Latest news with #MGAs
Business Wire
5 hours ago
- Business
- Business Wire
The Builders Group Goes Live on Insurity Workers' Comp Suite
HARTFORD, Conn.--(BUSINESS WIRE)-- Insurity, a leading provider of cloud-based software for property and casualty insurance carriers, brokers, and MGAs, today announced that The Builders Group (TBG) has successfully gone live on Insurity Workers' Comp Suite. This milestone signifies the completion of a deployment that will support TBG's end-to-end workers' compensation operations, equipping them with modern tools to streamline workflows, reduce manual processes, and deliver faster, more responsive service to their policyholders. 'Going live on Insurity Workers' Comp Suite is an important milestone for TBG as we work to modernize and streamline our operations,' said Joe Sherman, Director of IT at TBG. 'The secure cloud platform enables us to improve efficiency, enhance service delivery, and position ourselves for future growth. Its robust functionality and flexibility give us the tools we need to better support our members and agents, and adapt to the evolving needs of the workers' comp market.' 'We are proud to support TBG as they modernize their operations with Insurity Workers' Comp Suite,' said Sylvester Mathis, Chief Insurance and Chief Revenue Officer at Insurity. 'Our team remains focused on delivering secure, flexible, and high-performance solutions that drive measurable value for our customers.' With this go-live, TBG joins a family of more than 500 insurers and MGAs that are currently using Insurity's technology to streamline processes, enhance agility, and improve time to market. To learn more about Insurity's solutions, contact About Insurity Insurity is a leading provider of cloud-based software for insurance carriers, brokers, and MGAs. Insurity is trusted by 22 of the top 25 P&C carriers and 7 of the top 10 MGAs in the US and has over 400 cloud-based deployments. Through its best-in-class digital platform, unrivaled industry experience, and the industry's most robust analytics offerings, Insurity is uniquely positioned to deliver exceptional value, empowering customers to focus on their core businesses, optimize their operations, and provide superior policyholder experiences. Insurity is a portfolio company of GI Partners and TA Associates. For more information, visit About TBG TBG is the #1 self insured Workers' Compensation fund in Minnesota providing Workers' Comp insurance to over 38,000 construction workers in Minnesota. Through The Builders Group (TBG), the Minnesota construction industry has access to affordable, high-quality workers' comp tailored specifically to their needs. They have a partner who fully understands their risks and is committed to helping them lower costs, create safer workplaces and take better care of their workers.
Yahoo
6 hours ago
- Business
- Yahoo
Ivans Index May 2025 Results Released
Renewal rates for all major commercial lines of business, except Workers' Compensation remain up year over year; rate change variable month over month Milwaukee, WI., June 05, 2025 (GLOBE NEWSWIRE) -- Ivans® today announced the May 2025 results of the Ivans Index™, the insurance industry's premium renewal rate index. Year over year, Commercial Auto, BOP, General Liability, Commercial Property and Umbrella experienced increasing average premium renewal rates, while premium renewal rates decreased for Workers' Compensation. Month over month, Commercial Auto, General Liability, and Commercial Property experienced increases in premium renewal rate change, while BOP, Umbrella, and Workers' Compensation saw a renewal rate change by line of business for May 2025 highlights include: Commercial Auto: 8.45%, up slightly from 8.41% last month. BOP: 7.89%, down slightly from 7.98% at the end of April. General Liability: 4.86%, up from April, which was 4.33%. Commercial Property: 7.77%, up slightly from 7.70% in April. Umbrella: 9.11%, down from 9.41% in April. Workers' Compensation: -1.87%, down from -1.78% last month. Released monthly, Ivans Index is a data-driven report of current conditions and trends for premium rate renewal change of the most placed commercial lines of business in the insurance industry. Analyzing more than 120 million data transactions, the Ivans Index premium renewal rate change measures the premium difference year over year for a single consistent policy. Inclusive of more than 38,000 agencies and 700 carriers and MGAs, the Ivans Index is reflective of the premium rate change trends being experienced by all agencies and insurers across the U.S. insurance market. Ivans Index is available to agencies and insurers as part of Market Insights at Download the complete Q1 2025 Ivans Index report. # # # The Ivans logos are trademarks of Applied Systems, Inc., registered in the IvansIvans is where insurance carriers, agents, and MGAs come together to grow their businesses. Every day, our 38,000 agents and over 700 carrier and MGA partners plug into technology that empowers them to better determine appetite and eligibility, swiftly produce quotes, get accurate claims and commission updates, automatically communicate policy data, and connect to one another to drive new business. With easier ways to get the day's work done, insurance professionals can open the door to more revenue without letting complexity in behind it. CONTACT: Lauren Malcolm Ivans 678-438-5093 lmalcolm@ in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
The Advertiser
5 days ago
- Automotive
- The Advertiser
2025 Frontline MGA review: Quick drive
Australia and the MGA go way back. From 1957 to mid-1962 more than 2000 MGAs were assembled in factories at Enfield and Zetland in Sydney. In a streetscape then dominated by chunky Holden sedans and blocky Bedford trucks, the British sports car was a sensation, turning heads like Ferraris or Lamborghinis do today. Under its sheet metal this MG still had the separate chassis, lever-arm shocks, leaf-spring live rear axle and wooden floor of the vintage vibe TC, TD, and TF models that preceded it. But it looked modern, with streamlined bodywork styled by MG's chief designer Syd Enever that was inspired by the rebodied TD roadster he had created in 1951 for the Le Mans 24 Hour race. Six decades later, the MGA is back – and this one's going to turn heads, too. Developed in Britain by MG restoration and restomod specialist Frontline Cars, the new Frontline MGA looks like a carefully restored classic. But under the skin is a modern powertrain, plus redesigned and upgraded suspension, brake, and steering hardware, that combine to make it a brilliantly beguiling sports car. The Frontline MGA follows the formula established with the company's long line of MGB restomods. "The MGA was the natural next step for us," explains Tim Fenna, founder and chief engineer of Frontline Cars. "It's an icon of British motoring, but one that was always crying out for more performance and refinement." Australian market versions of the car will be manufactured, sold and serviced by Sydney-based Frontline Cars Australia, a subsidiary of Modern Classic Cars Foundation, which has built Frontline MGBs for the past 10 years. Frontline Australia MGAs start with an Australian market donor car – a roadster, or the rarer coupe – that can either be sourced by Frontline or supplied by the customer. The chassis is strengthened and fitted with a redesigned front suspension that features Nitron telescopic shocks and fabricated upper links in place of the vintage lever-arm shocks that were standard on the original MGA. The original leaf-sprung banjo rear axle is swapped for a late model MGB unit that's been modified to allow coil springs and Nitron shocks and is located by upper and lower trailing links and a Panhard rod. Other chassis upgrades include disc brakes all round, the front rotors vented and clamped by four-piston calipers, and electronic rack and pinion steering. Customers can choose between traditional-style 15-inch wire wheels or 15-inch Dunlop alloys that look like the wheels fitted to Jaguar's D-Type and Lightweight E-Type racers during the 1950s and 60s. Customers can choose between two naturally aspirated Mazda engines, one a 2.0-litre unit that develops 168kW of power at 7200rpm and 241Nm of torque at 4500rpm, the other a 2.5-litre unit that develops 216kW at 7100rpm and 330Nm at 4200rpm. They drive the rear wheels through a Mazda five-speed manual transmission. Each engine features a bespoke individual throttle body induction system, revised camshaft profiles, a new ECU, and a tuned stainless steel exhaust system. The 2.5-litre engine's balance shaft has been removed to reduce frictional losses and improve throttle response. All the mechanical hardware is topped with a body that retains its stock dimensions but has been carefully reworked to improve its structural rigidity, primarily by way of the addition of an aluminium honeycomb floor (British-built models have a steel floor) that now tightly ties together the bodysides. Detail bodywork changes include the removal of the front indicators – they are now located within the modern LED headlight units – and the deletion of the octagonal MG badge from the boot lid. Look closely and you'll also see discreet Frontline badging near the vents either side of the narrow bonnet, but otherwise the Frontline MGA looks just like a beautifully restored original car. The cockpit is more luxuriously trimmed, in leather or Alcantara, than that of any original MGA, however. The dash features Frontline-branded Smiths dials, and there's an audio system with two speakers, two tweeters, an amplifier, and a Bluetooth module all controlled by a discreetly hidden head unit. The modern luxuries don't stop there. Customers can specify heated versions of Frontline's optional aluminium-framed bucket seats, and one-touch electric windows are available on the coupé. Air-conditioning is also available as an option. Australian-spec cars get a host of minor detail changes – everything from ADR-approved seat belts to steel brake lines – that allow the Frontline MGA to be registered on Australian roads. We had the chance to get behind the wheel of the first Frontline MGA built, a British-spec car fitted with the 2.0-litre engine, and a relatively tall 3.07 diff rather than the 3.4 or 3.7 ratios typically used in the Frontline MGBs because the owner wanted the car to feel relaxed while cruising. And relaxed it is: At 80km/h in fifth gear the Mazda engine, which will rev enthusiastically to 7750rpm, is turning just 2000rpm. The engine sounds properly rorty-snorty when you take it through the gears, like an old-school British performance four-cylinder engine. And though the Mazda four has much more top-end bite than any of those old Brit engines, it has a similarly solid swathe of mid-range torque you can exploit with the transmission's tightly packed ratios. The Mazda powertrain weighs 60kg less than the vintage MG hardware, which takes weight off the front axle and means the Frontline MGA tips the scales at about 900kg. So, despite its tall diff ratio, the little MG felt marvelously alive on British B-roads, easily scooting to 130km/h or 145km/h between the corners. The ride is tightly controlled, but it's not harsh, thanks to the way the Nitron shocks deal with sharp inputs and the absorptive quality of the generously sidewalled 185/65 R15 Bridgestone Turanza tyres. The electronic power steering assists up to about 50km/h, then drops away. Feel and feedback through the steering wheel rim is terrific. You can have manual steering if you want. Don't bother. It'll only make you sweat muscling the woodrim steering wheel at low speeds. Like all old-school rear drive sports cars, the Frontline MGA likes to be braked in a straight line, then turned into a late apex as you get on the throttle. Get too ambitious with your right foot, though, and the abundant traction from the standard Quaife limited-slip differential will push the nose wide. Brake feel is very good, and the well-placed pedals, combined with the beautifully crisp throttle response and the short throws of the transmission, make heel-and-toe downshifts a cinch. What stands out about the Frontline MGA, however, is how taut and tight it feels. There's no scuttle shake – none – and no vibration back through the steering. Suspension noise and impact harshness are very well suppressed. Though it's very light, and with a live rear axle, the car feels astonishingly planted and composed, even on indifferent roads. In terms of the way it drives the Frontline MGA is a truly stunning piece of work. Indeed, there are modern sports cars that don't feel as coherent as this reworked MG. For sheer fun and driver engagement the modern sports car that comes closest to the Frontline MGA is – ironically, given its powertrain – Mazda's MX-5 roadster, a car that is 47mm shorter, with an 80mm shorter wheelbase, but 262mm wider and at least 170kg heavier. There's something else in the MX-5 comparison, too: The idea that less is more. Tim Fenna says the 2.0-litre Frontline MGA takes about 5.0 seconds to sprint from 0 to 100km/h (the 135kW MX-5 takes at least 6.0 seconds). The 2.0-litre Frontline car is thus just 0.7 seconds slower to 100km/h than the 2.5-litre model, and both versions have a top speed of 250km/h. Increased cost of the bigger engine aside, we suspect its extra power and torque could make the Frontline MGA, which has neither traction control nor ABS, a bit of a handful, especially on a wet road. The 2.0-litre model feels the sweet-spot car. The original MGA was a relatively affordable sports car. The Frontline MGA is not, with prices starting at about $290,000 plus taxes and shipping and the cost of a donor car, according to Frontline Australia CEO David Dyer. "The major reason for building the car in Australia is the customer can get involved," Dyer says. It also means access to a reasonable stock of relatively rust-free right-hand drive donor cars – 81,000 of the 101,000 MGAs built between 1955 and 1962 were exported to the US, and fewer than 1900 right-hand drive cars are believed to exist in the UK. What's more, the Australian-built Frontline MGA doesn't attract the imported vehicle luxury car tax. Yes, the Frontline MGA is expensive. But for the money you get a genuinely bespoke, joyously analogue driver's car that's thoroughly engaging at real-world speeds on real-world roads. And it will turn more heads than any run-of-the-mill modern Ferrari or Everything MG Content originally sourced from: Australia and the MGA go way back. From 1957 to mid-1962 more than 2000 MGAs were assembled in factories at Enfield and Zetland in Sydney. In a streetscape then dominated by chunky Holden sedans and blocky Bedford trucks, the British sports car was a sensation, turning heads like Ferraris or Lamborghinis do today. Under its sheet metal this MG still had the separate chassis, lever-arm shocks, leaf-spring live rear axle and wooden floor of the vintage vibe TC, TD, and TF models that preceded it. But it looked modern, with streamlined bodywork styled by MG's chief designer Syd Enever that was inspired by the rebodied TD roadster he had created in 1951 for the Le Mans 24 Hour race. Six decades later, the MGA is back – and this one's going to turn heads, too. Developed in Britain by MG restoration and restomod specialist Frontline Cars, the new Frontline MGA looks like a carefully restored classic. But under the skin is a modern powertrain, plus redesigned and upgraded suspension, brake, and steering hardware, that combine to make it a brilliantly beguiling sports car. The Frontline MGA follows the formula established with the company's long line of MGB restomods. "The MGA was the natural next step for us," explains Tim Fenna, founder and chief engineer of Frontline Cars. "It's an icon of British motoring, but one that was always crying out for more performance and refinement." Australian market versions of the car will be manufactured, sold and serviced by Sydney-based Frontline Cars Australia, a subsidiary of Modern Classic Cars Foundation, which has built Frontline MGBs for the past 10 years. Frontline Australia MGAs start with an Australian market donor car – a roadster, or the rarer coupe – that can either be sourced by Frontline or supplied by the customer. The chassis is strengthened and fitted with a redesigned front suspension that features Nitron telescopic shocks and fabricated upper links in place of the vintage lever-arm shocks that were standard on the original MGA. The original leaf-sprung banjo rear axle is swapped for a late model MGB unit that's been modified to allow coil springs and Nitron shocks and is located by upper and lower trailing links and a Panhard rod. Other chassis upgrades include disc brakes all round, the front rotors vented and clamped by four-piston calipers, and electronic rack and pinion steering. Customers can choose between traditional-style 15-inch wire wheels or 15-inch Dunlop alloys that look like the wheels fitted to Jaguar's D-Type and Lightweight E-Type racers during the 1950s and 60s. Customers can choose between two naturally aspirated Mazda engines, one a 2.0-litre unit that develops 168kW of power at 7200rpm and 241Nm of torque at 4500rpm, the other a 2.5-litre unit that develops 216kW at 7100rpm and 330Nm at 4200rpm. They drive the rear wheels through a Mazda five-speed manual transmission. Each engine features a bespoke individual throttle body induction system, revised camshaft profiles, a new ECU, and a tuned stainless steel exhaust system. The 2.5-litre engine's balance shaft has been removed to reduce frictional losses and improve throttle response. All the mechanical hardware is topped with a body that retains its stock dimensions but has been carefully reworked to improve its structural rigidity, primarily by way of the addition of an aluminium honeycomb floor (British-built models have a steel floor) that now tightly ties together the bodysides. Detail bodywork changes include the removal of the front indicators – they are now located within the modern LED headlight units – and the deletion of the octagonal MG badge from the boot lid. Look closely and you'll also see discreet Frontline badging near the vents either side of the narrow bonnet, but otherwise the Frontline MGA looks just like a beautifully restored original car. The cockpit is more luxuriously trimmed, in leather or Alcantara, than that of any original MGA, however. The dash features Frontline-branded Smiths dials, and there's an audio system with two speakers, two tweeters, an amplifier, and a Bluetooth module all controlled by a discreetly hidden head unit. The modern luxuries don't stop there. Customers can specify heated versions of Frontline's optional aluminium-framed bucket seats, and one-touch electric windows are available on the coupé. Air-conditioning is also available as an option. Australian-spec cars get a host of minor detail changes – everything from ADR-approved seat belts to steel brake lines – that allow the Frontline MGA to be registered on Australian roads. We had the chance to get behind the wheel of the first Frontline MGA built, a British-spec car fitted with the 2.0-litre engine, and a relatively tall 3.07 diff rather than the 3.4 or 3.7 ratios typically used in the Frontline MGBs because the owner wanted the car to feel relaxed while cruising. And relaxed it is: At 80km/h in fifth gear the Mazda engine, which will rev enthusiastically to 7750rpm, is turning just 2000rpm. The engine sounds properly rorty-snorty when you take it through the gears, like an old-school British performance four-cylinder engine. And though the Mazda four has much more top-end bite than any of those old Brit engines, it has a similarly solid swathe of mid-range torque you can exploit with the transmission's tightly packed ratios. The Mazda powertrain weighs 60kg less than the vintage MG hardware, which takes weight off the front axle and means the Frontline MGA tips the scales at about 900kg. So, despite its tall diff ratio, the little MG felt marvelously alive on British B-roads, easily scooting to 130km/h or 145km/h between the corners. The ride is tightly controlled, but it's not harsh, thanks to the way the Nitron shocks deal with sharp inputs and the absorptive quality of the generously sidewalled 185/65 R15 Bridgestone Turanza tyres. The electronic power steering assists up to about 50km/h, then drops away. Feel and feedback through the steering wheel rim is terrific. You can have manual steering if you want. Don't bother. It'll only make you sweat muscling the woodrim steering wheel at low speeds. Like all old-school rear drive sports cars, the Frontline MGA likes to be braked in a straight line, then turned into a late apex as you get on the throttle. Get too ambitious with your right foot, though, and the abundant traction from the standard Quaife limited-slip differential will push the nose wide. Brake feel is very good, and the well-placed pedals, combined with the beautifully crisp throttle response and the short throws of the transmission, make heel-and-toe downshifts a cinch. What stands out about the Frontline MGA, however, is how taut and tight it feels. There's no scuttle shake – none – and no vibration back through the steering. Suspension noise and impact harshness are very well suppressed. Though it's very light, and with a live rear axle, the car feels astonishingly planted and composed, even on indifferent roads. In terms of the way it drives the Frontline MGA is a truly stunning piece of work. Indeed, there are modern sports cars that don't feel as coherent as this reworked MG. For sheer fun and driver engagement the modern sports car that comes closest to the Frontline MGA is – ironically, given its powertrain – Mazda's MX-5 roadster, a car that is 47mm shorter, with an 80mm shorter wheelbase, but 262mm wider and at least 170kg heavier. There's something else in the MX-5 comparison, too: The idea that less is more. Tim Fenna says the 2.0-litre Frontline MGA takes about 5.0 seconds to sprint from 0 to 100km/h (the 135kW MX-5 takes at least 6.0 seconds). The 2.0-litre Frontline car is thus just 0.7 seconds slower to 100km/h than the 2.5-litre model, and both versions have a top speed of 250km/h. Increased cost of the bigger engine aside, we suspect its extra power and torque could make the Frontline MGA, which has neither traction control nor ABS, a bit of a handful, especially on a wet road. The 2.0-litre model feels the sweet-spot car. The original MGA was a relatively affordable sports car. The Frontline MGA is not, with prices starting at about $290,000 plus taxes and shipping and the cost of a donor car, according to Frontline Australia CEO David Dyer. "The major reason for building the car in Australia is the customer can get involved," Dyer says. It also means access to a reasonable stock of relatively rust-free right-hand drive donor cars – 81,000 of the 101,000 MGAs built between 1955 and 1962 were exported to the US, and fewer than 1900 right-hand drive cars are believed to exist in the UK. What's more, the Australian-built Frontline MGA doesn't attract the imported vehicle luxury car tax. Yes, the Frontline MGA is expensive. But for the money you get a genuinely bespoke, joyously analogue driver's car that's thoroughly engaging at real-world speeds on real-world roads. And it will turn more heads than any run-of-the-mill modern Ferrari or Everything MG Content originally sourced from: Australia and the MGA go way back. From 1957 to mid-1962 more than 2000 MGAs were assembled in factories at Enfield and Zetland in Sydney. In a streetscape then dominated by chunky Holden sedans and blocky Bedford trucks, the British sports car was a sensation, turning heads like Ferraris or Lamborghinis do today. Under its sheet metal this MG still had the separate chassis, lever-arm shocks, leaf-spring live rear axle and wooden floor of the vintage vibe TC, TD, and TF models that preceded it. But it looked modern, with streamlined bodywork styled by MG's chief designer Syd Enever that was inspired by the rebodied TD roadster he had created in 1951 for the Le Mans 24 Hour race. Six decades later, the MGA is back – and this one's going to turn heads, too. Developed in Britain by MG restoration and restomod specialist Frontline Cars, the new Frontline MGA looks like a carefully restored classic. But under the skin is a modern powertrain, plus redesigned and upgraded suspension, brake, and steering hardware, that combine to make it a brilliantly beguiling sports car. The Frontline MGA follows the formula established with the company's long line of MGB restomods. "The MGA was the natural next step for us," explains Tim Fenna, founder and chief engineer of Frontline Cars. "It's an icon of British motoring, but one that was always crying out for more performance and refinement." Australian market versions of the car will be manufactured, sold and serviced by Sydney-based Frontline Cars Australia, a subsidiary of Modern Classic Cars Foundation, which has built Frontline MGBs for the past 10 years. Frontline Australia MGAs start with an Australian market donor car – a roadster, or the rarer coupe – that can either be sourced by Frontline or supplied by the customer. The chassis is strengthened and fitted with a redesigned front suspension that features Nitron telescopic shocks and fabricated upper links in place of the vintage lever-arm shocks that were standard on the original MGA. The original leaf-sprung banjo rear axle is swapped for a late model MGB unit that's been modified to allow coil springs and Nitron shocks and is located by upper and lower trailing links and a Panhard rod. Other chassis upgrades include disc brakes all round, the front rotors vented and clamped by four-piston calipers, and electronic rack and pinion steering. Customers can choose between traditional-style 15-inch wire wheels or 15-inch Dunlop alloys that look like the wheels fitted to Jaguar's D-Type and Lightweight E-Type racers during the 1950s and 60s. Customers can choose between two naturally aspirated Mazda engines, one a 2.0-litre unit that develops 168kW of power at 7200rpm and 241Nm of torque at 4500rpm, the other a 2.5-litre unit that develops 216kW at 7100rpm and 330Nm at 4200rpm. They drive the rear wheels through a Mazda five-speed manual transmission. Each engine features a bespoke individual throttle body induction system, revised camshaft profiles, a new ECU, and a tuned stainless steel exhaust system. The 2.5-litre engine's balance shaft has been removed to reduce frictional losses and improve throttle response. All the mechanical hardware is topped with a body that retains its stock dimensions but has been carefully reworked to improve its structural rigidity, primarily by way of the addition of an aluminium honeycomb floor (British-built models have a steel floor) that now tightly ties together the bodysides. Detail bodywork changes include the removal of the front indicators – they are now located within the modern LED headlight units – and the deletion of the octagonal MG badge from the boot lid. Look closely and you'll also see discreet Frontline badging near the vents either side of the narrow bonnet, but otherwise the Frontline MGA looks just like a beautifully restored original car. The cockpit is more luxuriously trimmed, in leather or Alcantara, than that of any original MGA, however. The dash features Frontline-branded Smiths dials, and there's an audio system with two speakers, two tweeters, an amplifier, and a Bluetooth module all controlled by a discreetly hidden head unit. The modern luxuries don't stop there. Customers can specify heated versions of Frontline's optional aluminium-framed bucket seats, and one-touch electric windows are available on the coupé. Air-conditioning is also available as an option. Australian-spec cars get a host of minor detail changes – everything from ADR-approved seat belts to steel brake lines – that allow the Frontline MGA to be registered on Australian roads. We had the chance to get behind the wheel of the first Frontline MGA built, a British-spec car fitted with the 2.0-litre engine, and a relatively tall 3.07 diff rather than the 3.4 or 3.7 ratios typically used in the Frontline MGBs because the owner wanted the car to feel relaxed while cruising. And relaxed it is: At 80km/h in fifth gear the Mazda engine, which will rev enthusiastically to 7750rpm, is turning just 2000rpm. The engine sounds properly rorty-snorty when you take it through the gears, like an old-school British performance four-cylinder engine. And though the Mazda four has much more top-end bite than any of those old Brit engines, it has a similarly solid swathe of mid-range torque you can exploit with the transmission's tightly packed ratios. The Mazda powertrain weighs 60kg less than the vintage MG hardware, which takes weight off the front axle and means the Frontline MGA tips the scales at about 900kg. So, despite its tall diff ratio, the little MG felt marvelously alive on British B-roads, easily scooting to 130km/h or 145km/h between the corners. The ride is tightly controlled, but it's not harsh, thanks to the way the Nitron shocks deal with sharp inputs and the absorptive quality of the generously sidewalled 185/65 R15 Bridgestone Turanza tyres. The electronic power steering assists up to about 50km/h, then drops away. Feel and feedback through the steering wheel rim is terrific. You can have manual steering if you want. Don't bother. It'll only make you sweat muscling the woodrim steering wheel at low speeds. Like all old-school rear drive sports cars, the Frontline MGA likes to be braked in a straight line, then turned into a late apex as you get on the throttle. Get too ambitious with your right foot, though, and the abundant traction from the standard Quaife limited-slip differential will push the nose wide. Brake feel is very good, and the well-placed pedals, combined with the beautifully crisp throttle response and the short throws of the transmission, make heel-and-toe downshifts a cinch. What stands out about the Frontline MGA, however, is how taut and tight it feels. There's no scuttle shake – none – and no vibration back through the steering. Suspension noise and impact harshness are very well suppressed. Though it's very light, and with a live rear axle, the car feels astonishingly planted and composed, even on indifferent roads. In terms of the way it drives the Frontline MGA is a truly stunning piece of work. Indeed, there are modern sports cars that don't feel as coherent as this reworked MG. For sheer fun and driver engagement the modern sports car that comes closest to the Frontline MGA is – ironically, given its powertrain – Mazda's MX-5 roadster, a car that is 47mm shorter, with an 80mm shorter wheelbase, but 262mm wider and at least 170kg heavier. There's something else in the MX-5 comparison, too: The idea that less is more. Tim Fenna says the 2.0-litre Frontline MGA takes about 5.0 seconds to sprint from 0 to 100km/h (the 135kW MX-5 takes at least 6.0 seconds). The 2.0-litre Frontline car is thus just 0.7 seconds slower to 100km/h than the 2.5-litre model, and both versions have a top speed of 250km/h. Increased cost of the bigger engine aside, we suspect its extra power and torque could make the Frontline MGA, which has neither traction control nor ABS, a bit of a handful, especially on a wet road. The 2.0-litre model feels the sweet-spot car. The original MGA was a relatively affordable sports car. The Frontline MGA is not, with prices starting at about $290,000 plus taxes and shipping and the cost of a donor car, according to Frontline Australia CEO David Dyer. "The major reason for building the car in Australia is the customer can get involved," Dyer says. It also means access to a reasonable stock of relatively rust-free right-hand drive donor cars – 81,000 of the 101,000 MGAs built between 1955 and 1962 were exported to the US, and fewer than 1900 right-hand drive cars are believed to exist in the UK. What's more, the Australian-built Frontline MGA doesn't attract the imported vehicle luxury car tax. Yes, the Frontline MGA is expensive. But for the money you get a genuinely bespoke, joyously analogue driver's car that's thoroughly engaging at real-world speeds on real-world roads. And it will turn more heads than any run-of-the-mill modern Ferrari or Everything MG Content originally sourced from: Australia and the MGA go way back. From 1957 to mid-1962 more than 2000 MGAs were assembled in factories at Enfield and Zetland in Sydney. In a streetscape then dominated by chunky Holden sedans and blocky Bedford trucks, the British sports car was a sensation, turning heads like Ferraris or Lamborghinis do today. Under its sheet metal this MG still had the separate chassis, lever-arm shocks, leaf-spring live rear axle and wooden floor of the vintage vibe TC, TD, and TF models that preceded it. But it looked modern, with streamlined bodywork styled by MG's chief designer Syd Enever that was inspired by the rebodied TD roadster he had created in 1951 for the Le Mans 24 Hour race. Six decades later, the MGA is back – and this one's going to turn heads, too. Developed in Britain by MG restoration and restomod specialist Frontline Cars, the new Frontline MGA looks like a carefully restored classic. But under the skin is a modern powertrain, plus redesigned and upgraded suspension, brake, and steering hardware, that combine to make it a brilliantly beguiling sports car. The Frontline MGA follows the formula established with the company's long line of MGB restomods. "The MGA was the natural next step for us," explains Tim Fenna, founder and chief engineer of Frontline Cars. "It's an icon of British motoring, but one that was always crying out for more performance and refinement." Australian market versions of the car will be manufactured, sold and serviced by Sydney-based Frontline Cars Australia, a subsidiary of Modern Classic Cars Foundation, which has built Frontline MGBs for the past 10 years. Frontline Australia MGAs start with an Australian market donor car – a roadster, or the rarer coupe – that can either be sourced by Frontline or supplied by the customer. The chassis is strengthened and fitted with a redesigned front suspension that features Nitron telescopic shocks and fabricated upper links in place of the vintage lever-arm shocks that were standard on the original MGA. The original leaf-sprung banjo rear axle is swapped for a late model MGB unit that's been modified to allow coil springs and Nitron shocks and is located by upper and lower trailing links and a Panhard rod. Other chassis upgrades include disc brakes all round, the front rotors vented and clamped by four-piston calipers, and electronic rack and pinion steering. Customers can choose between traditional-style 15-inch wire wheels or 15-inch Dunlop alloys that look like the wheels fitted to Jaguar's D-Type and Lightweight E-Type racers during the 1950s and 60s. Customers can choose between two naturally aspirated Mazda engines, one a 2.0-litre unit that develops 168kW of power at 7200rpm and 241Nm of torque at 4500rpm, the other a 2.5-litre unit that develops 216kW at 7100rpm and 330Nm at 4200rpm. They drive the rear wheels through a Mazda five-speed manual transmission. Each engine features a bespoke individual throttle body induction system, revised camshaft profiles, a new ECU, and a tuned stainless steel exhaust system. The 2.5-litre engine's balance shaft has been removed to reduce frictional losses and improve throttle response. All the mechanical hardware is topped with a body that retains its stock dimensions but has been carefully reworked to improve its structural rigidity, primarily by way of the addition of an aluminium honeycomb floor (British-built models have a steel floor) that now tightly ties together the bodysides. Detail bodywork changes include the removal of the front indicators – they are now located within the modern LED headlight units – and the deletion of the octagonal MG badge from the boot lid. Look closely and you'll also see discreet Frontline badging near the vents either side of the narrow bonnet, but otherwise the Frontline MGA looks just like a beautifully restored original car. The cockpit is more luxuriously trimmed, in leather or Alcantara, than that of any original MGA, however. The dash features Frontline-branded Smiths dials, and there's an audio system with two speakers, two tweeters, an amplifier, and a Bluetooth module all controlled by a discreetly hidden head unit. The modern luxuries don't stop there. Customers can specify heated versions of Frontline's optional aluminium-framed bucket seats, and one-touch electric windows are available on the coupé. Air-conditioning is also available as an option. Australian-spec cars get a host of minor detail changes – everything from ADR-approved seat belts to steel brake lines – that allow the Frontline MGA to be registered on Australian roads. We had the chance to get behind the wheel of the first Frontline MGA built, a British-spec car fitted with the 2.0-litre engine, and a relatively tall 3.07 diff rather than the 3.4 or 3.7 ratios typically used in the Frontline MGBs because the owner wanted the car to feel relaxed while cruising. And relaxed it is: At 80km/h in fifth gear the Mazda engine, which will rev enthusiastically to 7750rpm, is turning just 2000rpm. The engine sounds properly rorty-snorty when you take it through the gears, like an old-school British performance four-cylinder engine. And though the Mazda four has much more top-end bite than any of those old Brit engines, it has a similarly solid swathe of mid-range torque you can exploit with the transmission's tightly packed ratios. The Mazda powertrain weighs 60kg less than the vintage MG hardware, which takes weight off the front axle and means the Frontline MGA tips the scales at about 900kg. So, despite its tall diff ratio, the little MG felt marvelously alive on British B-roads, easily scooting to 130km/h or 145km/h between the corners. The ride is tightly controlled, but it's not harsh, thanks to the way the Nitron shocks deal with sharp inputs and the absorptive quality of the generously sidewalled 185/65 R15 Bridgestone Turanza tyres. The electronic power steering assists up to about 50km/h, then drops away. Feel and feedback through the steering wheel rim is terrific. You can have manual steering if you want. Don't bother. It'll only make you sweat muscling the woodrim steering wheel at low speeds. Like all old-school rear drive sports cars, the Frontline MGA likes to be braked in a straight line, then turned into a late apex as you get on the throttle. Get too ambitious with your right foot, though, and the abundant traction from the standard Quaife limited-slip differential will push the nose wide. Brake feel is very good, and the well-placed pedals, combined with the beautifully crisp throttle response and the short throws of the transmission, make heel-and-toe downshifts a cinch. What stands out about the Frontline MGA, however, is how taut and tight it feels. There's no scuttle shake – none – and no vibration back through the steering. Suspension noise and impact harshness are very well suppressed. Though it's very light, and with a live rear axle, the car feels astonishingly planted and composed, even on indifferent roads. In terms of the way it drives the Frontline MGA is a truly stunning piece of work. Indeed, there are modern sports cars that don't feel as coherent as this reworked MG. For sheer fun and driver engagement the modern sports car that comes closest to the Frontline MGA is – ironically, given its powertrain – Mazda's MX-5 roadster, a car that is 47mm shorter, with an 80mm shorter wheelbase, but 262mm wider and at least 170kg heavier. There's something else in the MX-5 comparison, too: The idea that less is more. Tim Fenna says the 2.0-litre Frontline MGA takes about 5.0 seconds to sprint from 0 to 100km/h (the 135kW MX-5 takes at least 6.0 seconds). The 2.0-litre Frontline car is thus just 0.7 seconds slower to 100km/h than the 2.5-litre model, and both versions have a top speed of 250km/h. Increased cost of the bigger engine aside, we suspect its extra power and torque could make the Frontline MGA, which has neither traction control nor ABS, a bit of a handful, especially on a wet road. The 2.0-litre model feels the sweet-spot car. The original MGA was a relatively affordable sports car. The Frontline MGA is not, with prices starting at about $290,000 plus taxes and shipping and the cost of a donor car, according to Frontline Australia CEO David Dyer. "The major reason for building the car in Australia is the customer can get involved," Dyer says. It also means access to a reasonable stock of relatively rust-free right-hand drive donor cars – 81,000 of the 101,000 MGAs built between 1955 and 1962 were exported to the US, and fewer than 1900 right-hand drive cars are believed to exist in the UK. What's more, the Australian-built Frontline MGA doesn't attract the imported vehicle luxury car tax. Yes, the Frontline MGA is expensive. But for the money you get a genuinely bespoke, joyously analogue driver's car that's thoroughly engaging at real-world speeds on real-world roads. And it will turn more heads than any run-of-the-mill modern Ferrari or Everything MG Content originally sourced from:
Business Wire
28-05-2025
- Business
- Business Wire
New Insurity Survey Identifies Top Digital Features Policyholders Want and Key Areas for Improving Policyholder Engagement
HARTFORD, Conn.--(BUSINESS WIRE)-- Insurity, a leading provider of cloud-based software for insurance carriers, brokers, and MGAs, released new insights from its 2025 Digital Experience Index, which evaluates consumer satisfaction with digital interactions across the P&C insurance experience. The survey found that policyholders place increased value on three core digital services: streamlined billing and payments, immediate access to policy documents, and the ability to file and track claims online. For insurers aiming to boost retention and satisfaction, optimizing these essential touchpoints for simplicity, speed, and reliability should be a strategic priority. While policyholders value digital convenience, the survey also identified several areas where insurers are falling short. Features such as 24/7 customer support and real-time claim status updates were among the lowest rated in terms of usefulness, suggesting that these critical service capabilities are not meeting expectations. When asked what would improve their experience, consumers cited more self-service tools, streamlined claims-filing processes, and better mobile app design, indicating an apparent demand for more intuitive, responsive digital touchpoints. For insurers, these findings reinforce the need to align digital strategy with evolving customer expectations. Enhancing usability is no longer optional, particularly in high-impact areas like claims. In fact, the Digital Experience Index found that one in five consumers have avoided filing a claim due to frustrating processes, highlighting how poor digital experiences can directly undermine customer trust and long-term retention. Insurers must invest in solutions that remove complexity and deliver consistent, seamless interactions across the policyholder journey to stay competitive. "Digital ease and speed are now essential for the insurance experience," said Sylvester Mathis, Chief Insurance and Chief Revenue Officer at Insurity. "The data underscores a crucial insight: policyholders increasingly demand seamless and empowering digital interactions that remove barriers and provide immediate solutions. Insurers that fail to prioritize user-centric platforms, especially during pivotal moments like filing a claim, risk losing individual transactions and eroding long-term trust and customer loyalty." This survey was conducted online in April 2025, and more than 1,000 adult participants were randomly selected across the United States to ensure a representative sample. Respondents were asked a series of 19 questions, ranging from multiple-choice to scale-based, to gauge their opinions on their digital experience. Data analysis was performed to identify key patterns and insights. To learn more about Insurity's 2025 Digital Experience Index and how policyholders feel about their digital experience with P&C insurers, please contact About Insurity Insurity is a leading provider of cloud-based software for insurance carriers, brokers, and MGAs. Insurity is trusted by 22 of the top 25 P&C carriers and 7 of the top 10 MGAs in the US and has over 400 cloud-based deployments. Through its best-in-class digital platform, unrivaled industry experience, and the industry's most robust analytics offerings, Insurity is uniquely positioned to deliver exceptional value, empowering customers to focus on their core businesses, optimize their operations, and provide superior policyholder experiences. Insurity is a portfolio company of GI Partners and TA Associates. For more information, visit
Business Wire
20-05-2025
- Business
- Business Wire
Insurity Recognized as a Leader in Everest Group's PEAK Matrix
HARTFORD, Conn.--(BUSINESS WIRE)-- Insurity, a leading provider of cloud-based software for property and casualty (P&C) insurers, brokers, and MGAs, today announced that it has been recognized as a Leader in the Everest Group PEAK Matrix ® Assessment for AI-Enabled Claims Management Systems for P&C Insurance. Everest Group's evaluation assessed multiple criteria, including providers' vision and strategy, technology capabilities, flexibility of deployment, customer engagement models, support services, and the overall value delivered to clients. Insurity's position as a Leader reflects its high technical sophistication, robust product delivery, and significant market traction in helping insurers modernize and streamline claims operations through AI. Insurity Claims stood out for its comprehensive, configurable platform and consistent growth in market adoption. 'Being named a Leader by Everest Group in AI-enabled claims management is a direct reflection of our deep commitment to delivering innovation that drives measurable results for our customers,' said Sylvester Mathis, Chief Insurance and Revenue Officer at Insurity. 'This recognition affirms that our investments in AI, automation, and user-centric design are meeting the real needs of P&C insurers. We're proud to help our customers accelerate decision-making, reduce claims leakage, and improve the policyholder experience across every touchpoint.' Insurity Claims is an AI-powered claims solution that combines intelligent automation, intuitive workflows, and seamless integration across the insurance value chain. This enables carriers and MGAs to reduce operational friction, increase speed to resolution, and scale efficiently in a dynamic market. To learn more about how Insurity Claims can benefit your organization, please contact About Insurity Insurity is a leading provider of cloud-based software for insurance carriers, brokers, and MGAs. Insurity is trusted by 22 of the top 25 P&C carriers and 7 of the top 10 MGAs in the US and has over 400 cloud-based deployments. Through its best-in-class digital platform, unrivaled industry experience, and the industry's most robust analytics offerings, Insurity is uniquely positioned to deliver exceptional value, empowering customers to focus on their core businesses, optimize their operations, and provide superior policyholder experiences. Insurity is a portfolio company of GI Partners and TA Associates. For more information, visit
