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Scorecard

Women's T20 Blast League Two champions Glamorgan thumped Worcestershire to secure their seventh victory in eight matches in the competition.

After winning the toss and choosing to field, Glamorgan restricted the Rapids to 103-7, largely limiting them to singles, before overcoming an early wobble to seal an eight-wicket win thanks to a superb 72 off 40 balls from captain Lauren Parfitt.

Dutch international Sanya Khurana survived an early scare when Katie Cobb spilled a chance off Gemma Porter as Worcestershire batted first, but Glamorgan quickly tightened their grip.

Khurana and Amy Griffiths managed the only boundaries of the opening five overs as the Rapids struggled to accelerate.

Porter made the breakthrough in the sixth over, claiming her 15th wicket of the campaign as Khurana departed for 14 from 18 deliveries.

Madison Windeatt fell victim to Bethan Gammon's efficient run out in the seventh over and the wickets continued to fall as Gwennan Davies, fresh from an eight-boundary 41 against Sussex, was caught by Cobb for a duck, before spinner Sara Phillips removed Ebony Jade-Tweats for a solitary run.

Griffiths offered the only significant resistance, making 36 from 41 balls before being stumped by Megan Sturge off Walker.

Lucy Harris was also run out by Gammon after scoring only two from 13 deliveries, before a late partnership of 32 from 32 balls between captain Clare Boycott and Meg Bishop helped Worcestershire set Glamorgan a target of 104.

Daisy Jeanes, fresh from her 86 against Middlesex, was stumped by Neath-born Davies and when Sturge followed immediately lbw as Griffiths claimed two wickets in her first over, the hosts were 20-2 after three overs.

But Parfitt quickly settled any nerves, striking three boundaries, including two in succession, in the fifth over, before launching the first six of the match in the seventh to take Glamorgan past fifty.

With Gammon providing steady support, Parfitt continued to dominate, reaching her half-century with her eighth boundary before opening the 12th over with three consecutive fours.

She added an 11th boundary with an inventive lofted shot behind the wicket and victory arrived in the 13th over when Gammon's single sealed victory for Glamorgan as they gear up for the final of the T20 Women's Blast on Sunday, 12 July where they will face either Gloucestershire or Kent - the only side to have beaten the Dragons this term. %!s()

The 962 was originally developed as a way for Porsche to also compete in the Prototype class in America. The 956, Porsche's choice prototype racer at the time, had a few quirks that disallowed them from American series. With a new racing season looming before them, Porsche's engineering team, including Norbert Singer, worked diligently through three months to build 12 or 13 cars to compete. If you think about how fast you have to engineer and build that many cars by hand in that amount of time, well, not everything is going to be super finessed. Porsche's 962 made its debut at the 24 Hours of Daytona in 1984 with father-son duo Mario and Michael Andretti. They topped qualifying and led the field until a myriad of mechanical issues retired it midway through the evening hours. But the 962 would be improved upon gradually racking up successes, including under the guise of a man by the name of Jochen Dauer.

Dauer's dream(s)

Dauer, a driver himself who had raced the 962 with his own racing team, Jochen Dauer Racing, or Dauer Sportwagen, had an idea to develop a road car from the 962. This wasn't an uncommon idea as road cars are common inspirations for race cars, and on the rare occasion vise versa. Dauer ended his prototype racing in 1991, and acquired a handful of the 962C race cars to begin working on his new GT-inspired road car.

Around this same time, the 1991 Group C rule changes basically ousted the 962 from competition as engine changes and the group eventually faded into its end in 1993. Enter the introduction of the GT1 group, which the ACO created to allow GT-styled cars to race and the rules would open competitors to racing in Europe and America. Just one problem, Porsche didn't necessarily have a GT car to compete. Singer told Jalopnik in an interview that the 911 wasn't a good fit for the series. But there was another car that had made its debut at the Frankfurt Auto Show that year. Dauer had finished building a Dauer 962 LM car. And maybe, just maybe they could take that racing.

A little convincing can go a long way to winning Le Mans

Singer needed to have a very important conversation with the man who ultimately decided that Dauer's car could run in the series. He spoke with Alain Bertout, Le Mans technical director at the time, who told Singer that the idea was "completely against the philosophy of these regulations, because we want to have road cars converting into race cars, not race cars converting into road cars and going back to race cars." For cars that would be eventually be developed to compete in this GT1 program in the next few years, it was natural for a road car to become a race car, like the McLaren F1, or a race car to become a road car, which was more rare, but it worked for the Mercedes-Benz CLK GTRs or the eventual Porsche GT1. But never had a race car been turned into a road car to the become a race car like the 962.

Somehow Singer was able to convince Bertout to allow it. "Okay, you were allowed to race, but only one time this year," Singer says Bertout told him. "Then I change regulation. You never can come back with that car."

The impossible tale and one-time finish

The Dauer 962 made its maiden and technically final debut at the 1994 Le Mans race. It was looking to be a possible podium finish when the leading Toyota faced transmission issues allowing the Dauer 962 piloted by Hurley Haywood, Yannick Dalmas and Mauro Baldi that race, to pull ahead for the win. Its sister car would earn third.

The loophole that is said to have helped the Dauer 962 get through to race day came down to the number of production cars, although if you do read the section in both the 1994 and 1995 FIA rulebook concerning the Grand Touring class regulations, it reads exactly the same. The thing is that you could enter the race once with plans to produce that many vehicles while in competition. You just had to actually produce that number of vehicles by the next season it seems. But Dauer wouldn't meet the 25 production car goal by 1995, and thus was never able to race his 962 at Le Mans again.

Instead, Porsche tapped Singer to head the build of its future GT competitor, setting the stage for the 911 GT1 that would debut in 1996 and earn an overall victory at Le Mans four years after the Dauer 962's run. %!s()

Play This Right Now

Welcome to Play This Right Now, the site version of our weekly newsletter in which we celebrate a new game, update, or DLC that we think is well worth checking out. You can subscribe to the newsletter at the link if you want to get our thoughts about a new videogame happening direct to your inbox every Thursday.

If you don't know something about 40k, and the diehard fans don't appear to know either, there's a good chance Games Workshop never set that detail in stone. That's how it came to pass that nobody knew how the Skitarii's most iconic rifle reloaded—a topic that's been debated by many Mechanicus-loving subreddits. Games Workshop never had to decide until Fatshark rocked up wanting to make a Skitarii class for Darktide.

Nobody had ever seen a Skitarii naked before either and so "that was a mystery which we needed to solve," Lucas Örström, Darktide's Associate Art Director, notes. While the pallid, augment-infested, barely-human cadaver that hangs before you in character creation is a harrowing claim to fame for the studio, it's lore, the curtain of a mysterious setting being drawn back, ever so slightly.

I guess what I'm trying to say is: naked Skitarii excite me, and they should excite you too.

So why should you perk up for this class versus the Arbites or Hive Scum that Darktide added previously? Skitarii are cyborg warriors, toaster-worshipping cultists who burble binharic cant as they make enemies poorly from too much electric, shank them with a comically retractable claw arm, or revive allies, solve puzzles, and provide fire support with their Servo-Skull minions.

The Skitarii is a swiss army knife, a jack of all trades, master of none class who prioritises supporting allies and the team at large over thriving as a solo. It's a very different playstyle to anything Fatshark has introduced before, where previously a class lived and died (quite literally) on its ability to kill and survive. It's understandable that many players aren't gelling with this playstyle, though the class could definitely do with a few tweaks.

I, however, love it, and genuinely think it's one of the best classes to play through Darktide's campaign with, even if it is a little harder for new players. The Skitarii gives you tools to solve Data Interrogation puzzles, revive allies at a distance in tricky situations, and just generally carry your team of Rejects from a support position. It teaches you the vital importance of teamwork and coherency versus running off on your lonesome to try and be a hero.

Keep up to date with the most important stories and the best deals, as picked by the PC Gamer team.

Darktide is fundamentally a game about coping with hordes of enemies, so it makes sense that good classes are good at killing, but I'm glad Fatshark is trying something new to address that, frankly, boring approach to class design. It's fun to have a character with a versatile skill tree, plus more strategic and supportive elements versus one who is simply good at blending every enemy on-demand.

Even the new class creation elements for the Skitarii, such as getting to design your character's voice, or pick what parts are welded to you, are wonderful little loreful touches that make me hopeful Fatshark will continue to focus on making each new class unique instead of a power-creeping escalation in an endless game of "who's the better killer?"

That's the best way to showcase what makes Warhammer 40k special; unveiling the mystery of the setting and its bonkers lore through strange new classes that feel unique. It's taken a while to get here, but I feel like Fatshark is starting to make good on the promise of Darktide and stake its claim as the 40k FPS to watch—at the very least, the Skitarii is a fun and loreful step in the right direction, even if detractors say it'd be better off as an OP killing-machine.

Sean's first PC games were Full Throttle and Total Annihilation and his taste has stayed much the same since. When not scouring games for secrets or bashing his head against puzzles, you'll find him revisiting old Total War campaigns, agonizing over his Destiny 2 fit, or still trying to finish the Horus Heresy. Sean has also written for EDGE, Eurogamer, PCGamesN, Wireframe, EGMNOW, and Inverse. %!s()

Coming up for auction at RM Sotheby's in Monterey, California, is one of the wildest supercars of the late 1980s, the kind of thing to make a Countach look like a Honda Civic. Four pop-up headlights. Bodywork that's three inches wider than a Testarossa. Eight camshafts and four more pistons than anything that ever came out of Maranello or Sant'Agata Bolognese.

It's called the Cizeta-Moroder V16T, and it's the only one of its kind. The prototype for nine cars that would follow, only this car got the hyphenated name that combined that of its restless creator and the money behind the build. "Cizeta" is Italian for the C and Z of Claudio Zampolli, mechanic to the stars and irrepressible dreamer. Giorgio Moroder is the other half, producer of many of Donna Summer's greatest disco hits and winner of three Oscars for soundtracks like Flashdance.

Zampolli spent his early career working under legendary Lamborghini test-driver Bob Wallace on the Miura P400 and P400S, sorting out cars and learning the business of exotic car creation. It lit a desire in him to build his own supercar, one with his name on it, and to his credit, he did just that. It wasn't easy.

After moving to Los Angeles, Zampolli made a career of importing some of this heavy firepower Italian machinery to the United States. The engine revving in Van Halen's Panama is Eddie Van Halen's Miura, and Zampolli worked on that. You can also spot him in the video for Can't Drive 55, as he had helped Hagar get his 512BBi. When the band needed a new singer, Eddie called Sammy from Zampolli's shop.

Zampolli had the former contacts from Lamborghini and the drive to build something truly outrageous, but he needed someone to foot the bill. At first, he went pitching to some of Hollywood's biggest names, and there is reportedly an engine cover that bears the name Cizeta-Stallone. If ever a car was Rambo III, it's this one.

However, the funds would eventually come from a partnership with Moroder, and thus the prototype car got its double-barreled name. With styling by Marcello Gandini and engineering from former Lamborghini old hands, things slowly came together. A bit too slowly, perhaps, and Zampolli and Moroder ended up parting ways. However, not before this car was built.

After being shown and having spent a long time in storage, Moroder sent his V16T to Bruce Canepa's shop near Santa Cruz. Used to dealing with the complexity of servicing and even improving on the likes of the Porsche 959, Canepa's team was able to tidy up some unfinished details on the prototype V16T and make it properly ready for the road.

The headline is, of course, the 6.0-liter 16-cylinder engine, mounted transversely in the engine bay just as a Miura's V-12 is (hence the T). It produces a claimed 540 horsepower at 8000 rpm, but the main character of the engine is its immensely flexible torque, paired with a five-speed manual. It's basically like driving a Ferrari 308 with two engines.

The Cizeta-Moroder V16T has a great backstory, incredible presence, and also offers a driving experience that's unlike any exotic of its time. It's absolutely spectacular, and while Claudio Zampolli was never quite able to spin things up into a volume-selling supercar manufacturer, he did at least get to see a handful of exotics with his name on them. That should impress everyone, perhaps even David Lee Roth.

➡️ Skip the lot. Let Car and Driver help you find your next car.

Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. %!s()

If someone has spent the past year selling you “generative engine optimization” as a new practice with its own playbook, its own budget line, and its own software subscription, Google has now disagreed in the most concrete way a platform can. It told you what it believes by where it put the button.

The Reports Show Impressions, Not Clicks

Google’s announcement puts the new data in Search Console as generative AI performance reports. They report impressions: how often your pages appeared inside Google’s generative AI features across Search and Discover. You get the dimensions you already know from the standard performance report, pages, countries, devices, and dates, down to hourly granularity. It is rolling out to a subset of UK websites first, then wider.

Two absences matter more than anything the report includes.

It does not show clicks. At launch, you can see that you appeared inside an AI Overview or an AI Mode answer. You cannot see whether anyone clicked, visited, or did anything at all. You get presence, not consequence. Google’s Search Console help confirms the impressions-only scope at launch.

It also arrives next to a control that lets you opt your content out of AI responses. One release hands you a meter for your presence in AI answers and a switch to remove yourself from them. That pairing is a tell about Google’s posture: it would rather give you both the gauge and the exit than keep fielding requests for either.

Why The Location Is The Message

Search Console has defined what counts as search performance for twenty years. The thing it reports is, by definition, the thing Google treats as search performance. So when AI Overviews and AI Mode impressions show up inside it, next to your blue-link impressions, that placement is an accounting decision: AI answers are search surfaces, and your visibility in them is search visibility.

Google has been making this argument in words for a while, that the way to be visible in AI search is the same work as being visible in search. I wrote about it when search and agents got folded into one product, and again when Google’s own AI guide spelled it out. Building the measurement into Search Console instead of standing up a separate tool is that sentence compiled into software. Companies show you what they believe by where they spend engineering. Google spent it filing AI visibility under search.

The Free Tool Will Bend Where You Look

The moment Google AI visibility becomes free, native, and trackable inside a tool every operator already has open, it becomes the AI visibility people actually watch. Not because Google’s surface matters more than ChatGPT’s or Claude’s or Perplexity’s. Because it is the one with a free dashboard.

That is the streetlight effect applied to an entire channel. You look for your keys under the lamppost because that is where the light is. Google is about to switch on a bright, free light over its own surface, and the darker corners, the ones where standalone trackers charge you to look, get less attention by default. The trouble is that AI visibility is plural. Most AI-cited pages appear in only one engine, so a page cited constantly in one model can be absent from the next. A Google-only view is one engine out of several, handed to you with the authority of a number in a tool you already trust.

The cross-engine trackers are not the losers in this. They do the harder thing Search Console never will, which is look across ChatGPT, Claude, Perplexity, and the rest, where most of your AI visibility actually lives. The risk sits on the operator’s side, not theirs. A free, native, single-engine number is easy to over-trust, and “free and already in the tool I open every morning” can crowd out the cross-engine view that covers the other surfaces. If anything, a free Google-only report makes the multi-engine tools more necessary, because someone still has to see the engines Google will never report on.

And even inside Google’s surface, the number you are handed is a leading indicator, not an outcome. Impressions say you showed up. They do not say it mattered. That is the exact trap from a recent episode on how AI visibility gets mistaken for a business result: the metric is real, easy to chart, easy to drop in a deck, and disconnected from whether a buyer acted. A free impressions report is the most seductive version of that trap yet, because the cost of pulling it falls to zero.

Stop Buying The GEO-Is-Different Story

The takeaway is not a tool to learn. It is a story to stop believing.

Stop treating AI visibility as a separate workstream with its own budget and a quarterly report of its own. Google has now told you, by where it put the feature, that it is the same discipline measured in the same place. Fold AI-visibility tracking into the SEO reporting cadence you already run. Pull the generative report for the Google slice when it reaches your account. Keep one cross-engine check for the surfaces Google will never show you. Read every impressions figure the way you read an impression in the standard report: a sign you were eligible, not proof you won. And make the opt-out a deliberate decision, not a default you discover later.

The feature is useful. The placement is the point. Google filed AI visibility under search because, as far as Google is concerned, that is where it has lived all along. Anyone still paying for a separate GEO practice is optimizing for a distinction Google stopped making.

More Resources:

• Google Tests Dedicated AI Search Reports In Search Console
• Google’s New AI Search Guide Calls AEO And GEO ‘Still SEO’
• Do We Need A Separate Framework For GEO/AEO? Google Says Probably Not

This post was originally published on No Hacks.

Featured Image: BestForBest/Shutterstock %!s()