Only a few of the great historic muscle vehicles we’ve seen are as iconic and well-known in American history as the Chevrolet Chevelle. It’s so coveted that it’s appeared in more than 1,600 films, including ‘The Fast and the Furious’ and ‘Jack Reacher’, cementing its place as Hollywood’s favorite muscle vehicle.

To strike a balance between the large Impala and the smaller Chevrolet II/Nova (the base of the beloved Camaro) Chevy created the Medium sized horse. The first generation of the Chevelle lineup, which was originally unveiled at a press conference in Chicago in 1963, went on sale in 1964 and had model years from 1964 through 1967.

In addition to looking to provide a midsize choice for customers who weren’t interested in the Impala or Nova, Chevrolet also wanted to compete with Ford Fairlane, one of the most popular mid-size cars on the market. The brand sold thousands of Chevelles in the first year, demonstrating how successful Chevrolet’s choice to design a midsize car was. The range too included the Malibu, which became one of Chevrolet’s oldest nameplates.

1968 saw the launch of the second iteration of the Chevelle. The next-generation model featured a redesigned shape that many considered to have a more contemporary and svelte appearance. The Chevelle 300 Deluxe was the cheapest, lightest, and most fun-to-drive version in the line.

We dive into the Chevy Chevelle 300 Deluxe, looking at its history, features, and some of the most popular options that are still available today.

RELATED: 8 Things Most People Probably Forgot About The Chevrolet Chevelle SS 454

The 1969 Chevrolet Chevelle 300 Deluxe had a plethora of engines and options for every buyer

In its first iteration, the Chevy Chevelle came with a 220 horsepower engine, but in mid-1964 the more powerful 327, which produced a higher output of 300 horsepower, replaced the 220 horsepower counterpart. This decision underscored Chevrolet’s intention to market the Chevell as a high performance car.

The second-generation Chevelle retained the versatility of its predecessor, with several engine upgrade choices available. In base form, the Chevelle was available with either a 140 hp Turbo-Thrift six, a 200 hp 307 Turbo-Fire V8 or a 325 hp 327 V8. For example, the SS396 had an optional 350 or 375 horsepower engine upgrade in addition to the 325 horsepower of the standard 396 cubic inch Turbo-Jet V8 engine.

For the first and last time this model year, Chevrolet provided Chevelles with the RPO Z25 SS 396 option package, a unique Chevelle series offered only with V-8 Malibu sport coupes, convertibles or El Caminos. The fact that customers could order the Z25 with any model in 1969even the two-door coupe and two-door sport coupe from the base V-8 300 Series Deluxe, were astounding as we can imagine.

The 1969 Chevrolet Chevelle 300 Deluxe is an inexpensive muscle car

Back then, one of the logical reasons people bought a Chevelle 300 Deluxe was that it cost less than other Chevelles. And in 1969, Chevrolet produced just over 500,000 Chevelles, the vast majority of which—about 300,886—were Malibu two-door sports coupes. Of more than 500,000 1969 Chevelles produced, only 7,181 were 300 luxury sport coupes. Considering how much it costs people to add the optional packages, it’s likely that less than 100 of those models sold in total had the SS 396 package. Even fewer had the mighty L78 engine.

This makes them one of the rarest 1969 Chevelle breeds, which means they could be in a slightly higher price range today. According to Classic, you should expect to pay around $52,472 for a 1969 Chevrolet Chevelle 300 Deluxe, depending on its condition, mileage, and other factors. But, given that the moving average rose by around $6,082 from January to November of this year alone, we expect the value of the Chevelle to increase in the near future.

RELATED: Here’s Why The Chevrolet Chevelle Laguna Is Such An Underrated American Car

The 1969 Chevrolet Chevelle 300 Deluxe: the second generation introduced a lighter and sportier construction

Chevy offered the Chevelle in a sport coupe, two-door hardtop, with the Chevelle’s body design, and convertible versions. Unexpectedly, the Chevelle also produced a few four-door sedans and two- or four-door station wagon versions.

Besides being the least expensive model in the line, the 300 Deluxe was also much lighter than the other Chevelles. Both of these characteristics were the result of reduced substance. Rubber floor mats replaced carpeting on 300 Deluxe models. There was also less sound insulation, stripped-out bench seats, and no trunk mat on the Deluxe. With a lower mass, the 300 Deluxe became a top choice for anyone who took performance seriously.

Buyers who wanted the fastest Chevelle possible had the perfect recipe: pairing the relatively lightweight 300 Deluxe with the SS 396 option package, then the L78 engine, which was the most powerful version of the 396 engine available.

Sources: Hagerty, Hemmings

Over time, collectors of classic vehicles are increasingly interested in trucks later and later model years. General Motors’ generations of full-size trucks called the GMT400 (1988-1998) and GMT800 (1999-2006) were once rejected by collectors. But these two generations of Chevrolet and GMC trucks are growing in popularity with classic pickup truck collectors.

Are square-bodied Chevy and OBS trucks the same?

No. Square body truck generally refers to 1973 thru 1987 Chevrolet/GMC C/K pickup trucks. OBS-Chevrolet stands for “Old Body Style” and generally refers to 1988-1999 Chevy/GMC Trucks. Internally, General Motors called this generation of trucks and SUVs the GMT400.

FORT JENNINGS — When James Schaad was 15, he went looking for his first car. He found the 1977 Chevrolet Nova that he still owns today.

“I bought it from a guy in Michigan. He was in the same shape as he was today,” the 26-year-old Fort Jennings man said.

“I put new wheels on it and new seats in it… did some work on the engine. That’s about it,” Schaad said. “It’s been a good vehicle for 11 years. I’m happy.

Schaad’s car is part of the fourth of five generations of the Nova, which has seen many changes over the 20 years of production.

General Motors introduced the Nova in 1962. It was also called the Chevy II Nova at the time, because members of GM’s marketing team insisted that all Chevrolet model names begin with a “C”. It wasn’t until 1969 that the nameplate dropped the Chevy II.

GM’s intention in 1962 was for the Nova to be a compact economy car that would compete with Ford’s popular Falcon, released two years earlier. Nova upped the ante in 1963 when it added the SS package, which included a V8 engine.

But the Nova faced stiff competition, not just from Ford, but within its own ranks. Chevrolet buyers turned to the Chevelle and the Corvair. As a result, Ford’s Falcon outsold the Nova by a 2-to-1 margin.

GM gave the Nova a facelift in 1968. The third generation Nova joined the muscle car ranks by offering a 295 horsepower 350 engine as standard equipment. The muscle only lasted three years, however. Chevrolet came up with a new style for the Nova from 1975 to 1979. The Nova would move out of the pony car world and into the commuter car world, where luxury and comfort reigned.

As part of the fourth generation of the Nova, Schaad’s 1977 model now had cut pile carpeting. Speedometers had larger, easier to read graphics. The windshields offered a larger glazed area. The front door armrests have been redesigned with integrated pull-up bars.

Production of the Nova ended in 1979. A fifth generation returned briefly from 1985 to 1988.

The 1985 Nova was built in a joint venture with Toyota. Using Japanese management systems, it was one of the highest quality cars produced by General Motors at that time, according to MotorTrend.

But the Nova still seemed to be rolling on a bumpy road.

It sold poorly in some years, largely due to the many Chevrolet models in their market segment.

There was also the urban legend that Novas were selling poorly because Nova in Spanish means “it’s wrong”.

GET YOUR FEATURED CAR

The Lima News publishes photographs of vintage cars 20 years or older for free in Real Wheels. It’s easy to feature your car:

• Mail: Real Wheels, Newsroom, The Lima News, 3515 Elida Road, Lima, OH 45807.

• E-mail: [email protected]

• To understand: Photograph of your car; car year, make and model; how many years you have owned the vehicle; car history; best car memory; your name, address and telephone number (the telephone number will not be published).

If you have any further questions, contact The Lima News newsroom at 419-222-6397 between 9 a.m. and 5 p.m. weekdays.

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The Chevy The Corvette has been battling against Europe’s best sports cars since its introduction in the 1950s. After all, the Corvette offers comparable and sometimes even better performance for less money. Fast forward nearly 70 years, and the iconic American sports car continues to punch in its weight class.

One of the brands that have adopted the Corvette on several occasions is Porsche. In this spirit, the popular Porsche-centric YouTube channel, Nick Murray, sees what it’s all about as he gets behind the wheel of a 2022 Chevrolet C8 Corvette Z51.

Nick Murray’s thoughts on the Chevrolet Corvette C8 vs. Porsche

The first thing Nick mentions while driving is that the C8 Corvette is a very different car than what’s usually on the canal. For the most part, Nick’s chain is a Porsche-dominated affair.

With this in mind, Nick begins to compare the Chevrolet Corvette C8 with models from Porsche. Right away, it states that you get a lot more for your money. In reality, for the price of the Corvette C8you’d be looking at a Porsche Macan or lower level Cayman.

He then goes on to discuss the styling of the C8 Corvette, stating that he often mistakes it for a supercar or hypercar when he sees them on the road. As he presses the throttle for a high-speed blast, Murray calls the Corvette’s 6.2-liter V8 “terrifying,” in a good way, of course.

Nick takes a trip down memory lane as it wasn’t his first time driving the Chevy sports car. In the 1990s, he rented a Chevrolet Corvette C4 on a trip to Hawaii. Several speeding tickets later, Nick still fears returning to the islands. Although the two cars are wildly different, he notes the similarities in the pushrod V8 engines.

Murray complains that visibility isn’t as good as a 911, but the Chevy has a backup monitor in the rearview mirror to help remedy that.

RELATED:Acura NSX Type S takes on a Porsche 911 Turbo, Nissan GT-R and Chevy Corvette C8

Driving impressions of the Chevrolet Corvette C8

The most impressive part of Corvette C8 according to Murray, it’s the “kick in the guts” of stepping on the throttle on the ground. After laughing like a little boy, he loves how the V8 sitting behind literally resonates through his whole body. Switching to lap mode, he praises the smoothness and composition of the car thanks to the magnetic shock absorbers.

RELATED:Brink Of Speed ​​Wins The Chevrolet Corvette C8 Jackpot

Wrapping up the video, the Chevrolet Corvette Z51 C8 wows Murray with the style, performance and value you get for the equivalent of a base Porsche model. That’s certainly high praise from one of Porsche’s greatest enthusiasts.

Modern muscle cars do a great job of reinventing 1960s designs and pairing them with modern functionality. We have the dodge challenger, Ford-Mustangand Chevy Camarobut what if Chevy also brought the Corvair? This never happened, but a French company called New glide decided to give the same treatment to the Chevrolet Corvair. And he was at the 2022 SEMA Show, just outside the Las Vegas Convention Center.

2020 NewRide Chevy Corvair: Details

The radical build was dubbed Corvair 2020, as it was originally scheduled to debut at SEMA that year, but the in-person event was canceled. The car is a modern interpretation of a second-generation Corvair coupe based on a Chevrolet Camaro 2019. This means that this car has a 6.2-liter LT1 V8 engine located in the front, not the rear, like where the original car had its engine mounted. And from the inside, it’s very obvious that it’s using sixth-generation Camaro bones.

From the outside, it’s clear that this car looks like a modern-day Corvair. Although the windshield and frame are from the Camaro, almost everything else has been changed, and if you didn’t know better, you wouldn’t know it was a Camaro. Carbon fiber body panels help sculpt the body to look more classic, and the roof has been reworked as well. The headlights are from a Dodge Challenger Hellcat. A valuable addition, not only because they are round, but also because they allow the engine to breathe even if the car does not have a grille.

The side mirrors come from a Volkswagen Polo and the rounded taillights were taken from the rear of a Ferrari 812 Superfast. Custom carbon fiber bumpers and light surround the vehicle and give it a bit more old school look. Inside, a lot comes from the Chevy Camaro, with a few upgrades like the carbon fiber steering wheel. The car looks impressive and resembles a Chevy Corvair, even with a few quirks.

Suppose you are interested in this modern interpretation of the Chevy Corvair. In this case, NewRide is rolling out plans to produce the car in Orange County, California, with convertible and sport wagon body styles joining the coupe. Color us intrigued.

After an 8-year break from 2002 to 2010, Chevy relaunched the Camaro for its fifth generation, boasting a complete redesign unlike any of its predecessors and responsible for the outgoing models we know and love today. The fifth generation Camaro underwent years of prototyping and testing before its unveiling for the 2010 model year.

Over the course of 5 years of production, tons of different versions and special editions have emerged, with different engines and horsepower as well as unique styling cues. The Chevy Camaro quickly became one of the most popular muscle sports cars thanks to its tantalizing performance and relatively inexpensive price. At the time, it was in direct competition with competitors such as the Ford-Mustang, dodge chargerand even high-performance luxury cars such as Mercedes-Benz and Audi.

The used market these days is rife with used fifth-generation Camaros, the price of which varies greatly depending on the specific trim and mileage of each example. The whole ordeal is a little more complex than you might think, so here’s everything you need to know if you’re in the market for a 5th Gen Chevy Camaro.

Related: The real reason the C4 Corvette ZR-1 is a terrible investment in 2022

There’s an array of different engines found in fifth-generation Camaros

The 2010 Camaro hit the markets with 5 different trim levels, ranging from the entry-level LS to the mid-range LT and finally to the top-end SS. The LS and LT trims all came with a 3.6-liter LLT V6 engine that produced 312 horsepower and 273 pound-feet of torque and were only equipped with a 6-speed automatic transmission. SS versions were available with either a six-speed manual or an automatic, and the two versions had different power plants. The manual Camaro SS featured a 6.2-liter LS3 V8 that produced 426 horsepower and 420 pound-feet of torque, sending power to the rear wheels to take the SS from 0-60 in just 4.8 seconds. . On the other hand, the automatic Camaro SS sported a modified L99 6.2-liter engine that produced 400 horsepower and 410 pound-feet of torque. Although less powerful, the automatic Camaro SS could go from 0 to 100 km/h in as little as 4.6 seconds.

In 2012, Chevrolet unveiled the highly anticipated High Performance Camaro ZL1, featuring a new engine and many other upgrades that greatly enhanced its capabilities. It sported a supercharged 6.2-liter LSA V8 and the 1.9-liter supercharger boosted engine output to 580 horsepower and 556 pound-feet of torque, and was one of the fastest GM models at the time. , only behind the powerful C6 Corvette ZR1. It could go from 0 to 60 mph in just 4.1 seconds while heading for a top speed of 180 mph. Chevy has also replaced the base V6 with an upgraded 323 horsepower version, and a more efficient Camaro has hit the market for those interested in increased fuel economy.

The last engine variation Chevrolet added to the Camaro was in 2014, with the introduction of the Camaro Z/28 produced in collaboration with corvette racing. It featured a 7.0-liter LS7 V8 that was originally made for the Corvette C6 Z06, capable of producing 505 horsepower and 481 pound-feet of torque. Along with several lightweight performance-oriented components, the Camaro Z/28 could hit 0-60 in 4 seconds flat.

Related: This is why the Chevrolet C5 Corvette is one of the best deals for Gearheads

Fifth-generation Chevy Camaro has multiple designs and specs

Much like its engines, the 5th Gen Camaro also saw an array of different variations regarding its exterior design. While the 2010 model was only offered as a coupe, Chevy also released several special editions such as the Transformers Special Edition or the Indianapolis 500 Pace Car Special Edition. A Camaro Convertible came later in 2011, followed by ZL1, COPO, and 45 Anniversary Special Editions in 2012. Then came the 1LE performance package for the 2013 model year, featuring upgraded suspension, aerodynamic parts, and exclusive wheels. The Z/28 also had many unique styling cues in addition to its special performance capabilities.

Long story short, there’s a mind-blowing amount of 5th Gen Camaro trims to choose from, including many we’ve left out so as not to confuse every reader. Whether it’s different engines, exterior looks, or interior mechanical components, the used Camaro market is full of options, and it’s definitely something you should consider if you’re looking for one.

Related: The Chevrolet Chevelle makes its triumphant return to digital

How much does a 5th generation Chevrolet Camaro cost?

As we mentioned earlier, the price range for used fifth-generation Camaros varies a lot by trim level and model year. You can get your hands on a base 2011 Camaro LS with over 150,000 miles for less than $10,000, while convertibles or LT trims fetch around $16,000 with similar mileages. The SS variants demand between $20,000 and $30,000 depending on the model year and the specific condition of each unit, and finally, the special editions are hard to find, which makes them much more expensive and difficult to predict.

That’s about all you need to know about the fifth-generation Chevrolet Camaro and its countless iterations. We consider it a great value option on the used market, especially for those looking for attractive performance and timeless design at an attractive price.

Don’t expect electric battery Honda Prologue 2024built using General Motors Ultium architecture, to deliver a significantly different driving experience than GM’s EVs. That’s what Honda’s top brass told the media during a recent panel discussion on the next SUV.

Honda Senior Managing Director Shinji Aoyama seemed candid about the Prologue’s struggle to stand out in terms of on-road dynamics. “We are limited due to the base architecture,” he told reporters, per Engine1. “To differentiate [them] in terms of performance will be difficult.

Instead, the secret sauce – if you can call it that – will be in the look of the Prologue and what your hands will touch. It’s what the company relies on to make it feel like a Honda. “The design – the top hat – is where we will make our differentiation,” added CEO and brand president Toshihiro Mibe.

The honesty is somewhat refreshing to hear from industry players, as automakers have a habit of embellishing the differences in behavior of two cars that have a common provenance. Take the GR86 and BRZ, for example – a pair of rear-drive sports coupes that are far more similar than they are unique, despite Toyota and Subaru’s respective preferences in suspension tuning. Yeah, the GR86 is a bit happier and the Subaru is a bit more balanced, but having leads boththe chasm is hardly as deep as either would have you believe.

Of course, the Prologue being an SUV, its predisposition to spirited driving is less critical. Battery life and charging time are the types of performance metrics that matter here. It’s no surprise that the Prologue looks quite like a blazer Where Equinox EV behind the wheel, apologizing for the differences in packaging. It’s just a little surprising that Honda admits it so early.

This was a necessary tradeoff, however, for Honda to throw its “top hat,” as it were, into the EV realm here in North America. Electing to run with GM’s Ultium floorplan will allow Honda to have an electric SUV on the market while it keeps cracking on its own e: Architecture which will eventually power all of its cars. Since e:Architecture won’t ship in a Honda until 2026, the automaker needs a stand-in. The Prologue, as well as its Acura counterpartwill provide this palliative.

Even better, thanks to the steps that GM has already taken to base its manufacturing of electric vehicles and batteries for North America in North Americaboth SUVs should qualify for the $7,500 federal tax credit under the Inflation Reduction Act. That probably won’t be the case with all of the Prologue’s competitors, at least not when it goes on sale.

But could the design of the Prologue really make it unique enough from the GM package? From the outside, the Prologue doesn’t look like a Chevy product. (I think it’s a good thingbut to each his own.) on the insidethe line seems somewhat blurred.

The Prologue’s steering wheel – specifically the left and right spokes, and the buttons within them – is clearly taken from what you’ll find in the EV Blazer and Equinox. The same goes for its interior door handles and associated lock knobs. I’d expect the resemblance to carry over to the software and infotainment side of things; it’s all about electric vehicles anyway, isn’t it? But, again, we should have clearer answers in about a year and change.

OKLAHOMA CITY –

A man died in a single-vehicle crash overnight on Interstate 44 in Oklahoma City, authorities said.

A collision report from the Oklahoma Highway Patrol says that around 3:10 a.m. Friday, a 2014 Chevrolet was traveling north on I-44 near Southwest 59th Street when the driver failed to negotiate a curve . The vehicle left the road, rolled over and ejected the driver before coming to a stop approximately 200 feet from the highway.

Authorities declared the driver dead at the scene. The Oklahoma Highway Patrol identified the victim as Luis E. Ruiz-Esquivel, 31, of Oklahoma City.

No one else was in the vehicle, according to the collision report.

The Oklahoma Highway Patrol notes that unsafe speed for wet road conditions caused the accident.

For years, a manufacturer has established itself as the leader in electric vehicles: Tesla. But the company now faces a growing list of deep-pocketed competitors, including General Motors, Ford and Mercedes-Benz, seeking to disrupt its market dominance.

More than a dozen new electric vehicles are expected to hit the market over the next year as automakers embrace greener vehicles. That could spell trouble, auto analysts say, for a company that was once America’s only electric car maker.

“Tesla has been the main player in electric vehicles for so long, but we’re seeing a lot more competition, not only with luxury electric vehicles, but also with consumer vehicles that come in different body types and at different price points. “, says Kevin Roberts, Director of Industry. insights and analysis at CarGurus.

Tesla’s EV market share is expected to drop from about 70% in 2021 to the “low teens” by 2025 due to the onslaught of EVs from other manufacturers, predicts John Murphy, chief executive and Chief Automotive Analyst at Bank of America Merrill Lynch.

“GM and Ford are probably in the best position to compete here,” he says, pointing to the growth of the electric pickup market. “That includes the Ford F-150 Lightning, Chevrolet Silverado and GMC Sierra. The Ford Mustang Mach-E is also very competitive against the Tesla Model Y, and the upcoming Chevrolet Equinox will delight some of its customers with a starting price of around $30,000.

Chief Executive Elon Musk launched Tesla’s latest earnings call with a note of optimism about the company’s near-term growth outlook, telling analysts he looks forward to “an epic year-end.” . But he also said economic slowdowns in China and Europe, along with increases in Federal Reserve interest rates, were starting to dampen demand for the company’s vehicles.

“The request is a little tougher than it otherwise would be,” Musk said. “But as I said earlier, we are extremely confident of a great fourth quarter.”

Even so, a number of analysts have left Tesla’s earnings call uneasy, particularly as competition intensifies. Shares of the company fell about 7% in the hours after Musk’s call and are down 47% year-to-date.

“Tesla is reaching a fork in the road period that Musk needs to navigate the business and will be a moment of truth for Tesla on the demand front,” Wedbush Securities analyst Dan Ives said Thursday in a research note. “This quarter wasn’t rainbows and roses and that leaves investors wanting more from Tesla.”

On Monday, less than a week later, the company slashed starting prices for its Model 3 and Model Y cars by up to 9% in China amid concerns over demand, reversing an upward trend in industry-wide awards this year. Murphy says the price declines in China are not typical of a business with low supply and high demand, and could suggest a “potential weakening of one of China’s key growth markets.”

Such are the trials and tribulations of companies that capitalize on what marketing strategists call “first mover advantage.” They can revolutionize an industry, but what happens when the competition catches up with them? “We always knew that Tesla’s market share would eventually go down,” said Michelle Krebs, executive analyst at Cox Automotive. “People want more affordable electric vehicles and they are coming.”

But even as more electric vehicles hit the market, analysts say name recognition plays a big role in keeping Tesla ahead of the pack. The company launched its first all-electric vehicle in 2008, the Tesla Roadster, which traveled 245 miles on a single charge, unprecedented range for a production vehicle. The company has since launched four electric models, including a fifth, its Cybertruck, in 2023.

“Other automakers are going to have to do a lot more advertising to let customers know they have electric vehicles,” Krebs says. “Tesla has only ever had electric vehicles – that’s what they’re known for.”

Even with stellar ad campaigns, there’s no guarantee competitors will catch up to Tesla. Given the company’s lead in electric vehicles, it also owns and operates the largest fast-charging network in the world, with more than 35,000 Superchargers located along major roads. Roberts says this sophisticated charging network likely gives Tesla another edge over other automakers.

Tesla’s high stock valuation also means the company can raise capital by selling a very small portion of its stock, Murphy says, when other automakers would have to sell a much higher percentage of stock to raise the same. capital.

“Tesla is definitely going faster now than in the past,” he says, pointing to their new factories in Austin, Texas and Berlin. “But we think they should have gone faster and exploited their advantage before the competition started to catch up.”

Musk doesn’t seem worried. He said on the earnings call that the company is in the “final round” of work on its Cybertruck, which will begin production in the middle of next year. He also boasted that Tesla’s market value, now $696 billion, could one day surpass the combined capitalization of Apple Inc. and Saudi Aramco, two of the world’s most valuable companies currently worth more than six times the market capitalization of Tesla, or about $4.4 trillion.

“It’s the first time I’ve seen this potential,” Musk said. “We have the most exciting product portfolio of any company in the world, some you’ve heard of, some you haven’t.”

But the road ahead will test Musk’s leadership and strategic vision, especially as his company enters a new phase in its 19-year history, surrounded for the first time by competitors, many of whom offer cheaper options in a tightening economy. Tesla’s least expensive vehicle starts at $46,990.

“Demand for cars north of $50,000 to $55,000 is limited,” Murphy says. “And if Tesla wants to get to 10 million units and more over time, they’ll have to accept lower prices. And if they get to the 10 million unit number, we think they probably have to have a price average transaction close to 25,000 dollars, against 75,000 dollars currently.

Write to Nik Popli at nik.popli@time.com.