced options like radar cruise control and a solar roof became available. Fourth-Generation (XW50) Toyota Prius On sale between the 2016 and 2022 model years, the fourth-gen Prius saw further advances to the car's battery and electric motor technologies, all aimed at setting new standards for efficiency. The standard model's 1.8L four-pot and electric motor combine for 121 hp, which is actually less than the outgoing model, so it still needs well over 10 seconds to reach 60. Power went to the front wheels via a CVT as usual, but the XW50 eventually introduced the first AWD Prius in late 2018, with an electric motor powering the rear wheels but still failing to turn the Toyota into an exciting performer in any way. In Eco guise, this Prius managed 58/53/56 mpg, while the AWD variant got up to 50 mpg combined. The updated Prius Prime plug-in hybrid really began to distance itself from the normal Prius with this generation, as its all-electric range was now up to 25 miles. Efficiency was up to 133 MPGe/54 mpg combined. For 2019, Toyota introduced a facelifted model that toned down the original XW50's gawky styling. As we'll see in our next entry, this was the last of the Toyota Prius generations with awkward styling. Fifth-Generation (XW60) Toyota Prius After four generations of highly efficient but slow and oddly-styled Prius models, Toyota changed everything when the all-new, current iteration arrived for the 2023 model year. Although still a hatchback, the current Prius is considered one of the best makeovers in modern car design history. It's still a hatchback, but there's a cohesion and Lexus-like premium aura to the new look that no previous Prius came close to. Inside, it's still a high-tech affair with dual screens and the latest infotainment, but rearward visibility is still not great, and the sleeker roofline eats into headroom somewhat. The powertrain is a revelation compared to the older Prius. A new 2.0-liter four-cylinder engine and electric motor combination makes 194 hp in FWD models and 196 hp in AWD versions. Despite being so much more powerful, efficiency is still exemplary at up to 57/56/57 mpg. The new Prius plug-in hybrid is properly quick, courtesy of a new 220-hp powertrain. It can also go up to 45 miles on electric power alone, while efficiency is 127 MPGe/52 mpg combined. In fifth-gen form, the Prius is a perfect representation of how far hybrids have come. They no longer appeal to a niche audience or require futuristic styling to let everyone know what it is you're driving. Rather, hybrids are now considered as commonplace as any other gas car, just with superior efficiency. And the Prius is finally a car you won't buy for its efficiency alone. FAQs What generation Prius is the most reliable? Being a Toyota, any Prius has the potential to last for many years. However, the fourth-gen model has good ratings and fewer recalls than earlier Prius models. What model year is a gen-4 Prius? The fourth-gen Prius was manufactured between the 2016 and 2022 model years. What year of the Prius is one to stay away from? The 2010 Toyota Prius from the third generation looks like a troublesome one, as it has the most issues on Car Complaints. Excessive oil consumption was the leading problem faced by owners of this particular model. About the Author Karl Furlong View Profile

The challenges Pirelli faces developing all-new 2026 F1 tyres
The challenges Pirelli faces developing all-new 2026 F1 tyres

Yahoo

time11 hours ago

  • Automotive
  • Yahoo

The challenges Pirelli faces developing all-new 2026 F1 tyres

The 2026 revolution in Formula 1 doesn't just involve new cars and a different engine formula. It also includes an entirely new generation of tyres - an element that plays a crucial role in modern F1. Initially, the FIA wanted to switch to 16-inch for 2026 to reduce weight, but sole tyre supplier Pirelli opposed this for several reasons, including road relevance. As a result, F1 will stick with 18-inch tyres, but the new wheels will be narrower and have a slightly smaller diameter as well, which should still contribute to weight savings in 2026. Mule cars not fully representative of F1 2026 machinery Next year's tyres will feature an all-new construction and new compounds. Extensive testing is in full swing, most recently with Aston Martin and Sauber at Silverstone. However, it's a complicated process, as Pirelli can't test its new tyres on 2026-spec cars and has to rely on 'mule cars' - modified cars under the current set of regulations that are adapted to simulate the 2026 characteristics. Pirelli admits they are not truly representative of next year, and as such, developing the new 2026 tyres is to some extent a leap into the unknown. Gabriel Bortoleto, Sauber, Pirelli test Silverstone 'I'm satisfied with the development so far, but of course, there are a lot of question marks,' Mario Isola, head of Pirelli Motorsport, told 'First of all, that's related to the car. We are using mule cars. Teams are doing a good job in trying to give us a car that is as representative as possible, but they are still current cars. 'It means they are cars with a different aero package and a different level of downforce as well. Actually, we estimate that the downforce they are generating is higher compared to what we'll have next year. 'This means that it's a bit difficult for us to have a range of compounds that is perfectly centred across the performance of the car. 'If the car is stressing the tyres more or less compared to what you expect, then of course there's a risk to go too aggressive or too conservative with the tyres, because you don't have a clear idea on what you will find in 2026.' Still, Isola sees reason for optimism based on past experience: 'In 2021, when we were developing the 18-inch tyre, and it was working quite well in 2022. Mario Isola, Racing Manager, Pirelli Motorsport, on the grid 'During the first year with the new cars, we didn't find any major changes that were needed on the tyres.' 'Obviously, fine-tunings are always necessary, so I'm still expecting a tyre in 2027 that is different from the one in 2026,' added Isola, expecting there to be a better understanding of the new regulations once they are in effect for a year. A calculated guess for 2026? Until then, Pirelli must to some extent make a calculated guess based on various parameters and sources of information that it can look it. The mule cars are one of them, but can't be trusted as an absolute benchmark. 'We cannot just rely on our tests with the mule cars,' added Isola. 'We need to cross all the information that is coming from the track with simulations from the teams, what their simulators say about 2026, our virtual model and a thermomechanical model of the tyres. 'So, it's quite a lot of work together with our modelling department, R&D, the testing department, material department and many more elements. 'We've also found differences between the mule cars, each team is preparing a mule car in a different way.' Lando Norris, McLaren during Pirelli test To simulate the reduced downforce levels of 2026, teams run significantly less wing than they normally would on a given track - but that's not the only adjustment for the tests. 'No, it's not just about the wings,' said Isola, 'because they have to change the ride height as well, given the new tyres are lower in diameter. 'So, they made some modifications to the cars that are allowed by the FIA in order to give us the most representative mule cars. 'But as I said, we still found differences across the teams. It's useful for us to test with all the teams to get a complete picture and also to get a good idea about the differences across all mule cars. 'But to return to your initial question: overall, we're quite happy with the progress, and we believe that we can have a well-balanced product in 2026.' Testing of the 2026 tyres will continue on 5-6 August at the Hungaroring, followed by additional sessions in Monza, Mugello, and Mexico City. To read more articles visit our website.

Lance Stroll Destroys 2026 F1 Regulations in Brutal Rant
Lance Stroll Destroys 2026 F1 Regulations in Brutal Rant

Newsweek

time17 hours ago

  • Automotive
  • Newsweek

Lance Stroll Destroys 2026 F1 Regulations in Brutal Rant

Based on facts, either observed and verified firsthand by the reporter, or reported and verified from knowledgeable sources. Aston Martin Formula One driver Lance Stroll has ridiculed the 2026 F1 car and new regulations, calling the whole exercise a "science project" championship. For the first time in the history of premier class racing, cars will run on 50 percent electric power starting next year, with the other half coming from a conventional internal combustion unit powered by sustainable fuels. 2026 marks the year when F1 enters a new era of regulations. The cars will be lighter and slightly more compact than the current ground effect cars. The 2026 car has been designed to promote closer racing that supports easy overtaking. One of the most standout features will be active aerodynamics on both the front and rear wings, which will replace the current Drag Reduction System. The active aerodynamics will reportedly feature two modes: X-mode for drag reduction on the straights and Z-mode for increased downforce on corners. A manual override system will provide the extra electrical energy for a power boost while overtaking. However, there has been much skepticism from several F1 personalities about whether the cars will enable close racing, especially when they run out of electric energy during races. Stroll expressed his disappointment with the new regulations. He said: Aston Martin's Canadian driver Lance Stroll drives during the first practice session at the Red Bull Ring race track in Spielberg, Austria, on June 27, 2025, ahead of the Formula One Austrian Grand Prix. Aston Martin's Canadian driver Lance Stroll drives during the first practice session at the Red Bull Ring race track in Spielberg, Austria, on June 27, 2025, ahead of the Formula One Austrian Grand Prix. ERWIN SCHERIAU/APA/AFP/Getty Images "We'll get a bit of an idea in the test and then in Australia, but the regulations, I think, are a bit sad. "I have driven it in the sim, and that's why I'm a bit sad. It is a shame that in Formula 1, we're taking the path of electric energy, and we've had to take all the downforce off to support the battery power. "It would just be fun to see some light, nimble, fast cars with lots of downforce, and just to simplify the whole thing a little bit, so less of an energy battery championship science project and more of a Formula 1 racing championship. "So I don't love the idea of the new regulations, and I think a lot of the drivers can agree on that, and I don't think some of them can talk about it for political reasons. "It is exciting to think about cars that can scream a little louder, be lighter and just not depend or focus so much on energy or batteries or the power train, that is not very racey." Stroll's concerns could be valid, and it is likely that F1 and its governing body, the FIA, agree with the general feeling. FIA president Mohammed Ben Sulayem admitted that the current cars are complicated and expensive to develop. Thus, the sport could revert to V8 engines by 2029. He said: "The current engine is so complicated, you have no idea, and it is costly. R&D [research and development] is reaching $200 million, and the engine is costing approximately $1.8m to $2.1m, so if we go with a straight V8, let's see. "Many of the manufacturers produce V8s in their cars, so commercially it's correct. How much is it? You drop it. The target is more than 50% in everything." "To us, the V8 is happening. With the teams now, I'm very optimistic, happy about it. FOM [Formula One Management] are supportive, the teams are realising it is the right way. "We need to do it soon... you need three years, so hopefully by 2029 we have something there, but the fuel is also very expensive, and we have to be very careful with that. Transmissions are very expensive."

‘Green shoots' or coalmining past? Welsh town reacts to Labour and Reform's visions for future
‘Green shoots' or coalmining past? Welsh town reacts to Labour and Reform's visions for future

The Guardian

time21 hours ago

  • Automotive
  • The Guardian

‘Green shoots' or coalmining past? Welsh town reacts to Labour and Reform's visions for future

'It's sad. I think it killed the town,' says Debbie, sitting in a cafe in Bridgend and recalling the closure of Ford's south Wales engine plant almost five years ago. 'There were lots of men and women working there at the end.' During its 40 years of operations, workers at Bridgend Ford produced 22m engines for Ford, Volvo and Jaguar cars, before it closed quietly in September 2020 during ongoing Covid restrictions. Debbie's husband was one of 1,700 people who worked for the biggest employer in the town, located between Cardiff and Swansea, when the factory's closure was announced in 2019. After about 30 years of service, he took early retirement in his late 50s when he received his redundancy payment. At the time, many other Ford workers pinned their hopes on taking their skills to a car plant planned for a neighbouring industrial estate by the chemicals company Ineos, where it intended to build its Grenadier 4x4 vehicle. However, the company owned by billionaire Brexit-backer Sir Jim Ratcliffe subsequently cancelled the development, opting to build the 'British' vehicle in France. 'Ford workers still meet up,' says Debbie, highlighting the ongoing feeling of community. However, the closure led to the workforce scattering to various other employers – including carmaker Aston Martin's plant at nearby St Athan – while others retrained. Coming up for five years later, the Ford site is still empty, but an industry of the future has big plans. The US-based datacentre company Vantage bought the land for a reported £27.5m in 2024, the biggest industrial transaction in south Wales last year. In recent weeks it has submitted a planning application to the council to build a huge datacentre complex on the site, representing a multibillion-pound investment. 'We recognise the importance of industry in Bridgend,' says Vantage in its application, stating that the cluster of 10 datacentres will 'lay the foundation for future prosperity and regional economic regeneration'. Future prosperity may, however, be some way off. Subject to gaining planning approval, Vantage intends to start construction early next year, and will build the complex over three phases up to 2040. Once operational, it is pledging 600 full-time jobs on site, with a further 350 in the supply chain. It says the average salary of Vantage employees is £75,000, more than double the average salary in Bridgend, or Wales. The company, backed by a consortium of investors including DigitalBridge Group, Silver Lake, Australian Super and others already operates one datacentre 30 miles east along the M4 motorway at Newport and has received planning permission for another in the Vale of Glamorgan. Vantage writes in its planning statement to the council that these three locations would 'form the cornerstone of a Welsh cloud region'. A company spokesperson said its expansion in south Wales was linked to 'many factors … from the availability of land, power and skilled labour to the support of the local councils and national government, and customer demand'. The company also estimates the development will help the town by generating £8.3m a year in business rates for the local authority, although in Wales these are pooled between councils and distributed centrally. More money for the area would clearly be welcomed by locals, many of whom bemoan the state of public services. On a sweltering weekday morning, groups of retired women are dodging soaring temperatures inside Bridgend's Aroma cafe. Many are former colleagues meeting for regular coffee catch-ups, where the lack of local public transport or the disappointing state of Bridgend's town centre with many vacant stores are common themes. 'It's all right if you vape, or want a Turkish barber,' says Susan, sitting at one of the tables. 'You don't come into town if you want an outfit.' Many in Bridgend feel they have heard promises from large companies before. While the town itself was never home to heavy industry, the surrounding region relied on it, and the Tata steelworks at Port Talbot is just 14 miles up the road. When Ford opened in 1980, the area was already home to dozens of car parts companies and it was hoped the automotive sector would take the place of a declining coal industry, which employed 250,000 in Wales at its peak. Significant numbers of Welsh miners took part in the 1984-85 miners' strike, led by Arthur Scargill and the National Union of Mineworkers. While the action ultimately failed to prevent pit closures, it left a lasting legacy in Wales's coalmining heartlands. In the aftermath of the strike, Wales had some success in attracting foreign investment, often to Bridgend, helped by its proximity to the M4. However, many locals can reel off a list of the large multinationals that have come and gone, including LG and Bosch. While Ford's closure did not cause a rise in unemployment in Bridgend, where it remains about 3.5%, according to official figures, the economic inactivity rate – measuring people neither in work nor looking for a job – has climbed 6% since the pandemic. While this picture is repeated across the UK since Covid, the rate in Bridgend stands at 30.6%, significantly higher than the British average of 21%. The main political parties are looking for ways to tackle persistent economic problems, but have differing views on how best to achieve it. Reform UK is hoping to capitalise on voters' dissatisfaction, in a town that voted 54.6% for leave in the Brexit referendum, at a time when it is setting out its stall in Wales before next May's elections for the Welsh parliament. 'The town centre is lacking vibrancy,' says Caroline Jones, who hopes to be selected as Reform's candidate for the Senedd for Bridgend. . Recalling a busier time, when the high street was home to more shops and bank branches, she says: 'Our aim is to enhance town centres, to bring local employment and to level up the playing field.' Jones, who previously served as the Senedd member for south west Wales for Ukip and as an independent, was Reform's candidate for Bridgend in last year's general election, coming second to Labour with a 19% share of the vote. 'I want to see industry and manufacturing brought back into our area, which obviously needs a lot of planning,' she adds. It is unclear how Reform intends to attract this investment, and many of the policies Jones and the party are proposing – including lowering corporation tax or raising the income tax threshold to £20,000 – are not devolved powers and therefore beyond the jurisdiction of the Senedd. Sign up to Business Today Get set for the working day – we'll point you to all the business news and analysis you need every morning after newsletter promotion It is perhaps unsurprising that Reform's leader, Nigel Farage, launched his party's campaign for the 2026 Senedd elections in nearby Port Talbot, where 2,500 jobs at the steelworks have been lost after the closure of the blast furnaces. It was where he made his pitch to Welsh voters, vowing to reopen closed coalmines and restart blast furnaces to usher in a new era of domestic steel making, fuelled by Welsh coal. The party has not yet named its leader in Wales and does not have any Senedd members. However, since Farage's June visit to Port Talbot, Reform has topped two polls of voting intentions, with nationalists Plaid Cymru in second, pushing Labour into third place. Such an outcome would be a serious defeat for Welsh Labour, which has run the government in Cardiff ever since devolution nearly 27 years ago. The first minister, Eluned Morgan, is hoping to overturn a slump in voter support for Labour, but has said she is taking the threat of Reform 'very seriously'. However, even if Reform wins the largest number of seats in the Senedd, a new more proportional voting system makes it unlikely it will be able to form a majority government. Reform has just gained its first councillor, the youngest ever in the borough of Bridgend, in the shape of Owain Clatworthy, who clinched a surprise council byelection win in May, just days before his 21st birthday. He has already gained some local recognition. Being photographed by the Guardian outside the council offices, a passerby claps him on the shoulder and congratulates him on 'doing a fine job'. Clatworthy grew up in care from the age of six and now helps others in a similar situation as a support worker, but insists a job in heavy industry would appeal to some of his peers. 'I don't doubt that if you ask a young person who is struggling to get by, like I was a couple of years ago, I'd have snatched your arm off to maybe get down the mines,' Clatworthy says. 'Coal runs through our veins in Wales,' says Bridgend resident Carwyn Jones, a former first minister of Wales and now a Labour peer, 'but the mines have been flooded, capped, built over'. He does not believe Wales's future prosperity lies in a return to past industries. 'A word I'd use to describe it, which is a particularly technical term, is bonkers,' he says. 'Is that what we are saying to people, 'That's what the Welsh want, to be stuck down a hole in the ground again'?' In recent decades Bridgend has moved away from reliance on one large employer, Jones says, which makes the town 'economically safer'. 'We've got all these hidden gems,' he says, listing hi-tech local companies including Spectrum Technologies, which makes laser-marking equipment for aircraft wires and cables. A burst of industry is visible and audible in the town centre, where there is a cluster or cranes and workers in hi-vis. Bridgend College's new campus is under construction, scheduled to open next September. The £75m project will bring 1,000 of the college's 7,500 students and staff into central Bridgend, which the principal, Vivienne Buckley, believes will help regeneration efforts, while it is hoped the campus theatre will bolster the growing night-time economy. 'It's the biggest investment that's gone into Bridgend in generations,' says Buckley of the scheme which is two-thirds funded by the Welsh government, with the remaining third covered by the college. 'People in Bridgend are excited about it. It's not a panacea, but a huge opportunity.' The vocational further education college retrained some of Ford's workers and has been responsible for training Tata Steel's apprentices for 15 years. However, the region's shift away from manufacturing means Bridgend's future workers require different skills. 'What we need to do is produce students who are able to adapt to the needs of the workforce they enter,' she says . 'Even 10 years ago it was more about a bespoke skill set, now industry seems to be looking for a broad base of knowledge that can be moulded into what they need.' Bridgend's Labour MP, Chris Elmore, whose constituency now includes the town, after boundary changes, insists there are 'green shoots' in the local economy, listing the college development, new hospitality venues and housing developments. Elmore has been lobbying for an AI growth zone in south Wales, and is hopeful such projects could be achieved through better cooperation between Labour-run administrations in Westminster and Cardiff. 'I think actually that relationship [between the UK government and Welsh Labour] is beginning to show positive signs, and it's our job to make that case.' However, it is unclear whether Bridgend residents will be patient if they don't see improvements to the local area and public services. Back at the Aroma cafe, there is a weariness with the Labour-run Welsh government, but little appreciation for Reform either. 'I am not staunch Labour come hell and high water like many here,' says Ann. 'I voted independent in the last election.' 'I don't like Nigel Farage at all,' adds Jennifer Owen. 'I think he is a dangerous man.'

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