It’s been a steady year for insurance claims: I’ve helped in several claims via agreed insurance valuations I supplied on various classic Porsche models. Some of these claims are still ongoing, so I won’t go into specifics, but a write-off claim for one client with a 1988 Porsche 911 Carrera 3.2 G50 Coupe recently settled and he’s given me the OK to share details.
The car was a high mileage example that had been fully restored over time, with bodywork refinished in original Baltic Blue, rebuilt engine with a LSD in the G50 transmission, full suspension rebuild with Centre Gravity setup and front seats re-trimmed in correct linen leather. The car had certainly lived a life and the owner had toured extensively in it, clocking up 75k miles over ten years together, including a long road trip with mum as the navigator.
In a Danish ferry queue en route to Iceland this summer, the Carrera’s engine was started to move through check-in, then the engine cut out and smoke began to waft from the engine compartment. This was quickly followed by the stomach-churning woof of flame, as petrol from what is thought to have been a failed fuel hose ignited. Small flames became big flames and there was suddenly lots of activity, with fire extinguishers rushing in from cars all around. Here’s a video that no one wants to live through:
https://www.youtube.com/watch?v=4nE_WMBZ7vc
Engine fires catch quickly and can be difficult to extinguish. The owner disconnected the battery sharpish when the starter began to engage of its own accord, but fuel pressure kept the fire going. By the time the fire trucks arrived, the damage was done.
The car was insured with Classicline in the UK, with European breakdown cover by ADAC. Part of my insurance valuation service is to make myself available in an advisory capacity if something goes wrong while the valuation is valid, so the owner got in touch immediately after the incident.
A quick look at the pics told me the car would end up as a write-off (an uneconomic repair). ADAC inspectors decided the same and declined to repatriate the car to the UK, in line with their terms and conditions. The owner was then left to sort things out via his insurers.
Classicline was very sympathetic following the traumatic event and the loss of a treasured 911: the firm gets a huge thumbs up from the owner in every respect. The car was brought back to the UK and inspected by an experienced assessor. The cost to repair using all new Porsche parts was put at £34k including VAT and the additional costs of repatriation and moving the car around the UK – including to the owner’s preferred specialist for a detailed inspection on site – put the total claim value into the write-off zone.
Insurers usually hold agreed valuation certificates as valid for two years at a time, but given the up-and-down nature of the market in recent years, the owner had been careful to update his agreed valuation annually. My most recent insurance valuation was at similar money to a car with half the mileage, but this car had been cherished and kept in superb condition.
History has taught me to prepare for the worst case scenario, so my policy is to set agreed valuations in line with recent data and independent market observations at as high a level as I would feel comfortable later justifying in court. This honours my professional responsibility and is fair to both sides. Classicline did not dispute the agreed valuation I had supplied, so it all came down to the final settlement offer.
The offer to retain the salvage came in at around the level expected. The final decision to repair or to take the full payout was not made lightly: there were some lengthy late-night phone calls discussing other options, especially considering current market conditions. After ten years and many miles, the owner decided to let the car go and move on to the next chapter. I’m not sure what might arrive in the garage next: a very nice Saab 900 Turbo is currently filling the hole.
Total Loss: nightmare vs opportunity
I have regular conversations with valuation clients who are thinking of selling their cars, or whose cars are subject to a total loss or write-off claim, so thoughts of what I would do with an insurance payout or sale proceeds are never far from my mind. I don’t drive my classics all that often, but losing any one of them would be a heartbreak and the last thing I want in the middle of that is to be battling with an insurer, so I use agreed valuations on all of my cars and motorcycles for maximum peace of mind.
As someone who has been working with owners and insurers and valuing cars professionally for almost twenty years, it never ceases to amaze me just how many classic cars are insured on market valuation rather than agreed valuation policies and how many owners recommend market valuation. This is madness.
If this car had been agreed on a market valuation, the owner would now be in the middle of a battle to get the best settlement and the final number would likely fall well short of what was achieved. Market valuation may save a few pounds at policy start, but these pictures of the damage, the repair estimate and the swift, no-hassle resolution put the one advantage of going with a market valuation (saving a small sum of money) into perspective.
I cannot stress strongly enough that people should agree their insurance valuations from the start. Get an agreed valuation from a trusted, independent source and don’t add to the misery of total loss. Contact me via classic-car-valuations.com or use the links below if you need any help or advice.
Ferdinand blogs my freelance adventure with Porsche at the centre. To support my work or engage with me in other ways, you can:
I’ve always been a bookworm. From seven or eight years old, I pored over every issue of the legendary ‘Motor’ magazine, relishing the data and reviews. As a car-obsessed kid on the west coast of Ireland, there was no one to share any of this geekery with, other than a handful of less obsessed schoolmates. But that didn’t stop me from soaking it up.
Unforgettable ‘Car’ reviews had brilliant photos with text from a lyrical genius. Whether it was Aussies Cropley or Nichols, Austria’s Kacher or the brilliant George Bishop, their work seemed effortless – the words just flowed out. When you do the right homework, that’s how it goes.
Stuck in a place where these dream-sequence pieces could never come true, I absorbed them like sunlight. Exacting attention to detail went into these features and that shone from the pages: the least I as a reader could do was give them my undivided attention.
If the laser-beam focus that we shot into the pages of the magazines of our youth was absorbed as raw spirit energy, then a solution to climate change is stacked all around me. I have thousands of old magazines on shelves and in boxes: decades of Autocar, piles of Car and Performance Car, the complete works of Street Machine, Custom Car and hundreds of Bike magazines. The energy contained within these pages must be pretty incredible.
Much as I love what these magazines encapsulate, most will be recycled at some stage. While I enjoy leafing through tokens of my well-spent youth, they are not a must-have reminder of my boyhood fascination with car reviews. Somewhere along the journey from young reader to driver, I realised that comparing one new car to another no longer mattered to me. The story mattered – it always does – but the actual product was less of a draw.
Nothing much interesting happens with cars until you drive them out of the showroom and into the world. It’s a bit like having kids: the delivery is special, then a few days of bright fascination, then the glow of strapping them into their child seat and heading home from the hospital. But then, the newness softens. Months go by where not very much happens. Of course you are bonding, but really it’s just clocking up the miles until they get interesting.
Then they start moving, and failing. Every fail is a thrill: fail, fail and succeed. Progress is swift – you learn fast when you fail. Their failure exposes vulnerability and brings out our empathy. As the days pass with small fails and small wins, thoughts of what life was like before this empathic connection starts to fade. It begins to feel like they have always been around. The energy pored into them begins to shine back. They tell part of your story and you contribute to theirs. Your part is a privilege.
As such a huge percentage of my emotional life has been wrapped in the romance of cars, I find distinct parallels in connection. Car stories worth telling have cracks in the windscreen. Memorable protagonists come with a back story. A life well-lived is defined by the stone chips and the stories I love come with this as the subtext.
Of course, second-hand stuff is not for everyone. Some people love the no-story of newness and, having owned and sold many new cars in my life, I get that. But newness is not my primary trigger. I like things that are scratched: the wear on a camera or the cracks in the leather. In the same way that I liked it when my kids would fall over, I take some pleasure when they ring me in tears: they are living a life and writing their story through authentic experience. When the question is new versus used or shiny versus scratched, there is simply no contest for me.
New Porsche Macan is a thriller
Used car admirers would be pretty stuck without new car obsessives, so hats off to them. New Macan is out and about and, as someone who has run 4×4 SUVs for decades and can see no impending end to that, of course I like it, but of course I would only buy used. The used Macan I would buy is still thirty grand and unlikely to fall into my price range anytime soon, so I scratch the vague itch vicariously, by chatting with friends who own them and watching Stuttgart’s Youtube content.
The latest Macan video wants to talk about thrilling. Printer paper and water coolers: they are not thrilling. A Macan at dawn on a twisty road: that’s what thrilling is like. But that viewpoint depends on the watcher.
Printer paper carrying the first draft of a book is thrilling. Rising from a long desk stint for a cool cup of water: also good. An empty Macan on a twisty road first thing in the morning feels like a bit of a waste. My early morning drives are all about taking the dog to the woods or heading out to collect yet more reclaimed architectural salvage. An early morning drive in a Macan with the dog in the boot and an empty trailer on the back? Now that would be cool.
Ferdinand blogs my freelance adventure with Porsche at the centre. To support the blog and engage with me in other ways, you can:
RM Sotheby’s end-of-year London sale takes place this Thursday at Olympia in Kensington. Fifteen Porsche cars are amongst the lots on offer and half of those cars are being sold without reserve. Here’s a look at three of the no-reserve Porsches that caught my eye.
1965 Porsche 356C LHD Coupe – estimate £50-60k
Chassis number 221132 is a Porsche 356 C 1600 Coupe. Finished in Light Ivory, Sotheby’s website doesn’t offer too many clues, but the car had previously sold at Goodwood Revival in 2008, so I dug out those details.
This ‘65 C Coupe began its life in California, where it was sold to a policeman from El Cerrito. In 1971, it passed from one policeman to another and stayed with him until it sold to the third owner in 1996. The third owner brought the car to the UK and kept it until 2008. It is offered for sale by the fourth owner.
The history includes an engine rebuild with 1700cc barrel and piston set at 112k miles, a transmission overhaul at 114k miles and a bare metal respray in its original colour, which was carried out in the UK. MOT history shows that the car has not been MOT’d since 2008, when it passed with a list of advisories including oil leaks and split CV boots. Interested parties should therefore proceed with caution, but a potentially solid 356C with sensible ownership since new and sold no reserve is worth a second look.
Porsche 911 Turbo Cabriolet – estimate £80-130k
Chassis number WP0ZZZ93ZJS020221 is a 1988 Porsche 930 Cabriolet with two owners from new. Presented in Diamond Blue Metallic with Cashmere Beige leather trim, the odometer shows 26k miles but, as Sotheby’s description doesn’t mention the mileage, assume it’s unwarranted.
I put this four-speed Turbo Cab on my watch list, not because it is a great example of the breed, but because 930 prices are an important benchmark for air-cooled 911s and the market has been a bit shaky.
The 930 had the highest cost new in period and open sale prices for these cars highlight real-time premiums for turbocharged vs normally aspirated 911s. The 930 market has been under pressure since the high water line of 2015, so this unrestored car in an elegant colour mix offered with no reserve will lay down a useful data point.
1992 LHD Porsche 968 Club Sport ex-factory press car – estimate £35-50k
The car I am most keen to follow is chassis number WP0ZZZ96ZPS815075: a left-hand drive 1992 Porsche 986 Club Sport in Speed Yellow. This 968 has a super interesting history that was recently shared in 911 & Porsche World magazine. The auction entry may have been encouraged by enthusiasm around the piece and that enthusiasm could be rewarded on Thursday.
Detective work by the current owner with assistance from the Porsche archive revealed that this 968 Club Sport was the factory press car used in several notable articles on the model. Walter Röhrl drove the car in a four-way road test printed in Auto Zeitung and called it ‘the best handling car that Porsche makes’. The history is very well documented and includes several Porsche factory service stamps, a top-end rebuild, clutch and flywheel at Parr and a huge list of work carried out by its current custodian over almost two decades.
I have a side interest in cars like this one that passed through the hands of well known racer and dealer, Nick Faure, as my early 944 Lux is one of those cars. Faure is a true devotee of the transaxle Porsches and those who love these cars tend to love them for life. I adore the 924, 944 and 968 models and there can’t be too many 968 Club Sports with such enjoyable provenance.
The light blue 930 has a fairly bullish estimate at £80-130k given the condition seen in the photos, while this apparently perfect 968 Club Sport at £35-50k feels relatively conservative in comparison. I suspect it may do slightly better: everything depends on who’s in the room when the cars come over the block in Kensington and whether there’s any hangover from the Type 64 debacle in Monterey. I would love to be there in person, but the dentist is calling…
Pics by Tom Gidden, Dirk de Jager and Adam Warner for RM Sotheby’s
Ferdinand blogs my freelance adventure with Porsche at the centre. To support this blog or to engage with me in other ways, you can:
Sweden’s Team Tidö Race4Health has entered three Porsche 911s on this year’s East African Safari Classic Rally. The lead car features the one and only Stig Blomqvist, with the other two driven by Race4Health patron, Roger Samuelsson, and a new man: Trey Lockey, from Miami. Asked to write some driver bios for the Safari Rally souvenir programme, I put in a call to Team Tidö chief, David von Schinkel (above), to learn about the first non-Swede in a Team Tidö car.
David is a passionate racer who founded Team Tidö in 2008 to race in Formula Renault Scandinavia and the Swedish Touring Car Championship. The team later moved into historic motorsport, running several historic 911s in the Copenhagen Historic Grand Prix, on the Midnight Sun Rally and on the Safari.
Blomqvist won the Safari Classic Rally in Race4Health colours back in 2015, and Björn Waldegård also drove for the team on several occasions, including on the 2013 Safari Rally. Björn rolled his car that year, but it was later reshelled at Tuthills. Now part of Team Tidö’s car and motorcycle collection, the crumpled shell hangs at Tidö Slott: David’s family castle.
Viking Siege Mentality
I’ve done a fair few miles on road trips in Sweden. My uncle (another writer) read English at Trinity College, where he met a Swedish girl. She took him home to Stockholm, they got married and had kids. My dad never needed much excuse for a road trip, so visiting his Swedish relations in Stockholm was perfect. That’s how we spent one excellent summer touring through Finland and Sweden, to the Arctic Circle and back.
One thing you soon learn when driving through Sweden is that the country is not short of castles. This came from bitter experience: the Vikings loved a siege and even held Paris under siege for a year. You were nowhere in Sweden if you weren’t within reach of a fortress, so there are hundreds of castles, chateaux and palaces across the country. Known collectively as Slott (castle), many are still private residences. Tidö Slott falls into this group.
Photo by Anders P [CC BY 2.0 (https://creativecommons.org/licenses/by/2.0)]
Swedish Castles: Tidö Slott
Tidö Slott is one of Sweden’s best-preserved castles from its age of high empire, spanning 1610 to 1720. Axel Oxenstierna – King Gustaf II Adolf’s Lord High Chancellor and widely regarded as one of the most influential figures in Swedish history – built the castle between 1625 and 1641, with the help of architects, Simon de la Vallée and Nicodemus Tessin.
Paris-born de la Vallée (whose father was architect to Louis XIII) was brought to Sweden by the head of the army and appointed Royal Architect. Tidö Slott was one of his first works in Sweden, and Stockholm palaces followed. Tessin the Elder was another regal favourite, whose most famous work is the Drottningholm Palace: still home to the Swedish royal family.
Tidö Slott was built in a Dutch Renaissance style. A huge four-wing complex set around a central courtyard, the castle was owned by Oxenstierna’s descendants for two hundred years, until they sold it in 1840. The next fifty years were a time of decline, until Carl-David von Schinkel acquired the castle in 1890. Four generations of the von Schinkel family have since grown up in Tidö Slott. The castle was private until 1971, when it was opened to the public. Today, it serves as a home, conference centre and meeting place.
Inheriting a castle – becoming its custodian for a time – must be an incredible privilege, but it also brings with it a potentially crushing responsibility. My own house was built in the late 1800s and would fit into Tido Slott many times over. I know how much work my little house takes to maintain, so to manage the burden of an inherited estate, and then extend one’s responsibility to changing the lives of the less fortunate in distant countries is incredibly worthy. If one accepts some of the data available, that sort of extension is a rare thing in Sweden.
Sweden in the Global Giving Index
A 2010 study by the Charities Aid Foundation covered almost 200,000 people in 153 countries. The survey included questions on personal charitable donations, volunteering and helping strangers: how much of each were people doing? The answers were averaged and each country was given a score, ranking the nation’s ‘charitability’ in the World Giving Index.
Australia topped the list, with 70% of Australians giving to charity, 38% volunteering for an organisation in the previous month and 64% helping a stranger in the same timeframe. New Zealand (68/41/63) and Ireland (72/35/60) followed Australia. Sweden (52/12/47) was in the low 40s, placing it behind Chile, Somalia and Afghanistan in the list of giving nations. Several European countries ranked lower, but, across Scandinavia, Sweden was lowest.
I found this data at odds with my perceptions of Sweden and my experience of Swedish philanthropy. To me, the nation represents the pinnacle of social conscience. Sweden ranks first in the world for press freedom, fourth for democracy and lack of corruption and tenth for global peace and global competitiveness. Sweden also ranks twelfth in the world for Human Development: a combined index of life expectancy, education and per capita income.
The importance of a good education is ingrained in Swedish consciousness and the power of education to drive national progress underpins Team Tidö’s charitable programme.
“If you can’t see, you can’t go to school”
“If you can’t see, you can’t read. If you can’t read, then you can’t go to school,” says David, who was inspired to develop a charitable arm to Team Tidö Race4Health through conversations with the late Björn Waldegård. Hailed as a sporting legend in Africa, the serial Safari winner had limitless compassion. Long term co-driver, Hans Thorzelius, remembers how Björn would save clothes and shoes from his kids and hand them out in Africa: he wanted people to see that he knew, and that he cared.
The most used greeting amongst Zulus is sawubona, meaning “I see you, you are important to me and I value you.” It is a deep and spiritual blessing, bestowed upon people one cares about. It voices respect for each other as individuals, with all our unique scars and flaws. Race4Health embraces this spirit with its eyewear redistribution programme.
Overseen by opticians from Balsta Optik, who travel with the rally as part of the team, the eyewear distribution scheme collects thousands of pairs of donated spectacles in Sweden and redistributes them to people in remote communities along the rally route. Team Tidö Race4Health established this project in 2013 and has since restored clear vision to hundreds of people with impaired sight in Kenya and Tanzania.
While I was on the phone to David yesterday, he sent me a link to a story in the Economist, discussing a recent World Health Organisation report estimating that, globally, at least 2.2 billion people have impaired vision. Some one billion people have an eyesight problem that is either preventable (e.g transmitted due to infection) or that could be addressed with spectacles. While David does not imagine that the programme will ever distribute a billion pairs of spectacles, he has seen with his own eyes that every person helped lifts the rest of society.
Anders and Ann-Marie Århlin are the opticians who travel with Tidö in Africa. Their first trip to the rally was in 2015, and they’ve been coming back ever since. “We don’t have a special group who we target,” says Ann-Marie. “We try to distribute to as many people as possible in the villages we visit. It is often quite chaotic as they don’t really have the same understanding of queuing that we do, but it usually goes well.
“What is most satisfying about our work with Race4Health is seeing how the help gets directly to those who need it. I have been to many African countries before and seen how aid organisations can suffer with problems due to bureaucracy or other hindrances. Direct help in situ is the best option: we immediately see the difference it makes to the people.”
Race4Change: Race4Health
Team Tidö Race4Health’s projects in Africa follow in the tyre tracks of Race4Change: an organisation led by the Canadian-American, Dr Steven Funk, who I worked with on a Safari Rally campaign in 2011. Funk’s work put microfinance at its centre, offering a hand up to budding entrepreneurs and giving them “skin in the game”. As an economic migrant once upon a time, Funk’s pitch had profound resonation with me. Race4Health takes a different approach, but the end result may be even more powerful.
Having spoken to Anders and Ann-Marie and seen the difference their work makes in person, I find the whole story incredibly powerful. Team Tidö Race4Health returns to Safari next month and, while all eyes may be focused on Blomqvist out front, the real value of Race4Health’s African vision will be happening way off the leader board: out in the bush, right where it’s needed.
Ferdinand blogs my freelance adventure with Porsche at the centre. To support my blog or to engage with me in other ways, you can:
Details have just arrived for a rare 1995 Porsche 993 Ruf BTR 2 that will be offered at Brooklands’ Historics auction sale on Saturday, November 23.
Ruf chassis number W09TB0367SPR06006 is one of five 420hp RHD BTR 2s produced. First delivered to Top Marques in Singapore and sold to a local businessman, that aspect of provenance could make it quite an attractive prospect for re-importation into a famously locked-down export destination where Porsches command serious prices.
The original car was finished in Aventura Green, but a later owner refinished the body in Guards Red. Personally, I love dark green cars but red is quite rare and suits the 993 shape. Somewhere down the line, the engine was also rebuilt by a New Zealand specialist. The original Ruf EKS automatic clutch system (think Sportomatic-ish) has been replaced by a more conventional arrangement.
The Guards Red 993 came to the UK in 2015 and sold to a retired engineer who took it to his place in France and maintained it in-house. It is now back in the UK. The sales description says it has been MOT’d but the MOT database says the last test expired in 2016, so crossed wires somewhere. The mileage is low at less than 30k from new.
Offered for sale with history including the original book pack, the auction’s pre-sale estimate is £68-84,000. We’ll have to see what the market is like at the end of November and how the changes to the Pfaffenhausen spec – including a colour change and non-Ruf engine rebuild – affect the car’s desirability.
A factory 993 Turbo with less than 30k miles would be pretty good news, even in the current slow market. What’s the price jump (up or down) from a Ruf BTR 2 to a factory Porsche 993 Turbo, and what’s the net effect on that number of diluting the original Rufness through later modifications to an already modified car? Will we be able to look at the eventual auction result and say ‘that’s the correct answer’?
The last RHD BTR 2 to come through a UK auction was a one-owner example with 68k miles that was offered in September 2018 but failed to find a home. The market has been on a bit of journey since then, so it will be interesting to see how this one gets on.
It’s three years since I bought my BMW R1150 GS Adventure: the machine made famous by Ewan McGregor and Charlie Boorman in the original “Long Way Round” documentary. While this behemoth of a bike is too big for everyday riding and would probably not be my first choice as round-the-world transport, I love it. Long Way Round and the big GS added another dimension to a lifelong love affair with wheeled exploration: adventure motorcycling.
As you go about your daily routine, thousands of people are exploring the planet on two wheels and four. Leaving the rigid western structures behind, most are chasing answers to age-old questions that all of us ponder: why am I here, how much stuff do I actually need and can I conquer the worst that the world can throw at me? Answers may never arrive, but sensing some sort of progress along the path to enlightenment is usually enough to help us wake up and do it again the following day.
One man whose two-wheeled journeys continue to inspire the idea of what tomorrow may bring is Cristian Predoi of the Youtube channel, DriveMag Riders. His latest adventure took a new dual-clutch (PDK) Honda TransAlp across Kyrgyzstan and Tajikistan, along one of the ancient Silk Roads and the legendary Pamir Highway. I watched the second episode of his trip last night and the whole thing just blew me away: such great stories and so much landspace to lose oneself in. I sent it to a few people with the note that “we must take rally cars here”. Scroll down to watch the video.
I was still dreaming about rally cars on the Pamir Highway this morning when I rocked up at Total Car Care in Daventry to MOT one of my other BMW bikes. Owner Julian (a.k.a. Burt) also looks after some rally cars, so it was not a huge surprise to see a 1954 Jaguar XK120 rally car on the lift. Chatting away while Burt did the checks, I suddenly realised that the rally stickers on the XK said “Pamir Highway 2019”. This car had been living my dream.
Former Safari Rally mechanic Burt helps to maintain several cars for the XK’s owners and Pamir was their latest event. Organised by ROARR in the UK, the rally ran from July 4th to 29th this year. The route took in Kazakhstan, Uzbekistan, Tajikistan and Kyrgyzstan and the photos are epic. ROARR Director, Adrian Epps, gave me the OK to share a few.
The Pamir Highway ticks a great many boxes from an adventure perspective. It is remote, unspoilt, steeped in history and literally at the top of the world: some sections rise to more than 4,000 metres. The route is extremely challenging and the terrain changes daily. Fuel is not easy to come by and, even in high summer, overnight temperatures can fall below freezing.
Starting in Mazar-e-Sharif in Afghanistan, the Pamir Highway goes all the way to the city of Osh in Kyrgyzstan. Running through soaring mountains, wide open desert and often following the Obikhingu River – the natural border separating Afghanistan and Tajikistan – the route includes the world’s second-highest border crossing.
Cristian’s Pamir Highway travelog also includes a visit to the market in Khorog. Afghan traders pour into the town every Saturday when the frontier is opened for a few hours. “The vibe is amazing,” says the Romanian adventurer, and it looks it. This region has had its fair share of troubles down through the ages, but blue skies, great views and zero mechanical failures on this adventure makes a road trip here pretty irresistible.
My ten days in East Africa following the 2015 Safari Classic Rally felt adventurous at the time, but the bar has since been raised. Pamir Highway is the new high water mark: one hopes that this does not ultimately become just another well-worn tourist route.
This website uses cookies to improve your experience. We'll assume you're ok with this, but you can opt-out if you wish.AcceptRead More
Privacy & Cookies Policy
Privacy Overview
This website uses cookies to improve your experience while you navigate through the website. Out of these, the cookies that are categorized as necessary are stored on your browser as they are essential for the working of basic functionalities of the website. We also use third-party cookies that help us analyze and understand how you use this website. These cookies will be stored in your browser only with your consent. You also have the option to opt-out of these cookies. But opting out of some of these cookies may affect your browsing experience.
Necessary cookies are absolutely essential for the website to function properly. This category only includes cookies that ensures basic functionalities and security features of the website. These cookies do not store any personal information.
Any cookies that may not be particularly necessary for the website to function and is used specifically to collect user personal data via analytics, ads, other embedded contents are termed as non-necessary cookies. It is mandatory to procure user consent prior to running these cookies on your website.
