4sdcsdc

RATED

PLUS

NEW PAGANI

£2million hypercar tested

TRACK CAR OF THE YEAR

Cayman GT4 v top 10 hardcore rivals

NICK TROTT @evoNickTrott

ISSUE 220 APRIL 2016

Ed Speak

Subscriptions

Telephone 0844 844 0039 Email evo@servicehelpline.co.uk Online subscriber service www.subsinfo.co.uk Back issues 0844 844 0039

Editorial

Telephone 020 7907 6310 Email eds@evo.co.uk Website www.evo.co.uk 5 Tower Court, Irchester Road, Wollaston, Wellingborough, Northants NN29 7PJ, United Kingdom Editor Managing editor Website editor Art director Features editor Road test editor Production editor Senior film-maker Designer Staff photographer Staff writer Subeditor Contributing editor Contributing editor Contributing editor Contributing road tester Contributing photographer Technical correspondent Columnist Columnist Office manager

Nick Trott Stuart Gallagher Hunter Skipworth Rob Gould Henry Catchpole Dan Prosser Ian Eveleigh Sam Riley Will Beaumont Aston Parrott Antony Ingram Richard Lane Jethro Bovingdon Richard Meaden David Vivian Adam Towler Dean Smith Michael Whiteley Richard Porter Dario Franchitti Jane Townsend-Emms

Contributing writers Kim Adams, Simon de Burton, Colin Goodwin, Matthew Hayward, David Price, Sam Sheehan, Peter Tomalin Contributing photographers Gus Gregory, Julien Mahiels It wouldn’t have been possible without Anglesey Circuit, Bedford Autodrome, James Disdale, Barry Hayden, Darren Pumfrett, Tyres Northampton, Richard Usher and Blyton Park

Advertising & Promotions Telephone 020 7907 6773 Fax 020 7907 6601 ISDN 020 7580 0297 Email ads.evo@dennis.co.uk 30 Cleveland Street, London W1T 4JD

MD of advertising Brand director Advertising manager Dealer account manager Account manager Senior sales executive Sales executive Inserts executive Lifestyle director Head of digital Production manager Production executive Marketing & events executive Newstrade director Head of direct marketing

Julian Lloyd-Evans Sarah Perks Tim Deeks Laura Holloway Simon Matthews Alexander Rumble Emily Lowe Abdul Ahad Sophie Kochan Elaine de la Cruz Daniel Stark Maaya Mistry Saffron Wright David Barker Gary Briggs

Creative solutions

Commercial director Designer Senior project manager Projects co-ordinator

Jonathan Kitchen Rob Callaghan Avril Donnelly Ludovica D’Angelo

Licensing & syndication International director Syndication manager Licensing manager Licensing & syndication executive

Ian Bedwell Ryan Chambers Carlotta Serantoni Nicole Adams

SRO Motorsports Group/Dirk Bogaerts

S

STÉPHANE RATEL is someone I’ve wanted to interview for quite some time.

After all, the pool of global motorsports promoters is rather small – for whatever reason – and Ratel has for more than 20 years steered GT racing through some particularly difficult times. And survived.

I met Ratel to talk about, among other things, his vision for the Ultracar Sports Club he launched last year. USC is a club that runs alongside the Blancpain GT Series and allows LaFerraris, McLaren P1s, Paganis, etc and their owners to drive on some pretty epic tracks during race weekends. These are untimed sessions (although wouldn’t you love it if lap times were revealed?) and VIP hospitality, travel reservations, top hotels, meals and entertainment are all provided.

Ratel sees USC as less of a revenue opportunity and more of a way to inject greater appeal and variety into the Blancpain GT Series race weekends. And he’s got a point – where else can you see hypercars and track specials such as the Aston Martin Vulcan and McLaren P1 GTR away

from the bright lights of the motor show stand and being driven very, very quickly on track? The first Ultracar event of the year takes place at Brands Hatch on May 7/8. I’ll see you there.

But hang on a second: Ultracar is pretty exclusive, right? Well, yes, but I think Ratel has created a format that is easily transferable to other events. The idea, for instance, of a mini trackday occurring at lunchtime of a BTCC event – exclusive to owners of cars represented in the race – also has tremendous appeal.

At the other end of the scale, what if Bernie decided that all F1 teams must present a road car for lapping during the race weekend? And what if the driver had to be either a reserve driver or a legend affiliated with the team? I for one would kill to see Nigel Mansell lap a Ferrari 488 GTB during the Silverstone race weekend or, erm, Alain Prost three-wheel a Clio.

Ultracar is a very, very clever idea. Yes, it’s started at the top, but I can’t understand why, if you had the car and the money, you wouldn’t give it a go. And yes, I did ask if the GT2 qualified, and the answer was ‘non’. Bugger. L

Publishing

Publishing director

Geoff Love

Dennis Publishing Ltd

Group managing director Chief financial officer Group finance director CEO Company founder

Ian Westwood Brett Reynolds Ian Leggett James Tye Felix Dennis

evo Worldwide

EDITORS-IN-CHIEF

Australia Jesse Taylor China Shawn Lee Croatia Nikola Curic Czech Republic Petr Ehrlich Egypt Ahmed Wakil France Patrick Garcia India Sirish Chandran Italy Piero Bacchetti Malaysia Daniel Wong Middle East Bassam Kronfli Russia Anatoly Komzolov Singapore Sheldon Trollope Slovenia Matjaž Korošak Spain Juan Hernandez-Luike Thailand Chettha Songthaveepol Turkey Burak Ertam Ukraine Igor Kravtsov evo is available for international licensing and syndication. Email Carlotta_Serantoni@dennis.co.uk

www.evo.co.uk

005

evo (USPS 024-183) is published monthly by Dennis Publishing Ltd, 30 Cleveland Street, London, W1T 4JD, United Kingdom. For subscriptions in the USA and Canada, visit www.imsnews.com, phone 1-800-428-3003, fax 1-757-428-6253, or email cs@imsnews. com. U.S. Agent Pitney Bowes International Mailing Services, 158 Mt Olivet Avenue, Newark NJ 07114-2114. Periodicals postage is paid at Paterson NJ and additional mailing offices. US POSTMASTER: Please send address changes to Pitney Bowes International Mailing Services, 158 Mt Olivet Avenue, Newark NJ 07114-2114. Subscription records are maintained by Dennis Publishing Ltd, 30 Cleveland Street, London, W1T 4JD, United Kingdom. Subscription prices: UK £47.99, Europe £58.20, Rest of World £88.40, USA $115. All for 12 issues.

Photographic repro by Evo Magazine. Printed in the UK by BGP, Bicester, Oxfordshire OX26 4QZ Printed in China by C&C Offset Printing Distributed by Seymour, 2nd Floor, 2 East Poultry Avenue, London EC1A 9PT Tel: 020 7429 4000. Fax: 020 7429 3625. Web: seymour. co.uk ISSN 1464-2786 USPS 024-183

Remember, if your local newsagent doesn’t stock evo, just ask them to order it for you The Editors and Publishers of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition.

CONTENTS ISSUE 220 APRIL 2016

FE ATUR ES 064 NEW BMW M2

Is this the turbocharged M-car we’ve been waiting for? Jethro Bovingdon drives the M2

076 FOCUS RS GROUP TEST

How does the newest fast Ford stack up against the Golf R and RS3? Our group test reveals all

088 VW CORRADO VR6 STORM

The people’s performance car of the ’90s. How does the iconic VW coupe stack up 20 years on?

098 PAGANI HUAYRA BC

Jethro Bovingdon drives a lighter, faster, more powerful version of the Huayra

108 LOTUS 3-ELEVEN

Is Richard Meaden impressed following his exclusive drive of Lotus’s new track car?

116 TRACK CAR OF THE YEAR

Eleven contenders, four days, two testers, one track. What takes the TCoty crown?

094 WHO IS STÉPHANE RATEL?

The driving force behind GT racing and a key figure in the future of the thrill of driving

REGUL ARS 009 NEWS

Alpine is back, the new turbocharged Boxster is here and we have a Geneva preview, too

055 COLUMNS

Richard Meaden, Richard Porter and Dario Franchitti

061 LETTERS

Would you avoid buying a Ford Focus RS because it’s only available with five doors?

135 LONG-TERM TESTS

It’s time to say goodbye Range Rover Sport and hello Jaguar F-type R

151 EVO MARKET

As petrol prices fall, are these the gas guzzlers you should be buying?

194 ART OF SPEED

Nothing screams ‘trackday warrior’ more than the R34 GT-R’s data screen

DRIVEN 034 Porsche 911 Turbo S 040 Praga R1R 042 Lamborghini Huracán Spyder

048 Litchfield Audi RS6 050 Lexus RC200t F Sport 052 Ford Fiesta ST M-Sport Edition

046 Caterham Seven 620S

© Copyright Evo Publications Ltd which is a subsidiary of Dennis Publishing Limited. Evo is a trademark of Evo Publications Ltd.

Visit evo.co.uk

evo.co.uk for the latest news, reviews & videos

NEWS The best resource online for the latest performance and premium car news

INSTAGR AM Our Instagram account takes you behind the scenes (@officialevomagazine)

VIDEO Deadly Rivals: our new web and video series putting performance cars head-to-head

REVIEWS Full multi-page in-depth reviews of every car that matters to evo readers

SOCIAL Two-way Facebook and Twitter policy – ask us about the cars we drive

News

•

AmbitioN

•

tech

•

t yres

•

esseNtiAls

Porsche

new 718 Boxster

•

Motor show

coNNectiVit y

geneva preview

Ambition

cyril aBiteBoul

•

wAtches

Tech

cadillac cts-v

Alpine Vision by stuArt gAllAgher

French spor ts car brand returns with a mid-engined platform, a turbocharged engine and rear-wheel drive (not to mention a date with Alfa , Lotus and Porsche)

ALPINE VISION

T

HE ‘WILL THEY? WON’T they?’ saga of Renault resurrecting its Alpine brand is finally over. Indeed, as you can see here, it has.

Alpine is back, and it’s staying true to its philosophy of wrapping proven mechanical components in a lightweight body – a philosophy that saw its race cars become multiple winners and its road cars become admired among the cognoscenti.

The last Alpine disappeared from showrooms 21 years ago, and despite Renault producing some of the greatest hot hatches of a generation in the intervening years, the Alpine name has lain dormant as rivals have arrived, conquered and run off with the spoils. Now, this Alpine Vision concept car is the company announcing itself back in the game.

Those of you with a good memory may recall a story in 2012 about Alpine and Caterham – the latter having bought a 50 per cent stake in the former – working together on a lightweight sports car that would be developed, marketed and sold by both firms. Within 24 months, however, Renault had bought Caterham out of the partnership and again took full control of Alpine. And true to its word, in 2016 the first new Alpine for two decades will be revealed.

The new car will be a two-seater mid-engined coupe powered by a four-cylinder turbocharged engine.

It will go toe to toe with Porsche’s forthcoming 718 Cayman, which swaps its naturally aspirated flat-six for a turbocharged flat-four. With the Alpine’s expected price of £50,000, its marketeers won’t be lacking in

confidence when it arrives in 2017.

Designed in-house by a team led

by Antony Villain, the Vision doesn’t hold back in linking its styling to Alpine’s past, with the A110 being a big influence. The flared arches, rounded bonnet, bug-eye fog lamps and squat rear end are a retro remix of that 1961 Alpine. And where it could have resulted in a clash of generations on a par with a suited executive who thinks stonewash denim, a tuckedin polo shirt and a pair of white Nike Airs is cool weekend attire, Villain and his team have designed a gem of a sports car in the backdated style championed by the likes of Singer.

Underneath the Vision’s body there is an all-new mid-engined platform.

Expect MacPherson struts for the front corners of the chassis and a multi-link setup at the rear. The mid-engined

300,000

Alpine believes the premium sports car market will grow to 300,000 cars by 2020 – and it wants to have a strong presence

26,666

The total number of Alpine road cars built between 1955 and 1995

RIVAL

Porsche 7 18 Cayman S

With its range of new four- c ylin der turbocharged engine s and, crucially for some, a manual gearbox , Porsche’s upcoming 7 18 C ay man will be the Alpine’s close s t rival. Unle s s Porsche ha s dropped the ball with its s witch to four c y lin ders and turbocharging , the new Alpine will need to hit the groun d running.

Engine Power Torque 0 - 62m ph Top sp eed Weight Power-to -weight B a sic price

010

In - line 4- c y l, 2497cc , turb o 345b h p @ 6500rp m (e s t) 310lb f t @ 1900 -4500rp m (e s t) 4. 2 sec (e s t) 180m p h (e s t) 1355k g (e s t) 259 b h p/ton (e s t) £4 8,000 (e s t)

www.evo.co.uk

4

3

configuration and short wheelbase – expect it to be shorter than the Clio’s 2589mm – will hopefully provide the new Alpine with the sharp dynamics and responses we enjoy so much in the likes of Porsche’s Cayman.

As evo went to press, Alpine hadn’t divulged the car’s full technical specifications – visit evo.co.uk for the latest updates – but the engine capacity is expected to be between the 1618cc of the Renaultsport Clio and the 1998cc of the Renaultsport Mégane. An output of 250-275bhp is anticipated, with room to spare should an increase in power and torque (expect 275-300lb ft for the standard car) be necessary.

A paddleshift gearbox will be standard (there’s no news if Alpine will offer a manual ’box) and having gone to the lengths of building a new

FIRST LOOK

by STUART GALLAGHER

IN DEPTH 1

ENGINE & G E ARBOX

A new four-cylinder turbocharged engine will power the Alpine and will allow the company to offer a range of engine tunes from 250bhp through to more than 300bhp. Being the only mid-engined platform within the group, we’d expect a new gearbox for the running gear, too – one that’s hopefully an improvement over the Clio 200/220’s paddleshifter.

2

3

CHASSIS

Alpine is putting a lot of emphasis on low weight, so expect aluminium to make up a large percentage of the chassis, along with composite materials such as carbonfibre. Adjustable dampers, most likely from Öhlins, will provide the chassis with the purity of response it will need to compete in this class.

4

BRAKES

A lightweight philosophy will mean the Alpine won’t need to haul heavy discs and calipers around.

Brembo supplied the brakes for the Mégane 275 Trophy and we’d expect it to provide a lightweight fourpiston caliper to clamp an iron disc for the Alpine.

1

BODY

As with the chassis, the Alpine’s body will need to be a mix of lightweight materials to deliver the expected kerb weight (in the region of 1250kg). While composite body panels are most likely a step (and cost) too far, aluminium is expected for the doors and bonnet, with steel for the wings and plastics for the bumpers. Expect a ‘spyder’ version to appear soon after the first coupes go on sale in 2017.

The number of times Alpine has won the 24 Hours of Le Mans (’78)

INSIDE The interior of the new Alpine show car mixes the latest technology with crafted details that trace their designs back to a time before touchscreens and voice-activated satnav systems. Aluminium features heavily, from the steering wheel to the auxiliary switches, and leather or carbonfibre covers almost every surface.

S P E C I F I C AT I O N Engine

In - line 4- c y l, c1800cc , turb o

Power

250b h p (e s t)

Torque

275lb f t (e s t)

0 - 62m ph

<4. 5sec (claimed)

Top sp eed

160m p h (e s t)

Weig ht

1250k g (e s t)

Power-to -weight

203b h p/ton (e s t)

B a sic price

£50,000 (e s t)

2

1

www.evo.co.uk

011

FIRST LOOK by stuart gallagher

WheeLS & TyReS

The Alpine A110 came with 13-inch wheels, but the new Alpine road car will be fitted with front and rear wheels six inches bigger in diameter. The tyres will be Michelin Pilot Super Sports (225/35 front, 245/35 rear).

Dieppe ‘A106’

Home to Alpine and where the new sports car will be built

The name given to the first Alpine road car

012

www.evo.co.uk

engine, we expect alpine’s parent company to take this opportunity to launch a faster-shifting and more sophisticated double-clutch transmission than the one currently used in the renaultsport Clio. Drive will be sent to the alpine’s rear wheels, and if there’s no mechanical limited-slip differential, we’d expect a brake-operated ‘faux lsD’ or a torque-vectoring system instead. as renault has worked extensively – and to great effect – with the likes of Brembo (brakes) and Öhlins (suspension) in the past, on models such as the Mégane trophy, expect the same suppliers to have a hand in the development of the alpine.

Inside will be aluminium sills, leather-trimmed bucket seats, a tFt instrument display and, of course, the obligatory starter button. the threespoke steering wheel will be home to a sport button (expect that to tweak throttle response, traction-control settings and gearshift mapping) and there will also be a pair of gearshift paddles fixed behind it.

On paper, alpine’s Vision has all the ingredients to deliver a thrilling and intoxicating driving experience.

Moreover, renaultsport’s modernera record of producing the very best hot hatches (current Clio 200 and 220 aside) will provide both a launch pad and a benchmark for alpine’s hopes and aspirations for its new venture. alpine won’t have it all its own way, however. that upcoming Porsche 718 Cayman is the obvious rival. It too will be getting an all-new four-cylinder turbocharged engine in 2016 – with an anticipated 345bhp in s trim – and will arguably present the greatest challenge to the alpine. the german company’s recent form in the midengined sports car arena is a match for renault’s hot hatch expertise. there are two more brands with enough pedigree to compete in the same sector as both the Cayman and alpine’s new contender, namely alfa romeo, with its flawed but desirable 4C, and lotus, with the brilliant exige. It’s a quartet we can’t wait to get together on road and track.

OpInIOn Some people may be wondering what all the f us s is about Alpine (some may even be wondering why a manufac turer of s tereo s ys tems is branching out into whole c ars …), but I’m excited. I wa s luck y enough to drive four generations of Alpine back in is sue 187, an d f rom tinybut- beautif ul A110 to turbocharged V6 A610, they were lovely thing s .

However, the facet that united those c ars and arguably made Alpine’s name (a s well a s the Le Mans an d WRC vic torie s) is also the one thing mis sing f rom the modern iteration: the old c ars were rear- engined.

‘Poor men’s Porsche s’ they were c alled by the uncharitable, but slinging the c ylinders behind the rear a xle def ined the driving experience jus t a s it used to in the 911. May be, a s Porsche largely ha s , Alpine would have jus t engineered out the handling charac teris tic s that used to be inherent in an arse -laden weight dis tribution, but nonethele s s it would have been wonder f ul to see this dis tinc tive layout in the new c ar.

Henry Catchpole

PORSCHE 718 BOXSTERS

Porsche A 718 Boxsters Tu r b o c h a r g e d d r o p -to p s p r o m i s e g i a n ts l ay i n g p e r f o r m a n c e f r o m d o w n - s i z e d e n g i n e s . J u s t t r y to i g n o r e t h e n a m e …

FTER TWENTY YEARS IN production, the six-cylinder naturally aspirated Porsche Boxster is no longer. In its place comes the 718 Boxster, with all-new 2-litre and 2.5-litre turbocharged flat-four engines. When the matching 718 Cayman breaks cover in April, Porsche’s switch to turbocharging for its series production range will be complete.

718 is not just a model type code, but actually forms part of the new cars’ names. Will we ever refer to them as ‘718s’? Let’s hope not, because a 718 is a victorious race car and a Boxster, well, isn’t.

Both new Boxsters are, however, more powerful, efficient, quicker and cleaner than their flat-six predecessors. As box-ticking exercises go, Porsche has marked every single square with the clearest of marks in an as-expected ruthless fashion.

The switch to turbocharging has been at the top of Porsche’s agenda since the 991 Carrera was revealed in 2012. While we were taking in its new proportions, thanks in the main to a longer wheelbase (the first extension for 15 years) and wider hips, Porsche was actually showing us the opening lines to the next chapter for its sports cars. And not just for the 911, but also for the 981-generation Boxster and Cayman that followed soon after.

The 911’s longer wheelbase gave the marketing men an opportunity to mention extra interior space, but behind the scenes the engineers have since been working on how to fill that space, fore of the engine and behind the rear seats, with a battery pack and electric motor. Indeed, the first hybrid 911 is now expected in 2019, when the 991’s replacement arrives.

The electro-mechanical steering fitted across the sports car range from

3

014

www.evo.co.uk

FIRST LOOK

by STUART GALLAGHER

2012 was further future-proofing, again for forthcoming hybrid models but also because such systems are cheaper, more efficient in terms of both packaging and emissions reduction, and can be fine-tuned to a far greater extent than any mechanical system (although nobody has yet found a way to program feel into such a system). And the directinjection engines Porsche invested so much in back in 2008 were the final normally aspirated flat-six engines Porsche would develop. If only we had known…

The 911’s switch to turbocharging has been well documented in the pages of evo (see issues 214, 217 and 218), so what’s different for the Boxster? For a start, it loses a pair of cylinders. Porsche hasn’t built a sports car with so few cylinders since the 968 – the car that made way for the Boxster – in 1995, and there’s only

4.2 sec

Claimed 0-62mph time for a PDKequipped 781 Boxster S using launch control

IN DEPTH 1

45lb ft 2

ENGINE The all-aluminium engine is a quad-cam, 16-valve, direct fuel injection unit with a single variable-vane turbocharger. The nature of its design means that cubic capacity can be increased during its lifecycle should the need arise, but perhaps the best news is that the old naturally aspirated direct-injection flat-six motor still fits…

There was one fundamental reason why Porsche had to remove a pair of cylinders when it came to building the new Boxster’s engine: a turbocharged flat-six simply wouldn’t fit. The new flat-fours and their associated plumbing and cooling requirements are a tight squeeze as it is, hence the new rear crossmember to accommodate them.

PERFORMANCE

The engines may be smaller but the numbers they produce are all bigger. The 2-litre Boxster develops 296bhp at 6500rpm and 280lb ft at 1950-4500rpm (compared to the old car’s 206lb ft at 4500rpm).

The 2.5-litre S pushes out 345bhp at the same engine speed and 310lb ft at 19004500rpm. Both models have gained around 35bhp.

more torque for the S than from the old 3.4-litre flat-six

3

BODY

Lighting technology and bumper changes make up a big proportion of the Boxster’s new look. It is designed to appear wider and more muscular, yet it carries over the same dimensions as the outgoing model. Aluminium is used for the bonnet, rear deck and doors, while ten-spoke 19-inch alloy wheels are standard on the S.

1

3

2

S P E C I F I C AT I O N ( 7 1 8 B O X S T E R S ) Engine Power Torque 0 - 62m ph Top sp eed Weight Power-to -weight B a sic p rice O n s ale

Flat-four, 2497cc , turb o 345b h p @ 6500rp m 310lb f t @ 1900 -4500rp m 4.6sec (claimed, w ith ma n ua l gea rb ox) 17 7m p h (claimed) 1355k g 259 b h p/ton £50,695 Ap ril 2016

INTERIOR Every new Porsche model gets a 918 Spyder-inspired steering wheel these days. The Boxster also gets the boss-mounted dial for the Sport Chrono settings, which includes the ‘push to pass’ Sport Response button first seen on the new 911. There’s also the company’s latest PCM system, which features new connectivity functions, including Apple CarPlay.

RIVAL

Ja guar F-type V6 Conver tible

Heav ier an d not a s focused a s the Porsche, Ja guar’s F-t y pe is a beautif ul piece of automotive architec ture and won der f ully re sponsive, too.

Engine Power Torque 0 - 62m ph Top sp eed Weight Power to weight B a sic p rice

V6, 2995cc , sup ercha rger 335b h p @ 6500rp m 332lb f t @ 3500 -5000rp m 5.7sec (claimed) 161m p h (claimed) 1587 k g 214b h p/ton £57, 245

1355kg 2497cc

Weight of new 2.5-litre Boxster S – that’s 35kg more than the old 3.4-litre model 016

www.evo.co.uk

Capacity of the new 2.5-litre turbo engine – 17cc more than the original 1996 Boxster

Off the mark a PDKequipped Boxster S is now a match for a 996 Turbo

one turbocharger, instead of two, for the mid-engined car.

Performance is up for both the 2-litre entry-level Boxster and the 2.5-litre S, with each engine over 30bhp more powerful than its normally aspirated predecessor. A PDK-equipped Boxster S will reach 62mph from a standstill in a claimed 4.2 seconds (using launch control), which is the same time Porsche claimed for the 996 Turbo. However, it’s the swell in torque, of which the 2-litre model has over a third more than its predecessor, that will be most noticeable. And while this torque will plug the performance hole Boxsters have suffered from at low engine speeds, we’re hoping Porsche has managed to hold on to the fizz of the old engines at higher revs.

FIRST LOOK

by Stuart gallagher

as before, two transmissions will be available. the sublime six-speed manual will be the standard fit, while the seven-speed double-clutch PDK ’box will be optional. as with new 911 models, the latter will feature fuelsaving ‘virtual gears’. these allow Porsche to claim a combined 40.9mpg for the new 2-litre engine. accompanying the turbocharged engines is a revised chassis that features a new rear crossmember. the steering has also been retuned and is said to be ten per cent more direct. Porsche active Suspension Management is an option on both models, along with a PaSM Sport Chassis, which lowers the ride height by 20mm, for the S. the optional Sport Chrono Package offers the regular Normal, Sport and Sport Plus

settings as well as a new ‘Individual’ programme, and just like the new Carrera models there is also a Sport response mode that delivers 20 seconds of ‘maximum responsiveness’ when selected via the new steering wheel-mounted dial. a limited-slip differential remains an option. there’s a new look for the 718 Boxster, with the designers pulling off the neat trick of making the body appear wider than it is (it’s the same size as the outgoing car). this is down to styling tweaks to both the front and rear bumpers. there’s a new bixenon headlight design, larger air intakes ahead of the rear wheels, and the back features a stunning piece of awfulness in the form of a new rear wing that has had a Porsche badge slapped across it in a move the

aftermarket would be proud of. Inside there’s a new interior that includes the now customary 918 Spyder-inspired steering wheel and new instruments.

With the arrival of the 718s, Porsche is also taking the opportunity to flip its mid-engined hierarchy on its head. this Boxster will be priced above the Cayman, with the roadsters costing in the region of £3000 more than the outgoing models. these changes to the Boxster are the biggest Porsche has made to its saviour in the model’s 20-year history, and the drop in cylinder count was not a decision taken lightly. although it is unlikely to have a detrimental effect on how Porsche’s mid-engined car makes us feel from behind the wheel, the loss of that flat-six will be hard to ignore. L

chaRacTeR cOnceRn What would Porsche have to do to ruin the 911? Given that the late s t version saw of f its toughe s t rivals in our group te s t in evo 218, it’s fair to say that the s witch to turbocharging ha sn’t done it any harm .

Predic tably enough, however, the 3-litre t win -turbo units have los t some of the f iz z of the old engine s, not to mention the spine tingling soundtrack . In all objec tive mea sure s, though, the new engine s are among the be s t turbocharged powerplants in the world.

It remains to be seen how ef fec tively Porsche applie s its turbo exper tise to a four- c ylin der engine, but we’ll be hoping the new Boxs ters retain more of the charac ter of the normally a spirated six- c ylinders .

Dan Pros ser

www.evo.co.uk

017

Why the WEC is the one to watch in 2016 Top-cla ss drivers, major manufac turers and politic s-free racing combine to make unmissable motorspor t

018

www.evo.co.uk

A

S FORMULA 1 TIES ITSELF in knots with infighting, bickering and petty arguments over who said what, the World Endurance Championship continues to go about its business of attracting big-name manufacturers and world-class drivers while embracing and engaging a growing global audience.

Thirty-two teams have entered the 2016 FIA championship and 60 have been invited to take part at the Le Mans 24 Hours, with a further ten on the reserve list. Five manufacturers are running full works entries or providing full factory backing to teams throughout the season, with nine manufacturers entering works teams, supporting privateers or supplying powertrains at Le Mans.

Nissan is supplying powertrains to all but three of the 22 teams in the LMP2 class at Le Mans and to ten LMP2 teams throughout the FIA season. Both Ford and Ferrari will debut all-new cars this season in the GT categories, the former its GT model, the latter its 488 GTE. Ford will run four GTs at Le Mans, while Corvette will enter two C7.Rs. Audi, Porsche and Toyota will once again go splitter to splitter in LMP1, although for 2016 both German marques will enter just two cars, as the VW mothership needs to start looking after the euros in light of its emissions misdemeanour. Not that this will reduce the ferociousness of the competition between the big three as Porsche looks to defend both its WEC and Le Mans titles and Toyota and Audi do everything in their

power to wrestle the titles back from them. Two privateer teams will also run in LMP1, although without the budget-sapping hybrid powertrains.

Throw in a grid full of drivers who are among the most gifted on the planet, paddocks and teams that are as welcoming to the fans as they are to the corporate sponsors, and, crucially, racing that demands a flat-out approach rather than tyre conservation and you have a recipe for nine weekends of must-watch motorsport.

ONES TO WATCH IN 2016

Audi R18 e-tron quattro

Ford GT

Toyota TS050 Hybrid

6 72 4 7459

Manufacturerentered cars in LMP1

Total hours of racing split over nine races Number of Ford GTs entered for Le Mans

Total race miles covered in 2015

DATE

EVENT

17 April

6 Hours of Silverstone

7 May

6 Hours of Spa

18-19 June

24 Hours of Le Mans

24 July

6 Hours of Nürburgring

3 September

6 Hours of Mexico City

17 September

6 Hrs Circuit of Americas

16 October

6 Hours of Fuji

6 November

6 Hours of Shanghai

19 November

6 Hours of Bahrain

RADAR ROUND-UP

by STUART GA LL AGHER

78% 2:01.286

Propor tion of Brits that claim to have an emotional at tachment to their c ar

Geneva 2016 – the cars and the stars

JAGUAR

MASERATI

Miss out on parking a Project 7 in your garage last summer? Not to worry, because Jaguar will debut the 567bhp F-type SVR (below) at Geneva. With an additional 25bhp over an F-type R, the SVR will crack 200mph.

Sooner or later it had to happen. BMW was the first to fall, then Porsche and more recently Jaguar. And now it’s Maserati’s turn to drink from the cashrich SUV bar as its new Levante makes its world debut.

ALPINE

T

HE GENEVA MOTOR SHOW is the only motor show worth the entrance fee.

Its compact layout is stuffed to the gunwales with every new performance and supercar worth seeing, and it can all be seen in a day.

This year the show opens on March 1, and most manufacturers have teased us with details of what will be hidden under their silk sheets on the opening day. Here’s a rundown of what to expect.

ASTON MARTIN We’ve been expecting you, DB11. It’s been a while in the making, but Aston Martin will finally reveal its future product direction, starting with the replacement for the DB9.

Excited by the return of Alpine after reading our Radar leader (page 9)?

Pop over to Geneva to see it in the flesh.

MERCEDES Making their European debuts will be the new SL and SLC roadsters, as well as the new E-class. AMG versions of the SL and SLC will be on display, and there’s the possibility of the AMG GT Roadster making its debut, too.

PORSCHE The new 718 Boxster will take centre stage in the Swiss capital… along with something very special and rearengined. Keep an eye on evo.co.uk for breaking news on that one.

Time in secon ds separating the t wo Cor vet te C 7.Rs a s they cros sed the f inish line in the Day tona 24 Hours

ATECA The name of SE AT’s new – an d f irs t – SUV

The Buchloe firm’s first take on BMW’s new 7-series, the B7 (above), features a heavily breathed upon 4.4-litre twinturbocharged V8 developing 600bhp and 590lb ft. Expect a 193mph top speed and a 3.6sec 0-62mph time.

CITROËN The old DS3 was a hoot, and while it may not be all-new, this will be the first time we will see the new DS3 Performance, with its 208 GTi by Peugeot Sport trickery.

Pole position time set by Shane Van Gisbergen for the B athurs t 12 Hours , the fa s te s t ever lap of the Mount Panorama circuit

0.034

ALPINA

AUDI

FERRARI Not one, but two new models for the recently floated supercar maker. The California T is now available with a new ‘Handling Speciale’ (HS) option, which includes revised damper settings, stiffer springs (16 per cent at the front, 19 per cent at the rear), quicker gearshifts and a new exhaust system. There’s also a new front grille and rear diffuser.

Lining up alongside the California will be a new four-seat, four-wheel drive FF – although it’s now called GTC4Lusso. Visual changes are subtle (new bumpers, new lights), but include a more tapered and lower rear roofline (see image above). The car’s 6.2-litre V12 develops an additional 29bhp (peak power is now 680bhp at 8000rpm). Three-tenths have been knocked from 0-62mph time, reducing it to 3.4sec. The big technical change is the addition of rear-wheel steering.

We’ll have to wait for the new RS4, so expect a new compact SUV to take centre stage for Audi in Geneva.

McLAREN At the time of writing we can’t tell you what McLaren will be showing at Geneva. But if you visit evo.co.uk at 1pm on February 24, you’ll discover exactly what it is.

FORD We’ve driven the Focus RS, but it won’t stop us being drawn to it like a moth to a light bulb. And the productionready GT will make its European debut, alongside its race-car cousin.

BMW The i Vision concept (above) could make an appearance following its CES debut in January. Or we could see the production version of the i8 Spyder.

Here’s hoping for the latter.

BUGATTI Son of Veyron will be looking to steal the headlines. All we know so far is that it has a W16 and is called Chiron.

www.evo.co.uk

019

Cyril Abiteboul Re n a u l t â&#x20AC;&#x2122;s b u y o u t o f t h e L o t u s F 1 te a m h e r a l d s t h e r e t u r n o f a racing giant and a fabled works outfit. The man in c h a r g e o f Re n a u l t S p o r t F 1 te l l s e v o w h y m o to r s p o r t i s s o i m p o r t a n t to t h e b r a n d 020

www.evo.co.uk

AMBITION

by ANTONY INGRAM

ABITEBOUL’S AMBITIONS

Achieve Formula 1 podiums within the nex t three years

Develop 2017 ’s c ar without s acrif icing the 2016 sea son

Continue to suppor t the e.dams Formula E team and win more title s

Showc a se Renault’s produc ts acros s the motorspor t world

Work with Inf initi to develop energ yrecover y s ys tems

‘O

UR AMBITION IS NOT JUST to participate in Formula 1.

We have no intention to make up the numbers – if we’re here, it’s to win. And I think Renault can make that statement, because we’ve won in every single category in which we’ve competed.

We’ve won in F1 as a team and as an engine supplier – twelve times. We’ve won in endurance, we won the first season of Formula E with e.dams, and there’s no reason we can’t repeat that in Formula 1. We know the way.

‘How do I take Renault back to the top in F1? The plan is to start where we needed to start. We needed to buy a team, we needed a management structure, we needed partners to have a budget, we needed a driver line-up – for today but also for tomorrow – and we needed a strategy. There’s a new engine technical director, Rémi Taffin, and Bob Bell [technical director during Fernando Alonso and Renault’s 2005 and 2006 championship wins] has been appointed chief technical officer of the team. Today we’re organising the personnel and the strategy; tomorrow we work out how to apply it.

‘The ambitions of a works team owned by a worldwide manufacturer are different to how they were at Lotus. The financial resources are different, too, but so is our accountability. We have to find some form of connection, reporting and accountability to Groupe Renault, and compliance with its policies, but we need to be capable of making decisions in the very specific environment of Formula 1.

That can be as simple as making sure I can offer an engineer a salary package competitive to F1, and not just the car industry as a whole.

‘It’s taken some time to come back because we knew we wanted to be able to win. It wasn’t just a desirability or marketing decision. Last year was a complex season, so we had to manage and smooth the transition from being an engine supplier with Red Bull Racing and Toro Rosso to being a full team with all the stakeholders that are involved. Last year was not a total loss, because clearly Renault has managed to rebuild its confidence and its relationship with F1, which was under a hardship.

‘We’ve made significant changes to the engines for 2016. It’s no secret that we actually got the hybrid element right.

The ambitions of a works team owned by a worldwide manufacturer are different to how they were at Lotus. There’s greater accountability Maybe that’s down to our connection and experience in the world of electric vehicles, which also is backed up by what we’re doing in Formula E – we’re the Mercedes of Formula E, we’re really dominating. The internal combustion engine was where we were behind, so that’s what we’ve focused on. This year’s engine is different to last year’s – it’ll be different by the end of the season, too – and we’re already testing 2017’s engine on the dyno. We’re making good leaps ahead, but implementing them and testing on-track will take some time.

‘The way we see Formula 1 is very much as a spine to the racing activities.

We invest in technology, people, processes; we’ve got connections with partners, with the FIA and so on, but there are many other things. One clear example is Formula E. We are involved in this championship – it’s fair to say that Renault is a founding partner, both from a technological perspective and also from a team perspective from our association and involvement in e.dams.

We really believe in Formula E – we are completely committed to the series, but also Renault e.dams as a team.

‘Can we justify involvement in Formula 1 when Formula E is less expensive and still has a global reach?

We asked ourselves that question, but we’ve obviously been very careful to look at and compare figures in terms of audience, in terms of media value, awareness of the sport and the different carmakers that are involved in the sport. Frankly there is absolutely no comparison – Formula 1 is incomparable for reach at this moment in time. There are always the questions of if and how we should step out, and whether it is good to be in the sport, but when you look at the

figures, at the audience, there is nothing that comes close to Formula 1.

‘At the same time, F1 doesn’t achieve everything for us. We want to showcase our road-car products, so we do that with Clio Cup, and we’ve done that with Clio R3 in rallying. We want to showcase our design – a great example of that is the R.S. 01 race car. We also want to showcase the future in important segments, which is where our Dacia Duster entry in the Dakar comes in.

There’s also Formula Renault, and we’re interested in new and emerging trends in motorsport. We’re inspired by extreme sports such as snowboarding and so-on, so we’re looking at completely different things.’

TAKING ON THE BIG BOYS We all want Renault to succeed in Formula 1, don’t we? The French f irm ha s produced some of the serie s’ mos t succe s s f ul engine s – third to Ferrari and Ford in race wins , de spite only entering the spor t in 197 7 – an d powered some of its mos t iconic c ars, f rom the turbocharged mons ters of the 1980s to the Williams an d Benet ton c ars c ampaigned by Mansell, Hill, an d Schumacher during the 1990s .

It’s far too early to tell if the newly formed Renault Spor t Formula One Team c an replic ate its earlier succe s s – par ticularly that of its ex traordinar y dominance in 2005 - 06 with Fernando Alonso – but ever yone f rom CEO C arlos Ghosn to its new drivers , Jol yon Palmer and Kevin Ma gnus sen, is motivated by the team’s prospec ts . We c an’t wait to see how they ’ll fare.

Antony Ingram

www.evo.co.uk

021

ASK GOODWIN

The world is going autonomousdriving crazy.

Do you have any profound thoughts?

Steve Baker, Scarborough Not sure about profound, but I’ve certainly got some thoughts on the subject. You’re right about it being a hot topic. Every car company is banging on about the trials it’s taking part in, the number of prototypes it’s running and, in some cases, even predicting when fully autonomous cars will be a road-going reality.

Ironically, I think that car manufacturers are unwittingly digging their own graves.

If you remove the physical act of controlling a car, you remove much of the emotional relationship. The car becomes simply a transport device, and if that’s the case, why would you go to the expense of buying one brand over another? Why buy an Audi when a Dacia will drive you to work just as ably? Who builds the trains on London’s Docklands Light Railway? You don’t know and you don’t care; the only concern is that they are reliable and safe.

I also think that being driven by an autonomous car will be a miserable and unsettling experience. If you or I see a plastic bag blowing across the road we will simply drive over it, but the self-driving car will go: ‘Christ! What’s that? I think it’s a carrier bag but it could be a child so I’d better do an emergency stop.’ Pedestrians won’t bother walking to a crossing or patiently waiting for a gap in the traffic, they will simply walk in front of an oncoming car knowing it will stop.

Fortunately I think the fully autonomous car is further away than even experts predict. If I live to a ripe old age I will probably see them. My worry is that I will not be allowed to drive my vintage Cayman because the government will decree that cars driven by humans will be a complication that slows up the flow of personal transporter pods (PTPs).

022

www.evo.co.uk

Eifel Rallye Festival Yo u r a n n u a l d o s e o f

a n t i - l a g , a n d i t ’s n o t t h a t f a r f r o m B l i g h t y…

I

h av e r e g r e t s a b o u t not going to more group C sportscar races in the 1980s, but a greater lapse of common sense is that I never once went to a rally in the group b era. often you don’t know you’re in a golden era of a sport until later. ‘Later’ in rallying meaning less variety of machinery and the death of some of the more dramatic and iconic events. It’s not possible to transport yourself in body back to the mid-1980s, but you can in spirit, because the love affair with the power-crazy era of group b rallying is far from over. huge numbers of cars still exist and are regularly wheeled out at events such as the goodwood Festival of speed, but here we’re taking you to the eifel mountains for a really spectacular event that will hit the spot for any historic rally enthusiast. It’s called the eifel

rallye Festival and this year it takes place on July 21-23. the directions to this event won’t take up much space because I’m sure a great many of you will have been to this area of germany. the event isn’t held at the Nürburgring but in the town of Daun, which is only 15 miles south-west of the ring. You probably won’t have passed through Daun en route to the circuit, but you’ll certainly have seen signs for it. You could fly to bonn and hire a car but it makes far more sense, unless you’re short on time or live in scotland, to drive there in your own car from home.

Whatever method of travel, you’ll want to be in Daun Friday lunchtime at the latest so that you can check out the lie of the land before the action kicks off in the evening. the eifel rally Festival is an event organised by an outfit called slowly

sideways – set-up and run by rally photographer reinhard Klein.

Klein owns a couple of historic cars himself, including a Metro 6r4, and founded slowly sideways as an opportunity to exercise the cars and provide a spectacle for fans with a much reduced risk of rolling a car into a ball. entrants don’t need competition licences and there is no scrutineering before the event (don’t worry, there is ample opportunity to get up close to the cars both on stages and when they’re being fettled). Daun is a classic small german town with a few hotels, bars and lots of wood carving. the town’s central square is the focal point of proceedings and is where the service park is located. there are no ropes, so you can have a good nose around. and, of course, get to meet drivers.

Walter röhrl is patron of the

OF F T HE BE AT EN T R ACK

by COLIN GOODWIN

event so you can be absolutely sure to meet him if you go this year. Last year Sandro Munari was there as well as Timo Salonen and Stig Blomqvist. Munari, as you will have guessed, was driving a Lancia Stratos. With around 120 cars taking part, virtually all eras of rallying are covered, from ’60s Minis to Escorts and Opels from the ’70s. Last year there were a couple of RS200s, a Peugeot 205 T16 (driven by Salonen), two more Stratoses and plenty of Group A cars, as well as 911s and Opels that were unfamiliar to British eyes.

Friday night’s action is the high point because not much beats watching rally cars in the dark, but on Saturday there’s a chance to watch cars over three stages. These stages are fairly short, but laid out exactly like a pukka rally section.

Each car does the stages twice; in

the morning and afternoon. Cars are set off at shorter intervals than they are in an actual rally so spectators don’t have to wait very long for the next car to come through. And although it’s not a competitive event, drivers like to put on a proper display, especially the professionals and quicker amateurs.

Away from the action and back in the town, there’s a small stage that’s used for interviews with the star drivers. I’ve never been disappointed by any professional rally driver. All of them seem to have a passion that you don’t find in F1, and certainly a more relaxed and down-to-earth manner. Some quick Scandinavians, plenty of wastegate whistling and anti-lag crackle, and loads of sausage and frites. Sounds like a perfect weekend. And because it’s in July, very easy to slip into a summer holiday, too.

photography by JULIEN MAHIELS

Berlin

Cologne

0

GERMANY

Frankfurt

T E C H N I C A L LY S P E A K I N G

by MICHAEL WHITELEY

FOCUS

Chassis

INSIDE CADILLAC’S ‘M4 KILLER’

‘The ATS-V is the lightest chassis in its class,’ claims Leone, ‘and that is enabled by the use of an aluminium front structure, suspension components, engine block and transmission.’

Cross braces and underfloor panels also connect all sides of the car to reduce flex across the body. The combination of a lightweight and stiff structure contributes towards a claimed lateral G capability of 1.02.

Drive

T

HE 464BHP ATS-V Coupe is Cadillac’s direct rival to the BMW M4 – indeed the American motoring press has labelled it an ‘M4 killer’. It certainly contains ample technology to bring a fight to the M division, so we spoke to David Leone, executive chief engineer at Cadillac, to find out what tech the company has employed to take on Europe’s best.

Engine

Whereas BMW prefers its six cylinders in a straight line, Cadillac chooses to put its in a V. This configuration can increase the torque that an engine makes at lower revs because the power stroke comes from two sides

TECH GAME-CHANGERS DOUBLEWISHBONE SUSPENSION First production application: Citroën Rosalie When: 1934

of the crankshaft. It can also increase crank rotation response because the crankshaft is shorter and therefore lighter.

The exhaust valves of the Cadillac’s engine are hollow, the space partly filled with sodium to increase heat transfer from the cylinder. Sodium has a low melting point (97.8C), so when it is liquid it can move freely inside a reciprocating valve. When the sodium is in the head of the valve, it absorbs heat, then when it travels up into the valve stem, some of its heat is transferred to the cooling system in the cylinder head. As the sodium gets hotter still, it vaporises in the valve head, then transfers heat, cools and returns to liquid in the stem.

A double-wishbone suspension s ys tem is charac terised by its pairs of control arms that are – unsurprisingly – shaped like wishbone s. A larger bot tom arm connec ts a single point at the lower en d of the w heel hub a s sem bly to

‘We use Magnetic Ride Control – the fastest reacting suspension system in the business,’ says Leone. ‘We also have an electronic limited-slip diff, which allows us to get the power to the ground.’

The e-LSD uses clutch packs to distribute torque to whichever of the rear wheels needs it most, while individual brake intervention provides additional control over the driven wheels.

In its more lenient settings, the traction control operates in a similar fashion to Ferrari’s Side Slip Angle Control setup, allowing more oversteer before intervention. It is said to shorten lap times compared with having the systems turned off by improving corner exit speeds.

IF YOU NEED PROOF THAT NOT all American performance cars are crude technology-wise, the ATS-V Coupe is it. As for whether all its tech translates to a great driving experience, we hope to find out the answer to that soon.

t wo points on the cha s sis. A smaller upper arm connec ts the top end of the hub a s sembly to the cha s sis in a similar fa shion.

The upper arm is smaller than the lower arm to ensure s that when the suspension is under compre s sion,

the negative c amber of the accompanying wheel is increa sed.

The commonly seen alternative s ys tem, the MacPherson s trut, of fers no such control over c amber under compre s sion.

Double wishbone s also allow for more accurate control

ASK MIKE

Your tech questions answered

Q A

What are the advantages and disadvantages of ‘polybushing’ my car?

– Robert Stone

The rubber bushings that are already present on your car are there to allow small movements in the suspension arms, steering rack and even differential mounting. They reduce noise and vibrations that would otherwise be unpleasant for daily driving.

Replacing these bushings with harder, polymer items would mean that there is less play in these components – good for a sportier feel and improved performance – but would increase noise and vibration.

So it all comes down to whether you are willing to endure a harsher ride and more noise in return for a sharper, more taught feel to your car.

Send your question to experts@evo.co.uk

of toe, c a s ter and toe geometrie s.

Consequently, wishbone s of fer bet ter road - holding c apabilitie s and are therefore more common on spor ts c ars.

The downside is that a doublewishbone arrangement is

inherently larger than a MacPherson s trut an d cos ts more to produce.

The inherent complexit y of a s ys tem with more connec ting points an d bushing s means that ser vicing is also more time consuming an d cos tly.

TYRES

by KIM ADAMS

NEW ARRIVAL

MICHELIN DROPS SUPER SPORT FOR PILOT SPORT 4

M

ICHELIN’S NEW PILOT Sport 4 went on sale at the start of the year and it would be easy to think that it is an improved version of the Pilot Sport 3.

But in the world of Michelin tyre naming, that would be too obvious.

Michelin tells us the new tyre is in fact more of a successor to the ultrahigh-performance Pilot Super Sport.

Why? The Super Sport proved so successful that it didn’t get the usual Michelin mid-life performance upgrade. Instead that development was put into the Pilot Sport 4 to make it more of an improved Super Sport.

As a result, production of 17inch and 18-inch Super Sports is stopping this year, except for specific sizes that have original equipment homologation – it’s an option for the new Focus RS, for example. The

larger sizes are due to stop next year.

Michelin has previous here, with the Sport 3 replacing the more touring-focused Pilot Exalto PE2.

The Super Sport was the successor to the popular, performance-orientated Pilot Sport 2. So the new tyre could be seen as putting the Pilot Sport name back where it started, at the upper end of the performance table.

Wherever it fits in the Michelin line-up, the French producer claims it has used technology developed for motorsport – including the electric Formula E race series, which runs on treaded tyres – in the Sport 4.

The asymmetric tread pattern appears to be a halfway house between the big tread blocks of the Super Sport and the more complex grooves of the Sport 3. It has wide longitudinal channels to shift water

and resist aquaplaning. The dual compound of the Super Sport, which maximised longevity and wet grip, has been dropped in favour of a fine silica-based mix with ‘functional elastomers’ for wet grip and braking.

Michelin also claims it improves durability and fuel economy.

The construction has been designed to maximise steering response and, as on the Super Sport, maintain the contact patch footprint even when it changes shape under cornering. It has done this by using a lightweight hybrid aramid and nylon belt – a fifth of the weight of steel – to resist centrifugal forces at high speed. Michelin claims the package constantly adapts to the road surface to maximise steering response.

The initial launch range covers 35 to 45 profiles and 205 to 275 widths and primarily Y speed ratings (up to 186mph). March sees the arrival of a 255/35 ZR19, with more options following later in the year. Label ratings are A for wet grip, C fuel economy and 71dB pass-by noise.

Prices are expected to be around those for the Pilot Sport 3.

LIGHTER RUNFLATS

Bridge s tone ha s launched a new runf lat t y re that it claims minimise s the compromise s normally a s sociated with the breed. C alled DriveGuard, its ba sic technolog y is the s ame a s that of other runf lats , i.e. s tif fer sidewalls de signed to take the weight of the c ar when the t y re is def lated.

DriveGuard t y re s also of fer the same 50 mile s at 50mph range. However, by reducing the s tif f ne s s of the sidewall, Bridge s tone ha s delivered a ride that it claims is comparable with that of a s tan dard t y re.

It ha s also brought the weight closer to that of a s tan dard t y re – aroun d eight per cent heavier compared to the 13 of a conventional runf lat.

PILOT SPORT 4 ON THE ROAD Swapping the Good year Ea gle F 1 t y re s on my Mk1 Ford Focus RS for a set of Michelin Pilot Spor t 4s wa s a risk . The Good years hammered the Pilot Spor t 3 in evo’s 2015 t y re te s t in almos t ever y mea surable way, and they worked superbly well on my Focus throughout their life. That’s no mean feat, a s the se c ars are notoriously sensitive when it come s to rubber.

The good news is that the Pilot Spor t 4s are perceptibly sof ter and more feelsome than the Good years.

There’s a heightened sens ation of the ex tent to which the cha s sis is loaded up through corners and lateral wet grip is immense, meaning the Focus’s limited -slip dif f c an be exploited more ea sily.

That said, the t y re s are currently making a serious racket above 45mph, so I’m in touch with Michelin’s engineers to f ind out why this might be the c a se. Keep an eye on Fa s t Fleet for an update.

Richard L ane

TRUE BLUE TYRES

Chelsea FC fans may not have had much to celebrate on the pitch of late, but there were smile s on the Yokohama s tan d at the Autospor t International show a s the Japane se f irm showed of f a new t y re that mark s its sponsorship of the club. Cue more intere s t in a BluEar th -A AE50 than normal.

The t y re boa s ts a new sidewall de sign with the club name and cre s t prominent, but retains the golf- ball dimple s that aim to reduce dra g. The Chelsea AE50 is primarily a t y re aimed at ma ximising f uel economy, but the special edition’s three size s inclu de the big-selling 225/45 R17 that evo te s ted in 2014. The Chelsea t y re is on sale now.

ESSENTIALS edited by ANTONY INGRAM

BULBS See and be seen better by fitting some of these highperformance bulbs



OSRAM P21W LED From £14.99 Marketed for off-road use only, Osram’s P21W LED bulbs are a suitable replacement for ‘380’ bulbs often used for brake and tail lights in older vehicles. They use 80 per cent less energy while emitting more light – an obvious safety gain.

RING RW380LED From £20.99 Like other aftermarket LED replacement bulbs, Ring’s P21W-standard bulbs aren’t ECE homologated, and are therefore sold for off-road or in-car use only.

They are, however, much brighter than traditional brake and tail light filament bulbs.

osram.co.uk



ringautomotive.co.uk

OSRAM D2S HID £ 2 3 4 . 9 9 ( p a i r)

Osram’s ‘Xenarc’ HID replacements – which should only be used in cars with OEM high-intensity discharge lights – are up to 70 per cent brighter than standard bulbs, with 20m greater reach claimed. Professional fitting is recommended for HID bulbs. osram.co.uk



R I N G RW47 7 FL E D From £34.99

OSRAM H7 NIGHT BREAKER UNLIMITED £ 3 7. 9 9 ( p a i r)

Designed for use in fog lamps, the 477 LED uses an H7 connection and – like the other LEDs here – emits an ‘ice white’ 6000-Kelvin colour temperature. An H11 version of the bulb is also available for relevant fitments.

Claimed to be the most powerful, ECE-approved halogen upgrade bulbs available. The beam can reach up to 40m further than standard, with a brighter, whiter light – whiter colours are similar to daylight, which is easier on the eye.

ringautomotive.co.uk

osram.co.uk





Cloud-mapping the road ahead C a r s t h a t c o n s t a n t l y u p d a te e a c h o t h e r w i t h road and traf fic data are the Next Big Thing

F

ACING A WIDE AND VERY obviously impassable river in an unknown corner of a small Dutch village, I came to the conclusion the car’s built-in satellite navigation system perhaps wasn’t the most accurate or up-to-date I’d ever used. There might well have been a crossing there once – possibly at low tide, or more realistically by a small ferry – but there certainly wasn’t now.

With the technology currently under development by HERE, arriving at such dead-ends will one day become a thing of the past. Its HD Live Map system, unveiled at the Consumer Electronics Show in Las Vegas in early January, is being touted as the world’s most advanced

030

www.evo.co.uk

cloud-based map asset commercially available for vehicles.

Cloud-based technology will in itself be the next big thing in automotive connectivity, and its influence on mapping technology will be wide-reaching.

Its highest-profile application so far is that of Tesla Motors’ Autopilot system, as found in Model S saloons and Model X crossovers. Data gathered by every Tesla, on every road they traverse, is sent back to the cloud, to be disseminated among every other Tesla. Roads learned by one vehicle become the knowledge of another – a Model S in California will be intimately familiar with the M25, while that London-based car will

know exactly the speed and position necessary to negotiate a tricky freeway off-ramp in San Francisco.

The eventual benefits of cloudbased mapping for autonomous vehicles are easy to grasp – but it could be useful for any driver on any road, no matter how familiar or unfamiliar the driver is with the car and the location.

HD Live Map relies on a vehicle’s sensors to gather data about the road and its surroundings. If a speed limit changes, for instance, this information can be relayed in advance to following vehicles – allowing the driver to make a decision, or for an autonomously driven vehicle to adjust its speed accordingly.

Likewise, information on lane closures can be used to help vehicles behind change lanes, or avoid the area completely. Should conditions change, information from vehicles will then update cloud-connected vehicles with the latest data. HERE describes it as ‘self-maintaining’.

Other companies are working on similar systems – in addition to Tesla, Google is the most notable, with its koala-faced autonomous pods now running in trials around California.

Those pods, along with Google’s other test vehicles, are covering around three million cumulative miles every day – data from which can then be disseminated across its entire fleet, creating incredibly

CONNECTIVITY edited by ANTONY INGRAM

NOW & THEN

If a speed limit changes, this information can be relayed in advance to following vehicles

accurate mapping in addition to functional information from the cars themselves.

HERE, formerly Nokia’s mapping unit, is now owned by three rival German automotive powerhouses.

BMW, Audi and Daimler jointly purchased the mapping service in December 2015 for 2.8billion euros – and in doing so prevented Google and Apple (also rumoured to be bidders) from owning the key information systems within the car.

But smart navigation, and the role it will play in autonomous driving, is the key reason for the purchase. BMW board member Ian Robertson told evo: ‘The digital map is fundamental to autonomous

driving, and there are really only three mapping systems in the world: HERE, Google and TomTom.’ Robertson goes on to explain that HERE will remain opensource and that between the three manufacturers they will have access to over ten million cars for real-time updates, and this will have a greater ‘density to it for our information source’. Or, in other words, over ten million cars will capture and share real-time information – anonymously – thus creating a colossal data exchange on road and traffic conditions.

‘Current mapping systems are accurate to just under a metre,’ continues Robertson. ‘Fine for

Hybrid drivetrains

going from London to Brighton, but for autonomous you need to be accurate to less than a centimetre.

For that you need a big step in the navigation architecture, but you also need updated information extremely quickly. So you can see how this is forming a fundamental part of our business going forward.

‘In the next five to seven years we will see more change than in the last 100. Digitisation affects everything we do. From the way we make cars to how the customer experiences cars. The enablement of the car at the centre of the digital world is the most exciting and most change-oriented project programme we’ve ever seen.’

Ferdinand Porsche developed the f irs t petrol- elec tric hy brid a s far back a s 1901. The Lohner- Porsche (above) sent petrol power to the f ront w heels with elec tric hub motors at the rear.

Until the late 1990s , though, hy brid experimentation wa s sc arce – limited to curious development vehicle s such a s the CleanAir L A 301, a Swedish developed supermini that paired a Japane se microc ar engine with a plug-in bat ter y set- up. It’d do 40 60 mile s on elec tric power, an d 150 mile s with a lit tle help f rom the engine.

Toyota developed the f irs t modern hy brid. The original Prius is rarer and le s s recognis able than later variants but introduced the concept of a petrol engine an d elec tric motor paired through an epic yclic transmis sion.

Honda’s original Insight chose a dif ferent route: its Integrated Motor A s sis t s ys tem used a discshaped elec tric motor squeezed bet ween the 1- litre engine an d f ive-speed transmis sion. In an aerod y namic aluminium shell, the re sult wa s a real-world 70mpg an d surprising levels of f un.

Fun is in abundant supply in the latest hybrid spor ts c ars, from the plug-in BMW i8 to Ferrari’s 950bhp L aFerrari, which use s hy brid power to boos t low- down torque an d throt tle re sponse an d help achieve its 217mph top speed.

ON OR OFF? Auto-dipping headlights O f f, says Chris Burney on our Facebook pa ge. ‘They work f ine… until they spot their ref lec tion in a sign, and s witch of f. Or continue blinding an oncoming driver bec ause they haven’t seen them .’

www.evo.co.uk

031

THE RACING LINE

C7 R A PI D E C H RON OM E TE R â&#x20AC;&#x201C; LI M I TE D E D I TI ON Made in Switzerland / Worldwide limited edition of only 500 pieces / ETA 251.264 COSC with 1/10ths second split-timing / 42mm marine-grade, stainless steel case with aluminium tachymeter bezel / Anti-reflective sapphire crystal / Premium quality Italian leather strap and Bader deployment

SWISS MOVEMENT

E XC LU S I V E LY AVA I L A B L E AT

ENGLISH HEART

christopherward.co.uk

WAT CHE S

by SIMON DE BURTON

WATCH TECH Nomos DUW 3001 movement

Watch brands make a big deal about ‘inhouse’ movements – and frequently charge a premium for models that contain them. So German maker Nomos is to be applauded for its DUW 3001 automatic mechanism, which debuted last year in a new version of its popular Tangente Automatic.

Measuring just 3.2mm thick, the DUW 3001 falls into the ‘ultra flat’ category – yet it has been designed for series production and, in keeping with the Nomos ethos, is also well finished and affordable.

Using the brand’s ‘swing system’ selfwinding mechanism, it is claimed to be 94.2 per cent efficient, compared to the 80 per cent of a traditional automatic movement. Theodor Prenzel, the design engineer behind the movement, says the DUW 3001 took three years and €2.5million to create – but the Tangente sells for less than £2700.

The only downside (for some) is that the watch measures a conservative 35mm in diameter – although it’s highly likely that the DUW 3001 will soon become available in larger Nomos models.

THIS MONTH IWC Big Pilot’s Heritage

Christopher Ward C9 GT40

Price: £10,500 (55mm version)

Price: £2950

Price: SFr 500,000 (c£350,000)

From: iwc.com

From: christopherward.com

From: hublot.com

Although this page is usually reserved for drivers’ watches, we’ve made an exception for IWC’s latest release because the Big Pilot has traditionally been popular with car enthusiasts for its retro tool-watch look and easy readability. This new Heritage model is even more legible as it replicates the vast, 55mm diameter of IWC’s original ‘observer’s watch’, introduced in 1940 for the German Luftwaffe. Just 100 examples will be released, plus 1000 48mm versions with a similar ‘vintage’ dial. Both are made from titanium and contain hand-wound movements.

Regular readers will notice a remarkable similarity between Christopher Ward’s latest limited edition and Bremont’s Jaguar MkIII chronometer that we featured last month – but, we’re assured, it’s purely coincidental. As the name suggests, the C9 GT40 – which uses a Valgrange A07 automatic movement with power reserve display – pays homage to the MkI Ford GT40 (chassis P-1075) that won consecutive Le Mans titles in 1968 and 1969. The back of each watch in the 40-piece edition contains metal from one of the car’s wheel spinners.

Released in 2013 to complement the LaFerrari, the original MP-05 broke new records with its tourbillon movement featuring 11 mainspring barrels to provide an unprecedented 50-day power reserve. This new version of the watch celebrates the 637-part mechanism to the full by placing it inside a transparent case made almost entirely from sapphire crystal. The time and power reserve are displayed on transparent cylinders and even the strap is see-through. Just 20 examples will be made – enough to net Hublot around £7million.

CHRONO

Read more from Simon de Burton in Chrono, the interactive watch magazine for iPad and iPhone, available now from the iTunes Store.

Hublot MP-05 ‘LaFerrari’ Sapphire

OMEGA SPEEDMASTER

As worn by Alain de Cadenet, racing driver ‘I have worn the same watch for 48 years – it is an Omega Speedmaster that I bought en route to the Nürburgring in 1968. I was towing a trailer from Brescia carrying a Ferrari 206 SP and, feeling a bit tired, I stopped in Zurich.

While looking around, I found two Omega

Speedmasters in a watch shop and bought them for £35 each. I put one on my wrist and gave the other to a racing driver called Edward Nelson in exchange for driving me around the Nürburgring so I could learn it.

‘Apart from when it’s sent for servicing, it’s

on my wrist all the time – I always wear it while racing.

‘I think when you find something in life that is as good as it gets, you hang on to it – which is why I’ve never found a watch I would rather wear than my Speedmaster’

www.evo.co.uk

033

EVERY NEW EVO CAR THAT MATTERS, REVIEWED AND RATED

034

www.evo.co.uk

PORSCHE 911 TURBO S // PRAGA R1R // LAMBORGHINI HURACÁN LP610-4 SPYDER // CATERHAM 620S // LITCHFIELD AUDI RS6 // LEXUS RC200t F Sport // FORD FIESTA M-SPORT EDITION

TWO POINT SIX. That’s the real figure.

The press pack may list a 2.9-second 0-62mph time for the revised Porsche 911 Turbo S, but that’s an intentionally conservative figure. In testing, senior engineer August Achleitner and his team repeatedly achieved 2.6-second runs, which ranks this range-topping 911 among the most accelerative road cars of all time.

Officially, Porsche quotes the slower time because customer cars should be able to match the claimed figure at altitude and in high ambient temperatures. But you and I also know that the £145,773 Turbo S could

T

not be seen to be as fast off the line as the £619,000 918 Spyder…

The 911 Turbo range has been facelifted to bring it into step with the rest of the 911 line-up, which was overhauled late last year. The styling revisions are subtle to say the least, but the new versions can be picked out by their twin LED strips in the front bumper, a new engine cover design and the ‘three-dimensional’ tail lights that are being rolled out across the Porsche model range.

Similarly, the cabin has only received fleeting attention, the most significant upgrade being the latest Porsche Communications Management system, which is a

Test location: Kyalami Circuit, Johannesburg GPS: -25.996939, 28.071851

Porsche 911 Turbo S It can now match a 918 Spyder off the line, but raw pace has never been the Turbo S’s problem, so does this new version raise the bar in terms of excitement?

useful improvement on the old one.

The steering wheel is now a 360mmdiameter ‘GT’ item rather than the 380mm wheel in outgoing models, which always felt too large for absolute comfort. Within its spokes, meanwhile, is a new rotary switch allowing the driver to toggle between the Normal, Sport, Sport Plus and Individual driving modes.

The more meaningful revisions lie beneath the skin. Both versions are up by 20bhp – lifting the Turbo to 533bhp and this Turbo S to 572bhp.

This has been achieved by raising fuel pressure and modifying the inlet ports of the 3.8-litre flat-six.

The more powerful version uses

The team This month, we asked our road testers to name their ideal everyday Porsche…

NICK TROTT

Editor ‘959. I’d never get bored of looking at it and driving it.

Upkeep might be costly, mind…’

STUART GALLAGHER

Managing editor ‘959 Sport – four-ish seats, fourwheel drive and the perfect, practical Porsche family car’

HENRY CATCHPOLE

Features editor ‘997 GTS. Coupe, rear-wheel drive with a manual gearbox, Sport Chrono and PCCB’

DAN PROSSER

Road test editor ‘I don’t mind using a Carrera GT every day. Can I also have a 918 Spyder for commuting?’

JETHRO BOVINGDON Contributing editor ‘Easy: 4.0’

RICHARD MEADEN

Contributing editor ‘Cayman GT4. A fabulous sports car, but not too hardcore for daily use’

DAVID VIVIAN

Contributing editor ‘991 GT3. Feels special all the time and the rush is just a downshift away’

ADAM TOWLER

Contributing road tester ‘Gen-1 997 Turbo: masses of power, Mezger engine, practical, still feels small’

www.evo.co.uk

035

bigger turbocharger compressors than the base model for the first time, running slightly higher boost pressures. A seven-speed twinclutch gearbox remains the only transmission option.

Throttle response was hardly a weakness of the first-gen 991 Turbo S, but nonetheless Porsche has introduced a system for the 991.2 that should improve it even further. Called ‘dynamic boost’, the system leaves the throttle valve open for up to two seconds after the driver lifts off the throttle pedal, while cutting the fuel supply, so that boost pressure is maintained.

The only transmission revisions

036

www.evo.co.uk

relate to the four-wheel-drive system, which now uses higherfriction clutch plates to divert torque to the front axle more quickly. The rear axle still features a torquevectoring differential, the rearwheel-steering system is carried over, and Porsche Active Suspension Management, Porsche Dynamic Chassis Control and Porsche Ceramic Composite Brakes are all standard on the Turbo S. A front-axle lift system can now be optioned and there’s a Sport mode within the Porsche Stability Management programme that allows you to slacken the electronic reins independently of the Sport

and Sport Plus drive modes without removing them entirely.

Porsche has chosen Kyalami Racing Circuit in South Africa as the launch venue. The track is now owned by the local Porsche importer and it really is spectacular, but the altitude and low-octane fuel mean combustion engines run well below their best. In fact, our test car needs at least 3500rpm before it returns any meaningful performance, which wasn’t at all true of the last Turbo S that I drove. Whether or not the conditions are stifling it we’ll find out when we get a car back in the UK, but I can’t believe this latest version has lost the old car’s tractability.

The dynamic boost function is said to be more prominent in the Sport and Sport Plus modes, but even so you’re unlikely to notice any improvement over the old Turbo S. Throttle response across the final half of the rev range feels sharp and crisp, just as it did in the previous version. The Sport Response mode, however, does make a difference on the road. A small button at the centre of the rotary switch primes the entire drivetrain for immediate response and performance for 20 seconds, which makes overtaking as fuss-free as it can be.

With no meaningful chassis revisions, the Turbo S’s on-road

Porsche 911 Turbo S

Left and above: Miami Blue paint a £1805 option.

Below: Porsche’s take on Ferrari’s manettino; central button engages new Sport Response mode. Right: rev counter remains front and centre, naturally

dynamics are as they were. That’s to say performance, point-to-point pace, grip and traction are simply vast, but driver involvement and two-way engagement are short of the best in class. One issue is that the body is so well controlled and so tightly tied down that there are none of the natural slight body movements that we associate with a car that’s being driven hard. Porsche Dynamic Chassis Control – the active anti-roll system – works to cancel out these movements, which makes the car more composed down a road but also less involving.

It’s impossible to take issue with the sheer speed of the thing, but it’s

‘Pressing the Sport Response button primes the entire drivetrain for immediate response for 20 seconds’

only when you start to drive right at the limit of what’s reasonable on the public road that the Turbo S really comes alive. This point is neatly illustrated by how entertaining the car is on circuit, where you have the space and opportunity to really take it by the scruff. It’s all to do with the fluid adjustability that’s been built into the chassis. The car’s natural balance on corner entry is towards understeer – more so in fact than with a 911 Carrera 4 – but you can easily drive around that by trail-braking or by using the heavily rear-biased weight distribution to get the back end gently swinging around at the apex. The car’s

balance is just so malleable, and even at the point where you have an armful of corrective lock applied it’s so controllable, with none of the spikiness of a mid-engined car.

The four-wheel drive is a sort of ‘get out of jail free’ card, because if you do happen to overcook it in a corner and it feels as though the car is close to spinning, a healthy stab of throttle will drag it straight as the hardware overloads the front axle. In faster corners, where you can do less to manipulate the car’s balance, the best approach is to check your entry speed to keep the front axle short of the point of pushing on, then get back on the power early. www.evo.co.uk

037

The Turbo S runs on Pirelli P Zero tyres, although they’re not Corsas, let alone something really sticky such as a Trofeo R or Michelin Pilot Sport Cup 2. Even so, mid-corner grip is so strong that you can lean really heavily on the car. Combined with so much power it’s actually quicker around a circuit such as Kyalami – with its long, flat-out sections – than a GT3 RS in the hands of a professional driver.

With the 911 Carrera range now using turbocharged engines, there is a suggestion that the Turbo models might have lost their USP. There’s such a gulf between the Carrera and Turbo models, though – both in terms of performance and character – that there’s plenty of room within the 911 range for both.

Whereas the new 3-litre twin-turbo engines have been developed to feel similar to normally aspirated units, with very linear power delivery, the 3.8-litre engine still feels decidedly turbocharged, with a distinct, very boosty manner of delivery.

With the revisions from first- to second-generation 991 Turbo S being detail rather than wholesale, the car’s overall character is unchanged.

So too are its fundamental strengths – it remains the most useable car in the junior-supercar category owing to the levels of long-journey refinement and its two small but useful rear seats. The Audi R8 V10 Plus has the engine and the McLaren 570S has the chassis, but the Turbo S remains the most accomplished everyday car of the three. The flip side is that it isn’t quite as exciting as either of its rivals on a flat-out drive along a great road.

Apart from its 0-62mph time, the other eye-opening performance figure is the Turbo S’s claimed top speed: 205mph. This is the fastest 911 Turbo ever and the first to pass the double-ton. In the same way that it’s incrementally faster than the outgoing car, the few detail revisions have ensured that it’s incrementally better, too. L Dan Prosser (@TheDanProsser)

Specification

Top: rear wing starts to rise at 74mph and tilts by up to 15 degrees in Sport Plus mode.

Above: ceramic brakes are standard on the S

‘It’s quicker around a fast circuit such as Kyalami than a GT3 RS’

CO2

+ Enormous performance and handling ability; everyday appeal - Not as thrilling as certain rivals Power Torque 0-62mph Top speed

evo rating

Engine Flat-six, 3800cc, twin-turbo

212g/km

572bhp @ 6750rpm

1600kg (363bhp/ton)

038

www.evo.co.uk

553lb ft @ 2250-4000rpm

2.9sec (claimed)

205mph (claimed)

Weight

;;;;; Basic price

£145,773

Test location: Donington Park, Derby GPS: 52.83054, -1.37884 Photography: Aston Parrott

Praga R1R

Czech trackday marvel gets a number plate, but is it simply too hardcore for public roads?

040

www.evo.co.uk

IT WASN’T LONG AGO that Henry Catchpole had his body contorted and brain recalibrated by the downforce of the Praga R1 racing car at Donington Park (evo 194).

Now it’s my turn. However, today I’m in Praga’s new road car. Yes, road car. It’s called the R1R, it’s based on the R1 racer, and it looks tiny, extreme and, um, rather like a racing car. It is a road-legal machine, though, and the finish is high-quality carbonfibre and Alcantara, the ride height is raised to cope with lumps and bumps, and instead of slicks it’s wearing Toyo Proxes R888 tyres.

There’s even a number plate on its vast front splitter.

The R1R really is an exquisite and extraordinary sculpture and its beautifully executed lines and elegant suspension create an impression of jewel-like quality. It calls to mind the flawlessly built BAC Mono. It needs to be exceptional, though, as the R1R costs around £150,000. The car’s basis is a tiny carbon chassis with a subframe at the rear for the mid-mounted engine and inboard suspension, and another subframe at the front that also features inboard, pushrodoperated Koni dampers. The teardrop-shaped central structure means the R1R usually has a centrally mounted single seat, but you can

I

opt for a two-seat setup and swap between the two configurations quite easily. The throttle and brake pedals (no clutch) are separated by the steering column, so you have no option but to left-foot brake.

Power comes from the 2-litre four-cylinder ‘F4R 832’ Renaultsport engine (essentially a Formula Renault 2.0 motor) with Praga’s own turbocharging system applied.

It produces 390bhp at 6750rpm and 391lb ft at 4200rpm and drives through a paddle-operated sequential Hewland gearbox with a centrifugal clutch, which means pulling away is simply a case of slowly building up the revs…

The R1R weighs just 670kg, so performance with the engine running full boost (you can turn it down to around 330bhp) is

Top left: optional two-seat configuration means the driver sits offset to the wheel.

Above left: inboard pushrod suspension, just like the R1 racer

Praga R1R

Specification

evo rating

Engine

+ Stunning quality, outrageous track performance - Heavily compromised on the road; power delivery needs work CO2 Power Torque 0-62mph Top speed

Weight

Basic price

In-line 4-cyl, 1998cc, turbo

n/a

670kg (591bhp/ton)

c£150,000

suitably nutty. Think sub-3.0sec to 60mph. More impressive still is the downforce, the R1R producing more than its total mass by 124mph.

Our first taste of the R1R is once again on track at Donington, and that’s no bad thing as the performance is only truly appreciated when you can lean on the car’s extraordinary mechanical and aerodynamic grip. But first you have to squeeze in, which isn’t easy with the dual-seat in place. The central seat is much the better bet, not least because otherwise you sit at an angle, hips to the left of the steering wheel and legs having to feed to the right. It’s not a great way to feel connected to the car.

Having said that, confidence builds quickly simply because this car is outrageously capable.

390bhp @ 6750rpm

391lb ft @ 4200rpm

There are some areas that need work – the throttle response is very binary, creating a feeling of turbo lag that isn’t really there, and the steering is perhaps too fast once the downforce is aiding steering response – but the fundamentals are astonishing. Even on trackday tyres the grip this thing generates is simply amazing. It howls through the Craner Curves flat-out with almost zero steering input. The brakes are superbly feelsome and allow you to attack braking zones even if you’re not a natural left-foot braker, and the way the R1R can drive around other road and race cars at Donington has to be seen to be believed. To me the straight-line performance doesn’t feel as crazy as, say, that of a Radical SR8, but the downforce level feels higher and because the R1R is so tiny

sub-3.0sec (claimed)

160mph (est)

you can cut cleaner, more efficient lines around the circuit.

The Renaultsport engine is really sweet. It doesn’t wail like a normally aspirated screamer, but compared with the Ford EcoBoost engine found in many of these sorts of cars, it’s full of character and so much more exciting to wring out to the 7000rpm limiter. The ’box is quick and effective but could be smoother on upshifts. Overall it’s enough to leave you slightly dizzy. The R1R is just so fast around a track and so secure that for me the only issue is you tend to drive within its limits and don’t feel encouraged to venture beyond. Maybe the R1R would remain composed and easy to exploit when the tyres start to slip, but I didn’t get the feedback to go there, to start exploring its ultimate balance.

On the road the R1R feels extreme to the point you can barely believe it’s legal. I don’t go far but the lack of steering lock, very firm ride, the sheer noise of the engine and ’box and the clutch’s abrupt take-up make it feel less resolved than an Ariel Atom 3.5R or Radical RXC Turbo.

Everything is adjustable so perhaps a good road compromise could be hit upon, but I doubt the R1R will ever feel truly useable on the road.

Just 68 R1Rs will be built and I expect they’ll barely turn a wheel on public tarmac between them. But if you’ve already got a garage bursting with superb road cars and want to go really, really fast on trackdays, the Praga R1R is definitely fit for purpose. L Jethro Bovingdon (@JethroBovingdon) www.evo.co.uk

041

Lamborghini Huracán LP610-4 Spyder Test location: Miami Beach, Florida GPS: 25.779964, -80.130746

Lamborghini’s decision to launch the huracán LP610-4 spyder in Miami speaks volumes about its intended audience

042

www.evo.co.uk

There was one particular slide in the product presentation that really stood out. It was a simple graphic that depicted all three versions of Lamborghini’s huracán supercar, along with a pithy little description of each. The LP610-4 coupe was labelled the ‘performance’ model in the range and the LP580-2 coupe, the rearwheel-drive version, was described as the ‘fun-to-drive’ model. The new car, meanwhile, the one I’d travelled to Florida to drive – the LP610-4 spyder – was labelled ‘lifestyle’.

The tone was set in an instant. and quite why I’d been brought to a sprawling metropolis like Miami to drive a 200mph supercar suddenly became all too clear. The huracán

T

spyder will, by and large, spend its time crawling glitzy urban streets, one gear too low, in the world’s most affluent cities. Lamborghini knows it, and that’s the context in which the company wanted the motoring press to test its latest model.

Based on the LP610-4 coupe, the spyder uses the more powerful version of the sublime 5.2-litre V10 and retains the four-wheel-drive system. rather than a folding hardtop roof, as favoured by Ferrari and McLaren, the Lamborghini uses a fabric hood, which can be raised or lowered at the touch of a button in 17 seconds at speeds up to 31mph.

The roof mechanism, plus additional structural bracing, adds 120kg to the weight of the car. Dry, the huracán spyder tips the scales

at 1542kg. That’s 122kg heavier than Ferrari’s 488 spider and a full 172kg over and above McLaren’s 650s spider. nonetheless, with 602bhp and 413lb ft of torque, the drop-top huracán will sprint to 62mph in a more than sprightly 3.4 seconds. Its top speed is 201mph.

The huracán is built around an ultra-stiff aluminium/carbonfibre monocoque, which retains a useful amount of torsional rigidity even when the roof is chopped away. In fact, the huracán spyder is 40 per cent stiffer than the Gallardo spyder.

The hood itself is a three-layer item that, Lamborghini says, very nearly matches the coupe’s metal roof for noise insulation when it’s in place. as Lamborghini pursues the nonenthusiast supercar buyer, it finds

Lamborghini Huracán LP610-4 Spyder

Left: Huracán looks sensational in Spyder form. Unfortunately the hood gubbins eats into interior space.

Below left: driving mode switch sharpens steering, throttle and gearchange response Left: blown V8 is lifted (albeit without drysump lubrication) from the AMG GT and houses its turbochargers within the banks of cylinders

‘If you can forget the £203k price, the Spyder is no more taxing to drive in town than an A4’

itself having to manage something of an image problem. To the uninitiated, Lamborghinis are still the raw and fearsome machines they were 20 or 30 years ago, which is probably a little off-putting when all you really want is to turn heads. The company is very keen, consequently, to express just how easy the Spyder is to drive. In fact, it’s a priority.

Before you’ve even started the engine, though, there’s a problem.

A small number of the components that make up the roof mechanism are located forward of the bulkhead, which means cabin space has been impinged upon. The intrusion might be small, but it has limited seat travel to such an extent that I really struggled to find a comfortable driving position. The only way to

push the seat back far enough to accommodate my 6ft frame was to wind the seat back into an unnaturally upright angle. The seat itself was also set too high, so I felt perched on top of the car rather than nestled within it. There is an optional low-set seat, but it doesn’t rectify the issue by any means.

Seating position aside, the cabin is an exciting place to be, thanks to the rake of the windscreen and the sense of the weight of the car being over your shoulders, but many of the minor controls and buttons feel cheap and plasticky. The Audi R8 – with which the Huracán shares its platform and drivetrain – has a more premium feeling cabin.

If you can forget the £203,000 list price, the Spyder is no more taxing

to drive in town than an A4 saloon.

In the basic Strada mode, with the twin-clutch gearbox swapping cogs itself, the engine is quiet, the exhaust is subdued, the steering is light and visibility is generally good for a mid-engined supercar. There’s also enough give in the suspension to soak up all but the biggest imperfections in the road surface.

Miami is a tremendous city for a great number of reasons, but it is not a place that allows you to dissect the dynamic ability of a highperformance motor vehicle. Freeway slip-roads and the odd ‘traffic circle’ was about as good as it got. On first impressions, though, it seems the Spyder majors on grip, security and stability rather than outright thrills, which would make sense. www.evo.co.uk

043

Above: 6ft Prosser struggled to get comfy.

Right: carbon-ceramic discs are standard.

Far right: roof goes up or down in 17sec and at speeds up to 31mph

‘It’s the consummate head-turner, but it’s far from the pick of the Huracán line-up’

Specification Engine

CO2

Power

V10, 5204cc

285g/km

602bhp @ 8250rpm

044

www.evo.co.uk

+ Styling, performance, soundtrack - Seating position, safe and steady dynamics Torque 0-62mph Top speed 413lb ft @ 6500rpm

3.4sec (claimed)

201mph (claimed)

The car does feel supremely agile and responsive on initial turn-in and there is an enormous amount of grip to lean on, but there’s no expression or adjustability in the chassis. Work the car hard and all you’ll find at the limit is safe and steady understeer.

Even under power away from tight corners, the Spyder remains steadfastly locked-down where an R8 would give an impression of being driven from the rear.

Over particularly rough sections of road there is a slight sense of the structure being contorted, for you can feel the steering column shudder and see the rear-view mirror vibrate, but never to the point of irritation.

It’s only the McLaren 650S Spider, with its exotic carbonfibre tub, that shows the Lambo up in this regard.

Our test car wasn’t fitted with Lamborghini’s regrettable dynamic steering system, but the standard system was barely preferable. It was unusually inconsistent in its weighting and didn’t offer a better sense of connection to the front axle than the optional system would have done. Curiously, variable dampers are an optional extra (not fitted here) while carbon-ceramic brakes are standard fit.

The Huracán Spyder is not without its flaws, but nor is it without its virtues. That 5.2-litre engine is a gem, pulling hard from the mid-range and building to an intense, ear-splitting crescendo at 8700rpm. There’s no better way to enjoy what truly is one of the great modern performance car engines.

The gearbox, meanwhile, is wellmannered around town and very quick and crisp in the way it delivers manual gearshifts.

The Huracán Spyder is the consummate head-turner and, for the customer Lamborghini evidently has in mind, it ticks so many of the right boxes. It is, however, far from the pick of the Huracán line-up when you’re more interested in driving the car than being seen driving it. L Dan Prosser (@TheDanProsser)

evo rating Weight (dry) 1542kg (397bhp/ton)

;;;;2 Basic price

£203,000

Make your Bentley undeniably yours.

Enhance the drive, the look and the feel of your car.

Designed around you and your Bentley, our Upgrade Packs help you to personalise every detail to match your individual taste.

For details on the complete range of packs, visit upgrades.bentleymotors.com The name ‘Bentley’ and the ‘B’ in wings device are registered trademarks. © 2016 Bentley Motors Limited.

Test location: Dorking, Surrey hills GPS: 51.173557, -0.407096 Photography: Gus Gregory

Caterham Seven 620S 620r too hardcore? now there’s a more habitable, road-biased alternative When Caterham launched the ballistic, 310bhp 620r two-and-a half years ago, it set new standards of lunacy in the lightweight sector. here was a stripped-out, no-frills trackday car with a higher power-toweight ratio than a Bugatti Veyron but for a fraction of the cost.

With a six-speed sequential gearbox, an aggressive chassis setup, no windscreen and the kind of tyres your mum would take a dim view of, the 620r was not exactly the most user-friendly Caterham. the new 620S uses the same supercharged engine, but in a more pliable, road-biased package.

It has a windscreen and full weather protection, it runs on less uncompromising avon ZZS tyres, it has a softer chassis setup and it uses a five-speed manual gearbox from a mazda mX-5. Paradoxically, though, the 620S is in some ways the most unhinged Caterham of them all, because it repurposes the trackready 620r specifically for the public road, with its annoying speed limits, hedgerows and lamp posts. the 1999cc Ford Duratec engine

W

still delivers 310bhp at 7700rpm and 219lb ft of torque at a heady 7350rpm. the 620S’s weight penalty over the 620r is 38kg, but it remains a flyweight at 610kg. Its power-toweight ratio of 516bhp per ton ranks it alongside the likes of the Ferrari F12tdf and mcLaren 675Lt. Caterham quotes a 3.4sec 0-60mph time and a 145mph top speed. this model is also available with the wider ‘SV’ chassis (£2500), as tested here, which offers more cabin space – useful if you’ll have a passenger with you regularly – and a bigger fuel tank (41 litres instead of 32). Caterham now offers very effective heated seats across the range for £1000, too. running much less camber on the front wheels and softer springs than the 620r, this new model

Specification Engine

CO2

Power

In-line 4-cyl, 1999cc, supercharger

n/a

310bhp @ 7700rpm

046

www.evo.co.uk

is immediately more pliant and settled on bumpy roads. the engine is tractable, the gearshift is light, and with weather protection and a heater, the 620S is vastly more useable than the track version. In fact, in normal driving there’s very little to suggest the car is anything other than a run-of-the-mill, midrange Caterham.

You need 5000rpm to realise what a lunatic the 620S really is. In second gear the engine will overwhelm the rear tyres so violently, even on a dry surface, that the rear end will slew sideways, the revs will flare suddenly and a bright red upshift light will dazzle you as the engine crashes into its rev limiter. In second gear the 620S is every bit as fearsome as you’d hope a 310bhp Caterham would be. third gear is just as intimidating on a wet or particularly bumpy surface, but otherwise the tyres can just about resist the engine and drive the car forward with an elastic, unrelenting force. a really torquerich supercar, such as a Porsche 911 turbo S, actually hits even harder in a straight line, but the way the 620S

+ Ludicrous pace; useability - expensive; requires commitment to exploit Torque 0-60mph Top speed 219lb ft @ 7350rpm

3.4sec (claimed)

145mph (claimed)

sustains its rate of acceleration through the gears is staggering. the gearing is quite long, so you don’t feel as though you’re falling behind the engine as you throw upshift after upshift at it. there is more body movement than you’d find in a 620r, but the 620S still controls its mass very tautly, the front end still responds instantaneously to steering inputs, and grip levels are still stratospheric.

It comes on 15-inch wheels rather than the more conventional 13-inch items, but it’s only over a very broken surface that you’re aware of the extra mass at each corner as the dampers struggle to contain the rapid-fire vertical forces. the 620S is a tremendously exciting road car and once you’ve experienced that furious, thrilling dash through the engine’s final 3000rpm, you wouldn’t have your Caterham any other way. the 420r, such as the one on our Fast Fleet, is a more rounded proposition, though, because it’s £11,000 cheaper and you can use all of its performance much more of the time. L Dan Prosser (@TheDanProsser)

evo rating Weight 610kg (516bhp/ton)

;;;;3 Basic price

£44,995

Litchfield Audi RS6

estate car gets more power than an aventador SV – and the upgrade costs less than five grand

Test location: nobottle, northamptonshire GPS: 52.261309, -1.013813 Photography: aston parrott

So you wake up one morning and decide your family car is a bit boring: too slow, too practical, too ordinary.

This happens to me a lot, but then again I have an espace. Surely I should get an e61 M5 Touring or find a well-loved but high-mileage e63 aMG? probably. But it seems no matter which family car you choose, inevitably you end up wanting more. How else can you explain this Litchfield-tuned audi RS6 avant and the strong demand for it? and most customers don’t want the milder (relatively speaking) Stage 1 and Stage 2 kits, instead opting for the full-on Stage 3 with a nice round 750bhp.

To recap, the audi RS6 is already quite fast. It has a 4-litre twinturbocharged V8 with 552bhp at 5700rpm and 516lb ft from 1750rpm.

Despite a hefty 1935kg to haul around, we launched a standard RS6 to 60mph in 3.6sec and recorded an astonishing 0-100mph run of 8.2sec.

The factory now offers an RS6 performance with 597bhp, too. But if you want a real power hike you need to look to the aftermarket, and the

S

Specification

Litchfield Stage 3 upgrade takes the RS6 way beyond the factory power outputs for a relatively modest £4939 including fitting and VaT. In terms of hardware the only upgrade is a full Milltek exhaust system including new downpipes and high-flow cats. Reprogramming the eCu makes the most of this freer breathing system and yields 750bhp and 710lb ft. Litchfield’s demonstrator is actually more like a Stage 3 plus, the Milltek system replaced by a titanium one from akrapovic. It doesn’t add any more power but it sounds even more ferocious and adds a further £4050 to the price. well, it is titanium.

Should you be interested, the Stage 1 option simply reprograms the eCu and offers an extra 100bhp for just £600, while Stage 2 adds a cat-back exhaust for 730bhp and £4536. on the road this RS6 feels ballistic and sounds wild. In fact it’s one of those cars that offers acceleration that’s endlessly hilarious. every chance you get you want to downshift and then pin the throttle for as long as possible. Sadly, that isn’t very long at all if you value your

freedom, but the explosive crackles and pops on the overrun maintain the smile. This is 911 Turbo S type shock and awe but in a near two-ton estate car and it feels illicit and delicious all at the same time.

For the most part the RS6 just soaks up the extra power thanks to its four-wheel-drive system. you know it’s working harder under full acceleration and the front wheels do spin up under the strain; there’s also some torque steer to deal with on bumpier roads, but it’s still quite surreal being able to harness that elemental power even in second and third gears. There’s not much wrong with the balance either, the RS6 showing a neutral cornering stance and the Sport diff using its torque vectoring capabilities to create a trace of yaw as you howl onto the

next straight. Dial everything down to Comfort and the akrapovic even blends into the background and you can smooch around as comfortably as in the standard machine.

Sadly Litchfield doesn’t offer a suspension kit and the RS6 remains a car that’s either floaty and remote or harsh and spiky, depending upon whether you select the Comfort or Dynamic setting. In fact the extra performance only highlights the poor body control in the softer setting.

Dynamic tightens things up but the car rattles and shudders over a road so configured. The Dynamic Steering is also pretty awful.

It’s a shame, because the RS6 looks fantastic, is beautifully finished and with the Litchfield upgrade is almost shockingly fast.

The best bit of all? The noise. I think with the akrapovic exhaust it might be the best sounding turbocharged engine you can buy today. I kept clattering into the limiter just for fun.

It spits flames, too. an estate car that spits flames… Suitable family transport, I’d say. L Jethro Bovingdon (@JethroBovingdon)

evo rating

Engine

+ The power, the noise, the noise and the noise - Chassis weaknesses exposed further by massive power hike CO2 Power Torque 0-60mph Top speed

Weight

V8, 3993cc, twin-turbo

n/a

1935kg (394bhp/ton)

048

www.evo.co.uk

750bhp @ 6150rpm

710lb ft @ 4935rpm

3.0sec (est)

200mph (est)

;;;;2 Basic price

See text

Be one Be one withwith youryour tyres, tyres, and and the road the road will be willone be one withwith you.you.

Luxury that never compromises safety

With an advanced VAI system that allows drivers to track vehicle alignment and aerodynamic sidewalls that minimise noise and vibration levels, the Ventus S1 evo² delivers the promise of performance and enhanced fuel efficiency.

Hankook Tyre UK Ltd, Fawsley Drive, Heartlands Business Park, Daventry, Northamptonshire NN11 8UG Tel: +44 1327 304 100 Fax: +44 1327 304 110

Lexus RC200t F Sport Test location: Dorking, surrey hills GPS: 51.173558, -0.407097 Photography: Gus Gregory

Lexus is the Luxury brand of toyota, that bit we get. But it’s toyota with the World endurance Championship team and toyota that is set to return to the World rally Championship, so why is it that Lexus gets to build a range of sports coupes? take the LFA supercar, with its searing V10 and a dynamic repartee to challenge the establishment. its gestation began when toyota was making up the numbers in F1 and it came to fruition when the firm had switched to the WeC, in which it secured a world title for its drivers.

At the same time toyota got into bed with subaru and the resulting pregnancy produced two confused sports car twins, one being the Gt86, which, like its BrZ brother, has never really delivered on the promise.

Lexus has moved on from the LFA, too. the rC F arrived with a 470bhp 5-litre V8 and the promise of knocking BMW’s disappointing M4 from its perch. it didn’t (see evo 206), but it did leave the impression that Lexus was on to something. the forthcoming Gs F saloon promises

L

much of the same if our early drive is anything to go by (full review soon). then, at the Detroit motor show in January, Lexus revealed the LC500 – a 2+2 powered by the rC F’s V8 and set to challenge the Porsche 911.

Lexus, it would appear, is the drivers’ choice of the toyota family.

Further evidence of this can be seen within the two-door rC line-up, to which the rC200t F sport is the most recent addition. it’s powered by a 242bhp, 258lb ft turbocharged four-cylinder petrol motor driving through an eight-speed auto to the rear wheels via a torsen limited-slip diff. there is also a ‘sport s+’ mode on top of the standard car’s three drive modes (which tailor powertrain, power-steering and suspension), to firm up the chassis further still. the F sport will crack 143mph, hitting 62mph in 7.5sec, which is on a par with BMW’s less powerful (181bhp) 420i M sport – you can thank the rC’s portly 1675kg for that. the rC isn’t an attractive car, but it is striking, with hard edges and sharp creases contrasting its european rivals’ soft curves and

Specification

With peculiar looks and less performance than you might think, is the latest Lexus coupe really a match for the Germans?

identikit approach. there’s too much chrome around the grille and the window frames for our liking, but the rC has the car park presence missing in today’s crop of Audi, BMW and Mercedes clones. if you find the exterior busy, your opinion won’t change when you get inside. Angles dominate the design but nothing jars and ergonomically it all works. the LFA-inspired instruments also mark the F sport out from regular rC models. the F sport doesn’t do anything that grabs you by your ears and screams in your face ‘Drive me!’, but it does slide into your life with unexpected ease. the four-cylinder motor answers the criticism of the rC F’s V8, in that it has some low-down torque. All of its 258lb ft is there from 1650rpm (the V8’s 391lb ft

doesn’t arrive until 4800rpm) and the rC is all the better for it, with no need to rev the life out of the engine.

Progress is swift rather than electric, while the ’box is never flustered and the steering wheel-mounted paddles are all but redundant because of its intuitiveness. there’s no feel to the steering, but it is direct, which helps you place the car. the ride on the standard 19-inch wheels is better than any German equivalent and the chassis is set up for neutrality rather than thrills. the fly in the ointment is the body control – hit a bump mid-corner and the shock is telegraphed across the car, dispelling the composure it had demonstrated so well before. it’s not a sports car in the natural sense, but like its V8 cousin, the rC200t F sport is an appealing alternative to the predictable German rivals. it’s never going to get you out of bed early on a sunday morning for a spirited drive, but if it were your everyday car you’d find little reason to complain. L Stuart Gallagher (@stuartg917)

evo rating

Engine

CO2

Power

+ sharp looks, Lexus quality - Not that quick, lacks engagement Torque 0-62mph Top speed

Weight

in-line 4-cyl, 1998cc, turbo

168g/km

242bhp @ 5800rpm

258lb ft @ 1650-4400rpm

1675kg (147bhp/ton)

050

www.evo.co.uk

7.5sec (claimed)

143mph (claimed)

;;;È2 Basic price

£36,495

Test location: Six mile Bottom, Cambridgeshire GPS: 52.188170, 0.306852 Photography: aston parrott

Ford Fiesta M-Sport Edition In the absence of a factory-sanctioned rallye Sport model, m-Sport has given us the most hardcore Fiesta to date

Some people are never satisfied. Finally the clamour has been answered and there is a new Focus rS, complete with four-wheel drive, but you can guarantee that now it’s here, the attention of Ford forums and Blue oval fans will search like the eye of Sauron for the next big thing. and there is an obvious candidate – everyone wants a Fiesta rS. luckily m-Sport, which builds and runs Fiesta rally cars in everything from r1 to full WrC specification, might just have the answer. What you see here is the Ford Fiesta m-Sport edition. a lowly Fiesta ST-1 is used as a starting point (the engineers use a base car when creating a WrC machine, too, because most of it will be transformed) and then, using m-Sport’s partners and suppliers, a host of upgrades are offered.

S

052

www.evo.co.uk

You’d certainly spot an m-Sport edition in amongst the gaggles of standard STs on the UK’s roads.

For starters it gets 17-inch oZ Superturismo lm wheels in matt graphite, which look superb. The bigger, gloss-black rear wing is also a nice addition, blending smoothly with the bodywork yet adding definite purpose. perhaps a little more questionable is the ‘rally graphics’ pack, which takes inspiration from the design of the WrC car’s livery. I’m sure some will love it just as much as I happen to enjoy some brown yeast extract on warm buttered toast.

Inside, there are small m-Sport logos everywhere, from the rev counter to the carbonfibre gearknob via the seats and carpet mats.

Despite being based on an ST-1, it doesn’t feel like the basic model in a range. The biggest change to the

controls is to the steering wheel, which has been reupholstered in nappa leather and alcantara and is a little chunkier to hold.

Under the bonnet, m-Sport has wisely chosen to go with mountune’s proven mp215 upgrade, which preserves the factory warranty on the 1.6-litre ecoBoost engine but puts the numbers up to 212bhp and 236lb ft from the standard car’s 197bhp and 214lb ft on overboost.

Various other tweaks have been made to the engine in our test car, but I’ll get to these in a minute. The final mechanical change that comes as standard for your £21,600 is also the one that most significantly lifts the m-Sport edition away from a standard ST: a Quaife limited-slip differential. Both of the frontwheel-drive Focus rSs used Quaife ‘automatic torque biasing’ diffs, so it was an obvious choice.

Now for the options. on the exterior this car also has a sunstrip and some mudflaps, but the biggest alteration to the road presence comes from the eibach spring kit, which lowers the car by 35mm. The track has also been increased by 11mm and the full Handling pack will eventually include Bilstein dampers, but these aren’t yet fitted to this car. m-Sport has also added a cold-air induction system with a pipercross high-flow filter, while on the exhaust side of things there is a rear silencer made by Chris Tullett exhausts – the same people who do the piping on the WrC cars. There’s no price for this yet, but it’s described as ‘reassuringly expensive’!

Finally, a brake upgrade will be available with alcon calipers, 332mm discs and Goodridge braided hoses, although the hoses are the only part of this fitted to our test car.

Ford Fiesta M-Sport Edition

‘With an LSD, even in the wet you can get on the throttle early in the corner’

This might seem like a lot to get your head around, or even sound like the car we have could feel a little unfinished, but it works really well. A standard M-Sport Edition with the Mountune upgrade and the Quaife LSD would be brilliant. Some diffs can feel very jumpy and aggressive, actually making you nervous of getting on the power too hard in case the nose tightens drastically or washes wide. However, this one feels nicely progressive and useable. Even in the wet you can get on the throttle early in a corner, confident that the grip will be easily modulated.

The first thing I would add from the options would be the braided brake hoses. These make a really noticeable difference to the feel of the brake pedal, adding great positivity right from the top of the travel and making the whole system feel much stronger. I was nervous about the lowered springs, but the standard dampers cope well.

However, the springs do take out some of the roll in the handling and I miss that. It will be interesting to try the car with the Bilstein dampers.

The induction kit and exhaust are perhaps the least successful parts of the car. Some will like the dump valve that brings the sound of the sea crashing on a shingle beach to every lift of the throttle, but I could do without it. There’s also a resonance between 3000 and 4000rpm that could get annoying if you found the revs hovering there.

Overall I enjoyed what the M-Sport Edition offers – it takes the ST to the next level dynamically with the addition of the diff. What I’d like to see next is perhaps the choice of even more upgrades. Some Michelin Pilot Super Sport tyres would fit with the branding exercise and complement the Handling Pack, for example. Perhaps M-Sport could even go the full R26.R, remove all the seats and just replace the fronts with some Sparco buckets. Maybe even put an RS badge on it… L Henry Catchpole (@HenryCatchpole)

Specification

Above: retrimmed steering wheel lifts the M-Sport Edition’s interior.

Below: ‘rally graphics’ pack is standard; Eibach springs that cut 35mm from the ride height are an option

+ Standard extras are great - Optional extras need work 0-60mph Top speed

Engine

CO2

Power

Torque

In-line 4-cyl, 1598cc, turbo

n/a

212bhp @ 6000rpm

236lb ft @ 3000rpm

6.3sec (est)

140mph (est)

evo rating Weight

;;;;4 Basic price

1088kg (198bhp/ton)

£21,600

www.evo.co.uk

053

Outside Line

by RICHARD MEADEN

Engineers and scientists are falling over themselves to create the autonomous car, but who actually wants one, asks Meaden IT STANDS TO REASON THAT A MAGAZINE dedicated to The Thrill of Driving should find the growing industry (and media) obsession with the autonomous car profoundly unsettling. Rarely a day goes by without a press release or statement from a major manufacturer proudly proclaiming greater and greater commitment to a self-driving future. If news from the US is anything to go by, that’s only set to ramp up further now that the artificial intelligence system piloting Google’s self-driving car could be considered as the driver under federal law.

Law, not tech, has always been the single biggest barrier to autonomous vehicles gaining approval for use on public roads, but it seems that even that hurdle has been at least partially removed.

Confirming as much in a recent letter to Google, the National Highway Traffic Safety Administration said it agreed with Google that its self-driving car will not have a ‘driver’ in the traditional sense that vehicles have had drivers for the last hundred years or more.

There are still many legal questions to be answered and precedents to be set before cars can become truly autonomous. Knowing the legal profession’s propensity to drag things out for as long as possible, this gives me some hope that humans won’t be entirely legislated off the roads any time soon – but still there’s a horrible feeling of inevitability about the rise of the machines. Or, rather, the rise of Google.

I love cars and I love driving, but of course there are times when I wish I could get in, fall asleep and wake up at my destination. Jetlagged returns to Heathrow spring to mind. Or soul-destroying commutes. But having the occasional rotten journey is a price worth paying for the freedom to drive where I wish, when I wish, as fast or as slowly as I wish.

The question that keeps churning in my head is who asked for autonomous cars? Did you? Nope, me neither. Yet such is the extraordinary amount of energy, investment and fevered conversation in the industry and media, you’d think we’d all been lobbying for them for years. Of course, the challenges of making the technology work are intoxicating catnip to scientists, programmers and engineers, whether they work for Google, Apple or Audi. For them it’s an Earthbound space race, the final frontier.

There’s been a drip-drip-drip of autonomous technology for years, but it’s only now that the apparently innocent introduction of parking assist, self-parking, radar cruise control and lane departure and blind-spot monitoring can be seen for what they are: a suite of ‘semi-autonomous’ driver aids to soften us up for fully autonomous vehicles. Being old-school, I despise things like lane assist, but, being contrary, I quite like blind-spot monitoring.

I

Do I rely solely on a little yellow warning light to tell me I’m about to change lanes into a hidden car? No, I still turn my head and use my eyes. Just as I look as far down the road as possible to see how the traffic is flowing and adjust my speed accordingly without panic braking. It’s called being in control.

The problem with driving is, it’s a skill. And, like any skill, you need to practice it, not just to improve, but simply to maintain a certain level. That’s what you and I love about driving, but most couldn’t care less. As the process of driving is dumbed down, so, inevitably, are most drivers, for the less we have to think about, the less we seem to think. That would certainly explain why driving standards are slipping further as mainstream cars are fitted with more and more semi-autonomous technology.

‘I feel betrayed by the car industry for slowly but surely engineering me out of the process of driving’ It all leaves me feeling a bit confused. Betrayed, actually, for it’s the car industry – creator of the machines I love with a passion – that is slowly but surely engineering me out of the process. Road fatalities are frequently touted as grounds for taking drivers out of the loop. It’s hard to argue with the human cost of the estimated 1.2 million who died in road accidents globally in 2010. But it’s developing countries with poor infrastructure, non-existent driver training, ageing cars and less advanced emergency health care that account for the majority of these deaths.

Look a little closer to Silicon Valley and you learn that last year guns killed more Americans under 25 than cars. In England, donuts are the danger, obesity accounting for 6 per cent of deaths compared with 1 per cent for road accidents. And this from data gathered in 1998, since when cars have become safer and people fatter. Cars have become the target because it’s easier than tackling the tougher social – and therefore political – issues.

No-one really knows quite what the autonomous future holds, but we do know Google has a habit of getting its way. Just look at its HMRC tax returns. I’m the first to concede driving isn’t always a pleasure, but it’ll be a cold day in Hell before I’m convinced by a future where autonomous cars turn us all into passengers. L

t @DickieMeaden Richard is a contributing editor to evo and one of the magazine’s founding team www.evo.co.uk

055

Petrolhead

by RICHARD PORTER

Is there an ‘evo’ defence for the Land Rover Defender?

Having just bought one, Porter believes there is I SHOWED MY WIFE A PHOTOGR APH of the car I wanted to buy. ‘Oh my God, that’s the coolest thing I’ve ever seen,’ she said. This was a better than expected reaction. ‘Can you get it as an automatic?’ she asked.

‘Ah, no,’ I said.

‘And how many airbags does it have?’

‘It has none,’ I mumbled.

‘What about Isofix for the baby seat?’ she continued.

‘Not as such,’ I coughed, scratching a stubborn piece of invisible dirt off the laptop.

‘So this wouldn’t be our family car?’ she concluded. ‘But you still want to get one?’ There was a pause. ‘Is this because you’re turning 40? Are you having a mid-life crisis?’

‘If I say yes,’ I muttered, ‘will you leave me alone to order the car?’

And that’s how I ended up with a Land Rover Defender Heritage. It’s not our family car. It’s not even necessary. I just wanted one. And nothing plays on that basic desire like the certain knowledge that production is going to end, coupled to the added delight of a retrogreen run-out model and the stout man maths that says it’s ‘an investment’. Turns out I wasn’t the only person consumed with Defender lust. When Land Rover announced the end was near, demand went stellar. That’s why it moved the death date back to January, making the lovely ‘19482015’ plaques on the final editions factually incorrect. I didn’t care about this. Nor did I mind waiting almost a year for it to arrive.

A funny thing happens when you spend that year telling people you’ve ordered a Defender. As a general rule, women seemed to be filled with an immediate and effusive enthusiasm. Some men were too. But not all. ‘What have you done that for?’ my brother huffed when I said I’d put my name down for a piece of history. My brother does not like Defenders. He says they make his knee hurt. He’s less inclined to mention that once, at his old work, he was given the keys to his company’s brand new 110 and endured a load of jointcracking road miles to reach an off-road course where he promptly crashed it into a tree.

My brother wasn’t alone in his distain. My friend Chris demanded to know why I was ‘wasting my cash’ on such a ‘crock of shit’. My friend Chris drives a SEAT Ibiza. Car journo Kyle Fortune said it was ‘shite’ and that I should have got a Porsche 993 like his. I pointed out to car journo Kyle Fortune that he managed to buy the last sub-30-grand 993 in the country and he could sod off. Besides, a 993 is an old car now. It will need things doing to it. I’m busy and lazy. I like the idea of old cars, but I also like the idea of warranties

I

and a ready supply of parts. In this respect the Defender is perfect because it’s a new car that feels like an old one.

Just before Christmas, after a restless 11-month wait, I finally picked up my factory-fresh vintage car, pristine in green paint and infused inside with a pungent smell of rubber mats and Brummie bodgery. It’s slow and noisy and rather bumpy. I absolutely adore it. Well that’s all very nice, you might say, but it’s not very evo is it?

Oh, but you see, it is. It’s not a car you’d hammer down the B660, fretting about its nuggety lift-on undershuffling, but it is a proper drivers’ car because it makes you think about how you drive. If you’re tired and idle, hauling on the big wheel and ker-lunking up and down the ’box seem like a chore and the whole car betrays its origins as a hefty piece of 1940s farm equipment.

‘It’s not a car you’d hammer down the B660, but it is a proper drivers’ car because it makes you think about how you drive’ Conversely, when you’re prepared to put in the work, to give the correct steering inputs, to make sure you’re in the right gear, to drive with care whether you’re urban scuttling or cross-country running, there’s reward to be had. But this means first getting familiar with the car and its foibles. Which means it gets under your skin. I’m loathe to trot out clichés about it having ‘character’, but put it this way: generally I think of cars as machines; glorious, intelligent, liberating and wonderful machines, but machines nonetheless. You can enjoy them without giving them names or making cack-handed attempts at anthropomorphism. Yet the other day while joining the M1, I quietly asked the Defender to ‘giddy up’. Damn it all to Solihull, it’s got me.

It’s not a good car in any technical sense, but it is a very loveable one. I like the way it looks, I like the way it brings out warm feelings in other drivers, I like the way you have to really drive it, I like the way it doesn’t have any radar-guided-lane-sensing-autostop-self-dimming-massage stuff on it. I like my Defender very much indeed. It’s by far the best bad car I’ve ever owned. Now leave me alone to have this mid-life crisis in peace. L

t @sniffpetrol Richard is evo’s longest-serving columnist and the keyboard behind sniffpetrol.com www.evo.co.uk

057

Launching dreams since 1969

From £5,000 to £5,000,000 we have the boat of your dreams, here in stock today!

EAST COAST & POOLE

A FAMILY BUSINESS

E S S E X • C A L A D’O R • P O O L E • D É N I A

Champ b y DA R IO FR A NC H I T T I

As a new season of motorsport comes to life, Dario shines a light on the complex and largely inconspicuous world of testing YOU SHOW U P, T H E C A R SHOWS U P, and if it’s a slug, you’ll know it. Not within the first few laps, mind. You’ll be too busy checking for leaks, executing explicit radio commands and generally ensuring all the systems work; seat position, brakes, cooling, actuators, it’s a long list.

It’s tempting to see testing as a nerve-racking experience for the driver, but these tentative opening laps of a racing car’s life, filled with new noises and sensations, are more torturous for the designers, engineers and mechanics, whose eyes are glued to the screens in the pits. If their calculations aren’t right it can go spectacularly wrong. Look atMcLaren’s MP4-30, which was beyond saving even in the hands of two world champions.

Let’s assume they’ve done their jobs, though. Now it’s time to lay down a red-blooded lap, which is where the real graft for the driver starts. For me the ultimate goal was to get the balance of the chassis just how I wanted it – how I needed it. To get anywhere near the point where we could start to fine-tune the thing, however, big sweeps through the mechanical and aerodynamic setup would be needed to get the car developing maximum grip and indeed discover what it ‘liked’.

Occasionally a team will ask a new driver to mould their style to a setup the team has been honing for years, and while the newbie might not feel quite as comfortable driving in such a way, most of the time the stopwatch says differently. As the driver and usually the most highly paid member of the team, when this happens you can’t let your ego get in the way.

That’s not to say that engineers don’t have egos. During tests for a new IndyCar chassis at the end of 2011, I upset Dallara’s engineers by commenting that their creation reminded me of my 930 Turbo, and not in a good way. Imagine a frighteningly rear-biased weight distribution and abundant turbo lag. The transitions between oversteer on corner entry to massive mid-corner understeer and then to exit oversteer, all at 220mph, were incredible. Tony Kanaan felt the same and when we sat down together after one particularly gruelling test the pair of us were white as sheets.

And here’s the thing: the late Dan Wheldon, an excellent test driver, had done the majority of the work on that car and voiced the very same concerns Tony and I had, only at an earlier date. At the time Dallara and IndyCar’s engineers didn’t believe him, plain and simple. It was only when other drivers reported similar worries that any notice was taken, and six months later everything had been miraculously sorted out, even within what were very tight regulations. Politics in testing? Believe it.

Y

Ideally testing should be an iterative process encompassing the entire car. Gearbox and engine calibration is an enormous – and enormously nuanced – part of any testing programme and is generally an ongoing challenge. Adjustments to springs, roll centres and motion ratios, meanwhile, all get smaller along the way, with aerodynamic sweeps happening in parallel – wing angles, rake, ride height and so on. Spring changes might start at 300lb and finish at 50lb, and instead of changing an entire front wing, by the end you’re precisely adjusting a small Gurney flap.

You graduate from trying to merely understand the car to trying to make it work, and we haven’t even mentioned dampers, which are a formidable setup tool that come into play late on.

‘During early LMP2 testing we had brand new cars burning to the ground, suspension and electrical failures and engine blow-ups’ Stamina comes into it, too. I once drove one-and-a-half Indy 500s in a day during testing for Firestone, and while Indy isn’t the most physical of tracks, the mental fatigue was horrendous. Most testing time is severely limited now, however, so much so that a lot of the F1 teams run alternate shifts to ensure they have a car on the track at all times. Every minute is important.

Away from computer-derived calibration, another altogether more brutal type of testing exists. With the LMP2 Acura programme especially, we would test the cars to failure, with the ultimate aim of being able to do the 12 Hours of Sebring. During early tests we had everything from brand new cars burning to the ground to suspension failures, engine blow-ups and electrical failures. As we got closer to the end of the pre-Sebring development schedule, simulation even included safety cars, with the scenario permutations being endless. No stone was left unturned, and the car duly won its class.

And that’s what it’s all about. Winning. Whichever car takes the chequered flag in Adelaide in March, the seeds for that victory will have been sown during the first day of testing at Jerez. L

t @dariofranchitti Dario is a three-time Indy 500 winner and four-time IndyCar champ www.evo.co.uk

059

Circuit de

Spa-Francorchamps Premium Trackdays

See what our trackdays are like on video! www.RSRSpa.com/tdvid

A legendary experience. They have the best cars available at the best race tracks with the most available dates to chose from. I thought I was in a dream. If you're contemplating booking because of money, just book it. As an enthusiast there is no better experience.

- Joe Storione

Next Trackday: Saturday 19th March 2016 Never Driven Spa? Nowâ&#x20AC;&#x2122;s the time...

The Belgian Formula One Spa Grand Prix. Total 24 hours of Spa. Spa Summer and 6 hour Classic. World Series by Renault. World Endurance Championship. Youâ&#x20AC;&#x2122;ve watched it. Now experience it for yourself.

and sportsman-like behaviour encouraged. Race cars and slick tyres allowed, all day catering and lunch included, and private pitboxes, one-on-one professional coaching and a wide range of rental cars are available upon request.

RSRSpa Premium Trackdays are the best way to experience your own car safely on-track, offering limited entry, high quality events run in an open pitlane format, with free overtaking rules

Make time for yourself. Live the Legend. Contact us and Book today.

Visit www.RSRSpa.com for more dates and info

RSRSpa Premium Trackdays p: +32 8727 5116 | w: www.RSRSpa.com | e: sales@RSRSpa.com

letters@evo.co.uk

t @evomagazine f www.facebook.com/evomagazine

evo, 5 Tower Court, Irchester Road, Wollaston, Wellingborough, Northants NN29 7PJ

Inbox

What’s beaten your 0-60 time this month?

Frumpy Focus

Letter of the Month

Focused on fun

I like the new Ford Focus RS because it has something many modern hatches or even high-end sports cars are missing: a sense of humour, and with it a personality.

Some might dismiss the Drift mode as a marketing gimmick that will help Ford sell more cars and more Ken Block T-shirts and hats, and this may very well have been the thinking when they came up with the idea initially. But after reading the reviews and watching the videos of the car, I can’t help but notice how much fun people are having driving this thing.

And isn’t this why we (should) buy sports cars?

I am sure the entire car will make for a very enticing, wellrounded, reasonably priced package, but this is not what will make it rise above its excellent competition – which also come with great engines, well-sorted chassis, strong brakes, etc. What will make the RS different is that with a push of a button you can finally have some pointless, stupid, immature, undiluted fun.

Tax Kourelis, Minnesota, USA

The Letter of the Month wins an Aviator watch

The thing I remember most about my childhood Sundays was playing footy in the freezing rain before rushing home to catch a glimpse of an Escort Cosworth terrorising a World Rally stage on TV. I also remember the joy of seeing a production version prowling the streets, with that hunkered-down stance, the ridiculous bodykit, the loud exhaust and the stupidly brilliant whale-tail spoiler.

Imagine my delight, then, when the new Focus RS is released not only with a four-wheel-drive system, but is also awarded five glorious evo stars (issue 219). But before we get too excited, there’s a rather large elephant in the room that needs addressing: the RS is only available in frumpy five-door trim.

Ford has to be kidding.

A fast Ford is supposed to stick its fingers up at everything, but in particular VW owners, your neighbours, that classy bird from work without an accent, and corporatism.

So when I hear that the RS won’t be available in three-door guise due to ‘global ambitions’, I can’t help but feel like the baddies won.

Nino Rosella

Stymied Stang

Ford Performance globally – prior to that Le Mans win, of course.

Mike Spencer

You can do it touge

Upon receiving my subscriber copy of issue 219, my first thought was: ‘A car mag without a car on the cover – very cool!’ This was very quickly followed by my second thought, that the rubberstreaked road pictured was not an entirely unfamiliar scene.

I quickly flicked to Henry Catchpole and Aston Parrott’s excellent story with a Cayman GTS in Japan, which to my delight detailed a trip that very closely resembled my own visit to the same roads in Hakone last autumn.

In case any fellow evo readers are tempted to follow in their tyre tracks, they might be interested to learn that fun2drive.co.jp will happily rent you the JDM classic of your choice and even give you a guided tour of the local touges if desired. I had an amazing day in an early NSX and an R35 GT-R. In fact, upon checking the reg plate of the GT-R you encountered on your visit, I realised it was the very same car I drove. Small world!

John Gordon

Brave man…

Disappointed to hear that Jethro Bovingdon and the new Ford Mustang didn’t hit it off on UK roads (evo 219).

It sounds like the car is just a set of quality springs and dampers away from becoming an unqualified evo recommendation. So near, yet so far…

So what about a Ford Performanceapproved upgrade? If we are to be denied the full-fat GT350 in the UK then at least let us Brits have the option of a more tied-down dynamic setup, rather than having to resort to the aftermarket instead. Surely this is an ideal opportunity to fly the flag for

I spend a lot of time trying to conceal things from my wife. She just doesn’t understand the need for superunleaded, a subscription to evo, fancy bits or superlight bobs. So when I turned to pages 126 and 127 of issue 219, containing Nick Trott’s running reports on his GT2, 911 SC and Impreza, I was amazed by the brazenness of his admissions. Two whole pages spelling out expenditure for all to see and marvel at! Nick, you set a shining example to us all. I just hope that your wife is not a subscriber.

Matt Stretch

Above: the new Mustang could be better, and Mike Spencer thinks he has a solution

Above: John Gordon visited the same touge roads as us, but in a classic NSX

The writer of this month’s star letter receives an Aviator MIG-29 Chrono, worth £465. With a design inspired by the cockpit instruments of a MIG-29 fighter jet, it has a 45mm case, a Swiss-made quartz movement, and SuperLuminova indexes for outstanding legibility.

www.aviatorwatch.ch

www.peterjackson.co.uk

www.evo.co.uk

061

No more speeding tickets.

FREE SPEED TRAP UPDATES

Talking Point

Autonomous cars The new performance standard in speed trap detection.

Advanced GPS speed trap detection combined with outstanding radar and laser performance designed specifically for the UK and Europe. Skyway will provide advanced warning of all speed traps plus 1000’s of locations where mobile speed traps are commonly used. With free Lifetime updates, no subscription charges and no download fees.

Ready to go, straight out of the box.

Skyway comes preloaded with our latest speed trap database, so will work straight out of the box, automatically looking for speed traps as soon as you switch it on. Skyway is quick and easy to install and can be transferred easily from vehicle to vehicle.

360 degree licence protection.

Skyway uses the latest 360 degree detection technology.

Our Super-High sensitivity platform provides advance warning of K-Band, X-Band, Ka-Band and Laser speed traps across the UK and Europe.

SKYWAY Exclusive Reader Offer Normal RRP £149.99

NOW ONLY

£129.99 inc VAT

SAVE

£20

No download fees. No subscription fees.

Quote voucher code EVO to claim your £20 discount and FREE next day delivery.

Order online at www.aguriworld.co.uk or telephone 0330 102 5578

Last month, we took a look at BMW’s i8-based i Vision concept, which, in theory, is fully autonomous. So we asked for your thoughts on self-driving cars. Here’s what you said…

I see them as one step closer to us being banned from driving ourselves, and a grey, boring world.

Andrew As a keen driver, I say bring them on. General traffic flow will improve greatly, and safety too, when cars automatically stay in the correct lane and position themselves properly on roundabouts, etc, instead of the appalling driving you see daily on our roads. I’ll save my Ariel Nomad and Fireblade for quiet mornings to nip past all the robot drivers, though!

Deputy A fully functioning, integrated automated traffic system seems to be the only way to deal with the ever increasing number of cars and keep traffic flowing as smoothly and quickly as it possibly can. As long as we’re relying on people to drive properly and considerately this can never happen!

But I’d hate to see a system that can’t be switched off when it’s not required, or anything that automatically grassed me up if I occasionally strayed north of the speed limit…

Stagga If I’m honest, it wouldn’t be bad to have as an option. Something that’s there only when you need it. For example, if I’ve been drinking, I wouldn’t mind having my car drive home while I nap in the driver’s seat. Or a car that can drive in traffic while I watch something on the screen. But when I want to drive that car for which I’ve paid, there should not be any restriction.

Solace

I like the idea of being able to have my car come and get me from wherever I am and not having to worry about parking as it can find a space itself. clio200 Uber would go out of business. unzippy Cars like an autonomous i8 have no place in the motoring world. If implemented, the main point of the i8 – to create a hybrid sports car – would be lost. Owners would essentially be passengers in their own Ring Taxi.

Robert Eppley My only fear, and it’s a long way off, is when they get to a point where the only accidents occurring on the road are because of manually controlled cars.

Driving on the road for pleasure can only be outlawed at that point. duncs500 If on motorways you have autonomous cars, taking human error out of the equation, would there be any reason to limit the speed of traffic? Being able to travel the length of the M1 at a constant 100-120mph legally would be an advancement.

RBG If every car was autonomous, you wouldn’t need traffic lights – just interleave the traffic via car-to-car communications. You’d get far more traffic flow, and it would look awesome, but you’d need to black out the windscreens to prevent passengers freaking out.

FatChris

Join the discussion

Keep an eye on evo.co.uk or follow us on Facebook (facebook.com/ evomagazine) to participate in our regular Talking Point debates.

The best comments will be published here each month

062

www.evo.co.uk

From the forums: community.evo.co.uk/forums

Thread of the Month Samoht

Has the thrill gone?

Are we approaching some kind of turning point where car makers have lost touch with the buying public by building cars that are faster but less entertaining? Would you buy an older car when you could honestly afford a newer one with all the tech?

Yes. robinoz Drive an Austin Maxi and report back.

NotoriousREV Or a Vauxhall Astra from around 1994. securitycheck I suspect that it very much depends on the car. I haven’t driven a really old car or even a moderately old car recently, but I suspect if I were to get into something I used to own in the ’90s, I would find it slow, skittish and tinny.

Also, the Cayman GT4.

Gavin Will electric steering ever be better than hydraulic or unassisted? More than likely with the development money Porsche is throwing at it.

Will the manual gearbox make a mainstream comeback? Very unlikely.

Naturally aspirated engines? Beyond hypercars and bikes they are thin on the ground already and unlikely to ever come back. On the bright side, I reckon an electric Ariel/Caterham/Elise will

be hilarious once battery tech has overcome the current weight problem.

RobYob My biggest concern is manufacturers constantly hunting for more grip/ quicker lap times. I guess they’ve got no choice because new product has to be seen to be faster than what it replaces, but it just means that realistically it becomes more and more difficult to enjoy feeling a car’s dynamic traits on the road without taking big risks. duncs500 Are modern cars less thrilling? Not really. The P1, 918 and LaFerrari are, I am reliably informed, very thrilling.

The current Golf R is regarded as more thrilling than previous ones. The new Jag XE is better than the old X-type…

Similarly, given that icons like the 360 Challenge Stradale, 430 Scuderia and 458 Speciale all upped the game of their base models, I wouldn’t bet against a hardcore version of the 488 being better still. No, modern cars are just as, if not more thrilling than ever.

Markcoopers

AUDI S1 STOCK (231 PS, 273 LBFT) REVO STAGE 1 (324PS, 360 LBFT)

AUDI S1 STOCK (231 PS, 273 LBFT) REVO STAGE 1 (324 PS, 360 LBFT)

Thread of the Month wins a Road Angel safety camera & blackspot alert device worth £159.99 The originator of the best evo forum thread wins a Road Angel Gem+. The Gem+ automatically updates its camera database as you drive and allows users to share the locations of ‘live’ camera vans.

www.evo.co.uk

063

BMW M2

064

www.evo.co.uk

Good but not great was the surprising and frustrating evo verdict for BMWâ&#x20AC;&#x2122;s spiky M4.

Can the M division restore our faith with the new, 365bhp M2?

by J E T H RO B OV I N G D O N

There’s a loT of pressure weighing down on the new BMW M2. At least around these parts. The latest M3 and M4 have dazzled us at times (very specific times on a smooth, dry racetrack), but also frustrated, disappointed and left us with palpitations at others. The bad moments greatly outweigh the good, sadly. And to such an extent that we need a hero to restore our faith in the M division. A brand-new M creation that makes a nonsense of mourning those sparkling old normally aspirated engines. One that is focused on interactivity and fun rather than just pumping out massive torque figures and hitting 100mph in the blink of an eye. An M-car that feels light and agile, bubbling with energy and excitement. Like I said, the M division’s new baby is under intense pressure.

Fortunately, it has very broad shoulders.

It’s rare that sunshine and a racetrack are not A Very Good Thing in this job, but today – and don’t feel too sorry for me now – the sight of an arc of Long Beach-blue M2s waiting in the Laguna Seca paddock brings mixed feelings. Of course I’m excited. It’s Laguna Seca. It’s warm and dry. Hidden in a pit garage are dozens of tyres and brake pads and, probably, spare M2s should the worst happen. It’s Laguna Seca. Need I go on? I’ve no doubt at all that the next few hours will be an absurd amount of fun. But having been wooed by the new M4 on a lovely racetrack and later betrayed on bumpy, grimy and

066

www.evo.co.uk

BMW M2

‘M division’s new baby is under intense pressure.

Fortunately it has broad shoulders’

www.evo.co.uk

067

BMW M2

Above: BMW famously has a knack for getting the driving position in its more potent models spot on; the M2 continues that

068

www.evo.co.uk

drizzly roads in the UK, we had hoped our first taste of the M2 might not be on a perfectly groomed surface. However, in the face of these wretched circumstances at Laguna Seca (did I mention we’re at Laguna Seca?), I vow to push on regardless and learn as much as I can about the M2. And later, after laps at Laguna Seca, we’ll get to drive the M2 on the roads around Laguna Seca. Phew.

There’s much to suggest that the M2 will be a new hero car. Smaller and, at £44,070, nearly £13,000 cheaper than an M4, it’s a more accessible car for a start. It’s also very clearly inspired by the 1-series M Coupe, which has become something of an icon. In fact, the wonderfully brutal 1M’s status must be heartening to the M division, as it proves that a non-bespoke and turbocharged engine need not be a barrier to an enthusiastic reception even from hardcore M traditionalists. Having said that, I never quite fell for the 1M. In truth I’m about the toughest audience the new M2 could have, as I still get teary-eyed about those silken, savage old straight-sixes and the previous M3’s beautifully sharp V8, and I openly wept at the passing of the M5’s wildly relentless V10.

I suspect the M2’s 3-litre straight-six ‘N55’ engine, boosted by a single twin-scroll turbocharger, will never be remembered with such vivid emotions. It benefits from an M4-spec crank and pistons, but it’s essentially the engine we’re familiar with from the M235i. Or the new X4 M40i, if you’re being cruel. Even so, it does the numbers, producing 365bhp at 6500rpm and 343lb ft at 1400-5560rpm with an overboost to 369lb ft. BMW claims the 1495kg M2 covers 0-62mph in 4.3sec with the optional seven-speed M DCT or 4.5sec with the standard-fit six-speed manual.

The engine isn’t the only area to benefit from M4 goodies, either. The front and rear axles are lifted straight from the bigger coupe and feature forged aluminium control arms, wheel carriers and axle subframes, as well as aluminium uprights and hollow anti-roll bars. At the front there’s additional bracing to improve rigidity and the multi-link

‘There’s much to suggest that the new BMW M2 will be a hero car’

Above: six-speed manual is standard and comes with a 0-62mph claim of 4.5sec; seven-speed M DCT is optional and trims 0.2sec off that

www.evo.co.uk

069

Below: latest M diff is capable of completely locking up in just 150 milliseconds; push hard with the stability control off and the result is predictably smokey

070

www.evo.co.uk

BMW M2 rear axle is solidly mounted to increase precision. And remember when M brakes were utterly useless? Thankfully that era is over and the M2 again utilises M4 hardware – fourpiston calipers with 380mm discs at the front and two-piston calipers with 370mm discs at the back. There’s no ceramic option, but these should be more than sufficient. The M2 runs on Michelin Pilot Super Sports measuring 245/35 ZR19 at the front and 265/35 ZR19 at the rear (exactly the same sizes as the 1M’s tyres). It also benefits from the latest generation of the Active M Differential, which can run entirely open or lock up to 100 per cent within 150 milliseconds.

It looks good, the M2. Okay, so it’s not quite as rippling as the sawn-off 1M, but the short wheelbase, wide track and extended bodywork that heaves over those delicious wheels combine to wicked effect. The bodywork is 55mm wider than an M235i’s at the front and 80mm wider at the rear, but you’d swear it was more. There’s certainly no mistaking that this is a fully fledged product of the M division.

Time is short and I’m on track first, so there’s not much time to appreciate the view… All the cars running on the circuit (standard save for optional M Performance racing pads) are fitted with the M DCT ’box. This is no bad thing as our guide

‘Through the quicker stuff the M2 lets you drive into that lovely mild oversteer with real freedom’ and BMW factory driver Bill Auberlen is not hanging about.

Having both hands on the wheel is very useful indeed.

Immediately the M2 feels markedly different to an M235i.

The engine note is deeper, the electric power-assisted steering has more weight and throttle response is superb.

This much I can tell just accelerating down the steep pitlane and merging with the tight Turn 2 left-hander. It feels fast, too. I hate seeing peak torque figures at 1400rpm in a sports car because it suggests a clumsy initial rush of acceleration that then just holds steady, going through the motions until the rev limit instead of building towards a memorable climax. Yet the M2’s engine punches hard and clean low down and then builds with real conviction up to around 6000rpm. Hang on until the 7000rpm limiter (very much required when chasing Auberlen) and it does fade away over the last 500rpm, but the delivery is pure and pretty exciting.

At least that’s how it seems on the first few laps.

Like an M4, the way the M2 gets into corners is incredibly impressive. In fact, with that stubby wheelbase it’s even more agile, and the front tyres hold their line beautifully. What’s

more, the M235i’s occasional clumsiness and inconsistent body control is gone. The M2 feels lighter and tackles each turn with a real sense of the front and rear working in unison and the body being kept in tight check. I’d feared the short, wide footprint might make for hyper-agility but then snappy breakaway characteristics (like the 1M), but the M2 confounds those expectations. Partly that’s to do with the steering’s well-judged rate of response, which harnesses the chassis’ natural ability to change direction but doesn’t try to accentuate it with overly aggressive speed, but from the mid-corner phase it’s simply down to the M2’s inherent balance. Laguna’s corners are mostly tackled towards the top end of third gear, and yet the car feels so natural to drive just beyond the limit of the rear tyres. The fluid, easy transition from driving neutrality to mild, efficient oversteer is fantastically exciting and enjoyable.

Those racing pads make for very noisy brakes but the M2 stands up to the heavy demands around here with impressive resolve. The pedal is short and responsive, the ABS triggers nice and late, and again the M2 defies its short wheelbase and shows real stability. I’m in Sport+ mode, which sharpens the throttle, increases the weight of the steering and selects M Dynamic mode for the stability control systems. It’s a well judged setup for track work. The steering doesn’t go horridly gloopy, as is often the way with ‘Sport’ settings, and the electronics are nicely permissive, only really holding the car back in the slowest double left-hander after the long, cresting straight. Through the quicker stuff it lets you drive into that lovely mild oversteer phase with real freedom.

The first few laps really flow, then. And the M2’s combination of agility, indulgence and endurance are mightily impressive. The M DCT is excellent too – miles ahead of even the convincing eight-speed automatic fitted to the M235i – with its tight, punchy shifts and surgically accurate downshift blips. But after the initial sense of energy and responsiveness, the engine does start to feel a little less sparkling. At low or middling engine speeds the straight-six is keen and sharp, but at the top end it does just run out of puff

Above: 3-litre engine lacks the fireworks of the old, naturally aspirated M Power units, but it’s properly potent, delivering 369lb ft at just 1450rpm on overboost

www.evo.co.uk

071

In an industry focused on hybrid and EV powertrains and four-wheel drive, how does BMW’s chairman of the board for M division see the future of the M-Car? Henry Catchpole speaks to Frank van Meel

FRANK VAN MEEL TOOK OVER THE reins at BMW’s M division in January 2015.

So, a year into his tenure, we sit down with him for an exclusive interview at the Detroit motor show. And having had some fairly disheartening discussions with M engineers in the past about manual gearboxes, it seems a good place to start.

‘We have an equipment rate of over 20 per cent still with manual gearboxes,’ says van Meel. ‘Also, of course, our main market is the US, and they have this more emotional feeling towards driving with the stick. So, the rational side would say you don’t need any manual gearboxes because they are slower and they use more fuel, even though they are lighter, which is still the benefit of them. But there is this emotional side and if there is a market, we’re not going to neglect them.’

This all seems pretty business-orientated, and slightly belittling of three pedals, but then van Meel gives me hope when he reveals his daily driver: ‘Currently, I think I’m allowed to say, I drive a pre-series M2, with a manual gearbox, and I’m really having fun.’

With the switch to turbocharging for the M3/M4 not having been an unqualified success in our eyes, I ask how it’s viewed within M. ‘If you look at dynamics, it is better,’ van Meel says matter-of-factly. ‘It is faster, it uses less fuel, so there has been no trade-off. The only difficult thing was the engine sound, because the V8 sounds like a V8. I think that has been mastered quite well by the M3 and 4, but with the Competition Package we can add a little bit more. Giving back a little bit of this more emotional sound, for those that want to have that… and my wife doesn’t, I must say!’

And the M4 GTS, will that feel as extreme

072

www.evo.co.uk

as the old M3 GTS? ‘I think it even makes you feel better while driving than the previous one, because we did a lot of work on the aero,’ says van Meel. ‘On the Nürburgring you see the lateral acceleration and it’s somewhere between 1.4 and 1.5G, which is about 0.5G more than the regular car, because of aerodynamics. We’ve got so much downforce that it’s really fun to drive, and stable and fast.’

I had got the impression from a previous interview with Ian Robertson (BMW’s head of sales and marketing) that BMW’s i and M brands would always be kept separate, but not so according to van Meel. ‘BMW i stands for crossing new boundaries, technology, electrification, while M stands for sports, but there is no contradiction. Right now the electrification, for us, it’s a difficult thing. Not because we don’t want it – we would love to have it because of the i-boost functions, which are really cool – but one of our main principles is weight and power-to-weight ratio and we still cannot make that happen with electrification.’

It seems, then, that we won’t see an M version of the i8, but I put it to him that it’s odd that M has things like the X5 M in its lineup but not a pure sports car. ‘Well, I must say that I noticed in the UK media the X5 and X6 are not very popular!’ van Meel says with a nicely chastising laugh. ‘But I must say those cars, they are crazy. It’s bloody cool to have a car where you sit in the second-floor driving position, that weighs over two tons and that can drive around a racetrack. But I see what you mean. Unfortunately I can’t say there is going to be a super-sports car, but I would love to do one. We’re thinking about it. We would love to do one.’ He smiles.

Frank van Meel’s previous post was as

managing director of none other than quattro GmbH up the road in Ingolstadt, so it seems only right to enquire about the possibility of xDrive arriving on M-cars. Given the somewhat frisky nature of the current turbocharged M4 in the wet, perhaps some sort of, admittedly rear-biased, system wouldn’t be a bad thing?

‘We do not rule out any technology,’ he replies. ‘For us it’s more a philosophy of how the car should drive. If a technology allows us to do that and gives us advantages then we will do that. That also goes for a rear-driven car with a little bit more traction. There are a lot of cars with all-wheel drive that sacrifice grip at the front because they have these driveshafts at the front, so the tyres have to be small to fit in the wheel-houses. But then you lose grip at the front axle and you lose agility, and then you have to adapt the whole car. If it could be rear-wheel biased and if the power-to-weight ratio would be like it is today, and if there would be no compromise regarding grip at the front axle, then it might be an idea. But I think from a technology standpoint that is going to be really difficult.

The front axle is a MacPherson strut and it gets difficult to do something like that without compromise. Maybe we will find a solution one day, but we are really happy with the overall concept of the M3 and M4 as it is right now, even though on greasy tracks I need to work a little…’

Finally, I ask van Meel if he has a favourite M-car from the past. Without hesitation he says: ‘Yes, the 1-series M Coupe. I think I like it the best because that’s also difficult to drive in the wet! But it gives you the fun.’ If ever there was a response to give us all hope that M is in good hands, I think that is it.

BMW M2

Extras, extras…

BMW’S NEW M2 SOUND A BIT SOFT for you? Then you’ll want to scan BMW’s M Performance parts catalogue to see what takes your fancy from the factory upgrade options – options that are already on offer before even the first M2s reach the showrooms.

There are the usual carbonfibre addons for the bodywork (front splitter, side sills, rear diffuser, and spoiler and mirror caps) and inside the carbon-fest continues on the gearlever, centre console and handbrake. And, of course, there are acres of Alcantara available for pretty much every surface you come into contact with.

But it is the bits you can’t see that really interest us, and no doubt you, too. There is a set of uprated brake pads (the discs remain the standard items) to help reduce fade during long

sessions on track, as Jethro describes in our review. There’s an uprated sports exhaust, too, which includes a flap that can be controlled via your phone. The exhaust offers two modes, Sport and Track, with the latter said to increase noise from the 3-litre turbocharged straight-six. We’ll have to wait and see what trackday organisers think of the increased decibel level.

However, it’s the chassis upgrades that really grab our attention, specifically adjustable coilovers. The kit lowers the car by 5mm, but additional manual adjustments allow a further 20mm height reduction. The dampers are also adjustable over 16 settings for rebound and 12 for compression, allowing for individual setups depending on the intended application, from fast road use to serious track driving. SG

and can feel laboured. It’s rare that a turbo engine doesn’t gradually feel less impressive on track, and the delivery is sweeter than, say, an A45 AMG’s or even an RS3’s, but there’s such tension and balance in the chassis that you can’t help wishing the engine chomped on right to the cut-out.

Having said that, the quality of throttle response isn’t in question and when you disable the traction control altogether you can reap the rewards. As in M Dynamic mode, there’s still a well matched power-to-grip ratio and the M2’s preferred stance remains mild, accurate oversteer that takes you out over the kerbs with just a tiny corrective input and makes you feel heroic. However, push beyond that and the M2 can be howled around at big angles pretty securely. Turn in hard and off the power and the tail swings quickly as a consequence of the car’s short wheelbase, but once you’re used to the sensation and trust the car’s stability, it’s easy to tweak and play with the M2’s attitude using the broad torque band. This is fun for a while but actually the M2’s strong traction and its more natural cornering state is much the more satisfying experience. Fast and on the edge but never edgy, authentic M division qualities shine through.

Highway 1 is a jaw-dropping road with scenery that stops you in your tracks. You and every other car, motorhome, pickup, Harley and U-Haul truck within a 100-mile radius.

After the freedom of the track it’s pretty obvious our road drive, which should be much more revealing, will be heavily compromised and we’ll only get snapshots of the M2’s capabilities. Even so, I’m pretty happy and not least because our designated road car is fitted with the six-speed manual ’box. It’s much better than I remember from the M235i, with a more oiled, easy action that I think suits the engine nicely, encouraging you to use the strong mid-range performance instead of lamenting the slightly fluffy final run to the limiter. Perhaps being on the road is a big factor, too, because suddenly the M2 feels much, much faster.

The road is largely smooth but there’s no disguising that the M2 is a pretty stiff car. The damping feels compliant and controlled, but as often seems to be the way with BMWs, it doesn’t like short, sharp bumps and feels slightly ragged if you hit a patch of really broken road. It’s a huge improvement on the M235i, though, and generally the car feels like it looks – broad and with a low centre of gravity. It retains the feeling of agility and lightness that came through on the track, too.

www.evo.co.uk

073

BMW M2 With standard pads and less severe demands, the middle pedal feels a shade too responsive initially, but quickly you get used to that and the bite and feel is such that you can really lean on the brakes into corners. The same can’t be said for the steering, which still has a nice, fluid response but lacks any real feedback in the Normal or Sport settings.

Of course, it’s warm and dry, and the road doesn’t hold any nasty surprises, so the M4’s tendency to erupt into sudden and disconcerting wheelspin isn’t repeated. In fact, a feature of the M2 is its strong traction and – as on the track – a chassis that seems to like to work inside a small, controlled but still adjustable window. You might get a little flick of oversteer through a clear-sighted corner but only a real bung gets the car way out of shape, the sort you wouldn’t really contemplate unless ‘scientifically’ doing so for a magazine test. It’ll be fascinating to see if the M2’s neutral and progressive balance remains when the heavens open and a few more bumps are

thrown into the equation. But here and now it marries control and a degree of malleability with real finesse.

When I finally hand over the keys of the M2 to the event staff, there are only a few stragglers left at the circuit. I’ve had an absolute hoot on the track and enjoyed the short bursts of empty road that I’ve found.

This is very clearly a car with balance, body control and a hunger to zip between direction changes. And it has its own character, rather than feeling like an M4 miniaturised and with its teeth filed down. There’s still much to learn, of course, and it’s frustrating that I haven’t found that one piece of road to reveal all that the M2 has to give, but I’m excited rather than trepidatious about that moment arriving on a chilly spring day in the UK. We’re going to have to get over the fact that M division engines are now just outstanding for their class rather than intrinsically inspirational, but the M2 feels like the car to start plotting a journey to forgiveness and understanding, even for those of us who’ll never forget what came before. L

BMW M2

‘The M2 has its own character, rather than feeling like an M4 with its teeth filed down’

Engine In-line 6-cyl, 2979cc, turbo CO2 199g/km Power 365bhp @ 6500rpm Torque 369lb ft @ 1450-4750rpm Transmission Six-speed manual, rear-wheel drive, LSD, ESC Front suspension MacPherson struts, coil springs, adaptive dampers, anti-roll bar Rear suspension Multi-link, coil springs, adaptive dampers, anti-roll bar Brakes Ventilated discs 380mm front, 370mm rear, ABS, CBC, EBD Wheels 9 x 19in front, 10 x 19in rear Tyres 245/35 ZR19 front, 265/35 ZR19 rear Weight 1495kg Power-to-weight 248bhp/ton 0-62mph 4.5sec (claimed) Top speed 155mph (limited) Basic price £44,070 On sale Now

evo rating: 074

www.evo.co.uk

F o c u s r s v go l F r v r s 3

losing their

076 www.evo.co.uk www.evo.co.uk

by H e n ry C at C H p o l e p H o t o g r a p H y by a s t o n pa r ro t t

grip?

Our first drive of the Focus RS showed that the pre-launch hype was largely warranted, but has it got the intensity and finesse to beat its four-wheel-drive superhatch rivals from VW and Audi?

www.evo.co.uk

077

T 078

www.evo.co.uk

he bells, the bells! It’s just after 5am and I’m momentarily confused about where I am and what exactly is going on. Big, sonorous lumps of metal are ringing discombobulatingly and rather irritatingly loudly nearby, but why?

Earthquake? Nuclear war? Alien invasion? I can’t hear panic in the hallways of the hotel so I assume none of the above. Then I remember. I’d done the usual thing when booking this hotel at the last minute, delighted at finding accommodation so close to the mountain road we wanted to use: Check TripAdvisor – yup, fair to middling reviews. Price is within budget. Sold. What I didn’t check was whether the hotel was attached to a Benedictine monastery. Silly me.

With the bells for morning prayer rousing the monks (and everyone in the hotel) from their slumbers, I lie awake thinking about the day ahead. Parked up outside in the darkness is the brand new, 345bhp Ford Focus RS, arguably the hottest motoring property of the moment. Last

month Dan Prosser declared it part of a new breed, the ‘super hatch’, and so for the RS’s first group test we thought we should bring a couple of rivals out to Spain to meet it. Prosser stipulated that a super hatch should have four-wheel drive, so we picked the Volkswagen Golf R, which with 297bhp is down on power compared to the Ford but close on price, and the 362bhp Audi RS3 Sportback, which is up on power but rather dearer. Good benchmarks, we hope you’ll agree. Depending how it gets on here, we’ll then pitch the Focus against front-wheeldrive rivals such as the Renault Mégane and SEAT Leon when it reaches the UK (although nothing short of a Nissan GT-R will live with it according to some reviews I’ve read…).

Of this intriguing trio, the one I’m most familiar with is the Golf R, partly because evo staff photographer Aston Parrott and I drove it the 1000 miles out here to Catalonia in north-eastern Spain.

The current R is something of a hero car in its own right, finally stepping out of the GTI’s shadow

F o c u s rs v g o l F r v rs 3

‘nothing short of a gt-r will live with a focus rs according to some reviews i’ve read…’

and being snapped up by huge numbers of people happy to take advantage of some ridiculously good finance deals. On the long journey down it was as refined as you could wish a hatchback to be and on the few occasions the road allowed, it switched instantly from relaxing cruiser to something much more eager and entertaining. The gruff Subarulike flat-four note from the in-line four-cylinder is a big part of the appeal, but so too is the way that the whole drivetrain is so keen, the revs rising cleanly and quickly every time you get on the throttle.

When we arrived at our chosen roads around Montserrat (the Caribbean island got its name – via Columbus – from this mountain) the Golf instantly felt at home on the fast yet technical terrain. I’m not sure I’ve ever driven a more resolutely neutral car. The steering is perhaps a touch light, leading you to feel as though the chassis will naturally push its nose wide when driven hard. But pile into a turn and the front end grips well, allowing you to get back on the throttle quickly. Lean on it harder www.evo.co.uk

079

F o c u s r s v go l F r v r s 3

still and the front tyres will scrub a touch, but it never threatens to wash wide and as soon as you lift a little or trail brake, the balance is immediately restored. Traction feels unburstable too, so you have a car that you can drive extremely hard and in which you can cover ground stunningly quickly without feeling like you are taking liberties or ever getting ragged. It’s not flamboyant, indeed it can feel as subtle as its rear wing, but it is extremely satisfying and rather addictive.

The second lot of bells drags me from a doze just after 7am and at breakfast I meet evo staffer Antony Ingram, who has brought the Focus up from Valencia, and James Disdale, road test editor for Auto Express, whose long-term RS3 we are using for the test. As we wander down to the misty car park an hour later, we realise that all three cars are shades of blue, respectively Nitrous, Night and Sepang. I head for the Malaysian Audi, which instantly feels like a very lovely place to settle into on a surprisingly chilly morning. The Super Sports seats look both impressive and luxurious, although they could be set a little lower, and a bit of Alcantara on a steering wheel is always welcome, even if it doesn’t extend the full circumference.

The driver’s door is still open as I twist the key and the volume of the noise that rents the cold air takes me by surprise (not for the last time on this test). The five-cylinder’s mellifluous exhalation is so loud that I can imagine it parting the swirling mist behind the oval tailpipes of the sports exhaust. The Audi might be £10k more expensive than either of the other cars here, but so far it is doing a good job of feeling it.

Paddles are the only option in the Audi, but the shifts from the seven-speed dual-clutch ’box are

crisp on the way up, if not quite as responsive as the best on the way back down. While a manual would be nice for the interactivity, there is something about the paddles that suits the way the RS3 covers ground. It is staggeringly quick between the corners and feels totally locked down, making the designation of ‘super hatch’ seem almost too tame a name. The soundtrack dies away after the initial rumble on start-up, but re-emerges as you start holding on to gears and exploring the upper reaches of the rev range. There is real punch lower down when the turbocharger gets into its stride, but it is the top-end power that widens the eyes.

Such is the pace, the distinctive wavy-edged cast-iron brakes begin to suffer after an extended run along our ridge route, and even after cooling them down the sweet smell of hot materials wafts into the car as I pull back into the car park.

Apparently this car, with 9000 miles on the clock, has seen some abuse on track, but even so, perhaps the optional carbons (carbon-ceramic brakes on a hot hatch!) might be necessary.

‘ThE Audi mighT bE £10k morE ExpEnsivE ThAn ThE oThEr cArs, buT iT doEs A good job of fEEling iT’

Above: RS3 has 17bhp more than the Focus RS, but will set you back an extra £10,800.

Left: Golf R has become a legend in its own lifetime thanks to its blend of pace, refinement and playfulness – and some keen finance deals

080

www.evo.co.uk

‘The rear-wheeldrive f-Type is clearly very TracTion-limiTed in The weT… buT iT’s a greaT deal

www.evo.co.uk

081

And so to the Ford, which I think looks rather good. While a little bit of me misses the pugnacious wide-boy style of the three-door Mk2, I think the new five-door treads the line between aggression and acceptability pretty well. The seats in this example might only be the standard Recaros rather than the optional buckets, but they are still by far the most supportive in the test. Some seats are good at locating your upper body and others are great at securing your legs, but the Ford’s do both, leaving you feeling very snug indeed. The steering wheel feels like it needs a few centimetres more reach adjustment, but everything else falls easily under hand or foot.

In terms of ambience, the Focus’s cabin is pretty good, too. It lacks the sharp design and flashes of aluminium of the Audi, but the plastics aren’t scratchy or flimsy. The only bits that jar for me are the dials, which look typographically crowded and cheap, and the gearknob, which I’m sure must be from a mistaken over-order that Ford bought when the Scorpio was still in production.

Setting off down the road, the sensations are immediately good. There is an instant feeling that

082

www.evo.co.uk

F o c u s rs v g o l F r v rs 3

‘There’s an insTanT feeling ThaT The new focus rs is a big broTher To The brillianT liTTle fiesTa sT’

this is a big brother to the brilliant little Fiesta ST, with all the control weights matching and giving a reassuring feeling of gentle resistance to inputs.

Like the Fiesta, the ride feels firm, too. It’s not unpleasant, but there is a slightly bobbling bounce over small road-surface imperfections. Out of interest I press the damper button awkwardly situated on the end of the indicator stalk, summoning up the stiffer Sport setting and briefly indicating right at the same time. The result is palpable even on smooth Spanish asphalt and it’s only out of road-testing curiosity that I keep it activated for more than 200m. I’ve never found myself in an earthquake, but I imagine tremors of around five on the Richter scale would give a similar queasy jiggling sensation.

The drive modes are the next things to investigate, via a button by the gearlever. ‘Normal’ is an apt description for the default mode. A couple of prods progress the settings to Sport, which is what I will spend most of the rest of the test in.

This weights up the steering, perks up the throttle response nicely and activates an exhaust mode that elicits a staccato volley of pops and bangs

every time you lift off. I can see how the aural confection could be irritating – just as some people don’t like the crackling from a Boxster or Cayman in the sports exhaust mode – but I rather like it.

The other modes are Track and Drift, neither of which are really intended for the road but one of which we’ll come back to in a moment.

The Golf feels light after the Focus. Not the 48kg lighter that the claimed kerb weights would suggest (the Audi, at 1520kg, is just 4kg lighter than the Ford), but more in terms of the control weights. Pedals, steering and gearshift all have a slightly more assisted quality to them and the R feels less purposeful as a result. However, there is nothing flimsy about the way the Golf attacks a road. It stays pretty flat in corners, even with the adaptive dampers in their softer setting, but you can really lean into the lateral grip mid-corner and feel the tyres digging into the surface. Fast bends in particular are a forte, with the VW making a composed, clean line look beautifully easy.

Don’t be fooled by the demure, almost dowdy spec of this car, either, because as soon as you wind it up it absolutely begs to be thrashed. www.evo.co.uk

083

F o c u s r s v go l F r v r s 3

084

www.evo.co.uk

Charging back up the wide, smooth BP-1101, I can’t help but wring every last drop from the freerevving engine. Hustling the Golf into corners, the brakes don’t feel as secure as the Ford’s, but they are effective and you find yourself leaning on them really late. I had expected the VW might feel a little lacklustre in terms of pace after the RS and RS3, but not a bit of it.

Another run in the Ford on a narrower, rather dusty side road clarifies the character of the fourwheel-drive system in the Focus RS. To recap, it has a central clutch and then a rear drive unit that uses two clutch packs to distribute the power between the back wheels as an ECU sees fit. Torque vectoring, in other words.

At seven tenths there just feels like there is excellent traction out of corners, the meaty fourcylinder thumping you up the road with the stubby gearlever notching up shifts in relatively quick succession. Push harder still, however, and you can actually get the tail pushing round on the exit of corners, particularly the slipperier ones (it’ll be interesting, possibly brilliant, on a wet road).

It’s rarely the case that you have to dial in any opposite lock, it’s more that you just have to bring the wheel back to the straight-ahead more sharply.

It’s a very nice sensation to have and dynamically much more grown-up than I was expecting.

Our chosen test route has a particularly good, wide, fast, second-gear right-hander that is too inviting not to try the Drift mode on for the camera. I have a few runs through and it’s all a bit curious. You need to carry speed, turn in hard to the point where the front end is almost slipping and then simply stand on the throttle. After this, there isn’t really much more to do, which is odd.

The RS definitely slides, but it seems to be on a predetermined trajectory that you have to keep the steering wheel straight and the throttle wide in order to maintain. You are in a slide, the car is travelling at an angle, but weirdly you don’t

‘Where the Golf reacts to a lift and the ford steers on the throttle, the rs3 doesn’t budGe’ have any control other than when it all ends.

Modulation is out. Talking of which…

There are various settings for the Audi’s character, from Comfort through Auto to Dynamic, but as none of these quite hits the spot, it’s easier to set it to Individual and then have a tinker. Obviously the exhaust should always be set to Dynamic, the engine and gearbox can be left in Auto or Dynamic as you choose, but the steering feels best in Dynamic as it’s too light in Comfort.

The tricky one is the suspension.

There is nothing wrong with the ride quality in Dynamic mode, but it locks the car down to such an extent that it feels like it corners far too flat. The front end in particular never feels like it leans and gets the tyres working on the way into a corner.

Things are better in the Comfort setting, which loosens the adaptive suspension, brings back a bit of roll and gives you more confidence on turn-in, but sadly even in this mode the RS3 only seems to want to push its nose wide when you drive hard.

Where the Golf will react to a lift and the Ford steers on the throttle, the Audi doesn’t budge.

The only way to drive is slow in, fast out, waiting until you’re past the apex to fire up the quattro drivetrain and slingshot out. www.evo.co.uk

085

Some people are quick to blame the Audi’s Haldex four-wheel-drive system, but I don’t really see that as the problem. After all, Haldex is good enough for the 991 Turbo and Aventador (albeit in the reverse orientation) and you can feel how quickly the power (up to 100 per cent of it) is shunted rearwards in the RS3 once you get on the throttle. There is a real sense of the back axle pushing the car up the road when you’re accelerating. The problem is that you can’t access this until far too late in the corner because the RS3 doesn’t have a willing front end, even with this car’s slightly wider optional front wheels and tyres (255-section instead of 235). The Golf could be better, too, but at least it allows you to chuck it into corners more aggressively and responds better to a little lift to tuck the nose back in so that you can get on the throttle earlier.

By comparison, the Ford’s front end darts into bends as soon as you ask and the rear axle is always helping, following the front so that it’s perfectly poised when you get on the throttle. For me, this is the feeling you want from a four-wheeldrive car. Greater traction might be the foremost

reason for getting power to each corner, but a good four-wheel-drive setup should also allow greater agility in the chassis – you can allow the car to turn in more quickly because you know that you have also got the increased traction to pull you through the corner. The best iterations of the Mitsubishi Evo have arguably been the greatest exponents of this, the whole car alert and reactive, always set-up with a flighty front end so that you could get on the power the moment after cornerentry. Incidentally, a car that reminded me of this recently was the new Audi R8, which is set-up in a very similar way. Turn in and you can have the steering wheel straight again very quickly, the rear axle instantly on your shoulder ready and waiting. It’s a fantastic feeling and Quattro GmbH clearly knows how to achieve it, so it’s all the more frustrating that it hasn’t allowed the RS3’s nose to latch into corners a bit more like the R8’s.

By the end of the afternoon, fuel warning lights have begun illuminating in all the cars, so a group outing to Manresa down in the valley is required. Heading back up the mountain towards the monastery in the dark is the best drive of the

FORD FOCUS RS

AUDI RS3 SpORtbaCk

VOlksWAgEn GOLF R

Engine In-line 4-cyl, 2261cc, turbo CO2 175g/km Power 345bhp @ 6000rpm Torque 347lb ft @ 2000-4500rpm Transmission Six-speed manual, four-wheel drive, torque vectoring, ESC Front suspension MacPherson struts, coil springs, adaptive dampers, anti-roll bar Rear suspension SLA independent with control blade, coil springs, adaptive dampers, anti-roll bar Brakes 350mm ventilated discs front, 302mm solid discs rear, ABS, EBD Wheels 8 x 19in front and rear Tyres 235/35 R19 front and rear

Engine In-line 4-cyl, 1984cc, turbo CO2 165g/km Power 297bhp @ 5500-6200rpm Torque 280lb ft @ 1800-5500rpm Transmission Six-speed manual, four-wheel drive, torque vectoring by braking, ESC Front suspension MacPherson struts, coil springs, adaptive dampers (optional), anti-roll bar Rear suspension Multi-link, coil springs, adaptive dampers (optional), anti-roll bar Brakes Ventilated discs, 340mm front, 310mm rear, ABS, EBD Wheels 7.5 x 18in front and rear Tyres 225/40 R18 front and rear

Weight 1524kg Power-to-weight 230bhp/ton 0-62mph 4.7sec (claimed) Top speed 165mph (claimed) Basic price £29,995 On sale Now

Engine In-line 5-cyl, 2480cc, turbo CO2 189g/km Power 362bhp @ 5500-6800rpm Torque 343lb ft @ 1625-5500rpm Transmission Seven-speed dualclutch, four-wheel drive, torque vectoring, ESC Front suspension MacPherson struts, coil springs, adaptive dampers, anti-roll bar Rear suspension Multi-link, coil springs, adaptive dampers, ARB Brakes Ventilated discs, 370mm front, 310mm rear, ABS, EBD Wheels 8.5 x 19in front, 8 x 19in rear (optional) Tyres 255/30 R19 front, 235/35 R19 rear (optional) Weight 1520kg Power-to-weight 242bhp/ton 0-62mph 4.3sec (claimed) Top speed 155mph (limited) Basic price £40,795 On sale Now

Weight 1476kg Power-to-weight 204bhp/ton 0-62mph 5.1sec (claimed) Top speed 155mph (limited) Basic price £31,120 On sale Now

evo rating: ;;;;3

evo rating: ;;;;2

evo rating: ;;;;;

086

www.evo.co.uk

‘The Ford is FanTasTic, up on iTs Toes and yeT leaning on huge reserves oF grip’

F o c u s rs v g o l F r v rs 3

day. I’m in the Ford and the sharp reports from the exhaust every time I back out of the throttle sound just like anti-lag. I can almost imagine spits of flame lighting up the rear of the car in the dark.

It feels like a night stage in Corsica, too, such is the relentless way the road is chucking the turns at us.

The Ford is fantastic, up on its toes and yet leaning on huge reserves of grip. Braking late and hard, the big, 350mm front discs and four-pot Brembo calipers combine to give fantastic power. The couple of times I ask more of the Michelin Pilot Super Sports as a corner tightens, winding on a fraction more lock, the RS simply bites harder and scoots round. Through a set of direction changes the body control is extremely impressive, too, the tail just nicely mobile – enough to help the whole car turn. However, Disdale is chasing me in the Golf R (we left the Audi fuelling up) and those quick direction changes are almost the only times I notice the headlights recede a bit in my mirror.

At the top the first thing Disdale says is that the Golf feels like it has at least ten per cent more than the quoted 297bhp, and I know exactly what he means. I think part of it is that the Focus’s torquey

2.3-litre engine encourages a slightly early upshift, whereas the lithe, free-revving 2-litre unit in the Golf simply sings to its 6500rpm red line.

As a result, you find yourself hanging onto second where the Ford would have a brief foray into third before dropping back down again under braking.

There is no doubt that the Focus RS wins this test, though. It is the most adjustable, most fun and most rewarding car here. The Audi RS3 Sportback is fast, sounds fantastic and has a next-level feel to the cabin, but it just isn’t engaging when you find a good bit of road to hustle it down, which is frustrating.

The Golf also sounds great and as an ownership proposition I can completely understand why some would prefer its subtler charms and more Germanic cabin over the Ford. But although its chassis can be grabbed by the scruff and made to work into and out of a corner with real grace and pace, it feels like a bit more effort for a little less reward than in the Ford. In short, when the monastery’s bells inevitably wake me up again at 5am tomorrow, it is the Focus RS that I will want to grab the keys to on my way out of the door. L

www.evo.co.uk

087

v w co r r a d o v r 6 sto r m

The Corrado was the Golf-based coupe that suddenly got a whole lot more interesting when it gained a 2.9-litre narrow-angle V6.

We revisit the Corrado VR6 Storm

by Da n P ro s s e r P H o T o G r a P H Y by D e a n s m i T H

storm 088

www.evo.co.uk

Somewhere in the hierarchy of thingS that draw us to a particular car, in amongst the obvious stuff like performance and styling, you might find creative and interesting engineering solutions. Thereâ&#x20AC;&#x2122;s just something about a particularly clever mechanical workaround to a given problem that appeals to the car bore, isnâ&#x20AC;&#x2122;t there?

For VW in the early â&#x20AC;&#x2122;90s, the problem was one of power and packaging: how to combine the power of six cylinders with the compactness of four. The Corrado, built on the mk2 Golf platform, had arrived in 1988 as an upmarket alternative to the Scirocco, replacing it entirely four years later. At launch, the quick version was the supercharged four-cylinder G60 with 158bhp, but in 1992 things got rather more interesting with the arrival of the VR6.

force

‘VR’ stands for V-Reihenmotor, which translates to V-Inline, describing both vee and inline cylinder layouts.

That is, of course, contradictory. The unit is actually a very narrow-angle V6, displacing 2861cc, with two offset banks of cylinders at 15 degrees to one another. Unlike a conventional V6, but exactly like an inline six, there’s just one cylinder head.

The result is a six-cylinder engine that’s both much narrower than a typical V6 and shorter than a straight six.

In fact, it’s more comparable in size to a four-cylinder than a six, which meant it could slot easily into a Golf floorpan.

A creative and borderline ingenious engineering solution.

Good for 190bhp and 180lb ft of torque, the VR6 unit could haul the Corrado to 62mph in a claimed 6.7 seconds, which is more than respectable in 2016 but in 1992 must have seemed very rapid indeed. Suspended by MacPherson struts at the front and trailing arms with a torsion beam at the rear, it borrowed major suspension components from the mk3 Golf and drove its front wheels. Built by Karmann at its now-defunct Osnabrück plant, the Corrado VR6 was an instant hit with the motoring press. It was also the car that a generation of teenagers and young adults aspired to own. Today, more than two decades on, enthusiasm for the Corrado VR6 is just as vibrant.

This particular car, owned by Darren Pumfrett, is one of 500 Storm models. The UK-only Storm was a 1995 run-out special edition. It came in one of two colours, Mystic Blue

090

www.evo.co.uk

or Classic Green, and featured 15-inch BBS Solitude alloy wheels, a fully-specified cabin with leather upholstery, and a handful of red Storm badges.

‘I was a Ford man originally and had no end of XR and RS models,’ says Darren. ‘Then one day my mate had a Golf VR6 for sale and I bought it. With 130,000 miles on it, the Golf felt like a Ford that had done 60,000 miles. That’s how I got into the VW scene. I bought the Corrado five years ago and in that time I’ve only put 3000 miles on it. It’s up to 128,000 now. I only really use it for shows and car meets.

‘The Corrado gets so much respect on the road. It’s nothing very special, but because you see so few of them it gets loads of attention. I had one gentleman chase me down in his Porsche 911 Turbo. I pulled over and he asked me if I wanted to sell it. He said he had one years ago and he pined to own another one.’

Today it looks small and pert, sitting high on its springs, its wheels lost in the arches. The glasshouse profile is very similar to the earlier Scirocco’s, which does age the Corrado without detracting from its handsome proportions. The cabin doesn’t quite have the over-engineered quality that defined certain German cars of the late ’80s, but compared with a Ford or Vauxhall of the era it’s in a different league.

The dashboard architecture is very simple, and with black leather it is a rather sombre environment, but the seats still feel plush and on the move there aren’t the irritating squeaks and rattles that you find in many 20-year-old cars.

v w co r r a d o v r 6 sto r m

Far left: Storm was a UK-only run-out limited edition of 500; extra kit included 15in BBS alloys and leather upholstery.

Above: that cunning VR six-cylinder engine

With so much wheel-travel and such doughy tyre sidewalls, there’s a languid, lazy quality to the low-speed ride. It doesn’t smother imperfections in the road surface like an old Citroën, but there’s none of the oversprung firmness that afflicts so many modern cars. What really is remarkable, though, is the way the Corrado straps itself down at higher speeds, as though the body has dropped two or three inches closer to the road. It becomes really well controlled with none of the floatiness that those exaggerated wheelarch clearances might hint at.

The steering isn’t as slow as expected – there are 3.1 turns lock to lock – and the weighting is really natural. Once you’ve turned into a corner and the chassis is loaded up, the helm becomes delicate and feelsome. There are a number of individual dynamic behaviours immediately after initial turn-in, but they seem to happen in one cohesive motion.

First, there’s the roll. The car tips over onto the outside front tyre, forcing it hard into the road surface. That’s when the forces find their way faithfully back to the helm, which loads up beautifully and paints a detailed picture of the grip levels across the front axle. Immediately, the rear axle loads up, too. It doesn’t step out, not in normal driving anyway, but you can feel it take an attitude. You’re also aware of the outside rear tyre edging up to the limit of grip at exactly the same rate as the outside front. The Corrado has balance and in that moment it feels tremendously well poised, neither understeering nor oversteering, just arcing

through the corner right on the limit of lateral grip. Turn into a bend with some enthusiasm off-throttle and the rear end will, naturally, try to overtake the front, but it takes a series of deliberately clumsy inputs to provoke it.

Modern Volkswagen group cars are much safer at the limit, pushing into steady understeer rather than allowing the rear axle to chase the front. This Corrado predates that group-wide edict and it’s all the more engaging because of it.

This particular car is running fresh Dunlop SP Sport tyres, which serve up good grip without completely neutering the delicate handling balance. The very linear way the torque builds also means the front axle finds very strong traction, even on a damp road. In fact, it took everything the 2.9-litre engine could offer from second gear onwards.

From as little as 2000rpm, the VR6 starts to pull really well. With quite long gearing – second will see you beyond 60mph – straight-line performance is hardly earthshattering, but there’s enough torque to pull each gear with a certain muscularity. It revs cleanly and smoothly and at 4500rpm it fizzes with so much energy that you feel as though it’s about to smack into the rev-limiter. It gets going again through the final dash to the 6500rpm red line, at which point it revs with such an intensity that you’d swear the crank was spinning well beyond 8000rpm.

The gearshift has much of the tightly sprung, oilyslick action that drivers of more recent Volkswagens will recognise. It seems to pivot right beneath the visible part www.evo.co.uk

091

v w co r r a d o v r 6 sto r m

VW Corrado Vr6 Storm Engine Narrow-angle V6, 2861cc Power 190bhp @ 5800rpm Torque 180lb ft @ 4200rpm Transmission Five-speed manual, front-wheel drive Front suspension macPherson struts, coil springs, dampers, anti-roll bar Rear suspension torsion beam, trailing arms, coil springs, dampers, anti-roll bar Brakes Ventilated discs front, solid discs rear Wheels 6.5 x 15in front and rear Tyres 205/50 r15 front and rear Weight 1240kg Power-to-weight 156bhp/ton 0-62mph 6.7sec (claimed) Top speed 143mph (claimed) Price in 1995 £24,995 (£44,500 in today’s money) Values today £5000-8000 evo rating ;;;;2

of the lever, too, which gives it a much shorter and more direct throw than the contemporary mk3 Golf VR6, in which you had to enlist the help of rear seat passengers to select second and fourth gears.

The long gearing, the body movement in cornering and, well, the advancing age of the car all demand a fairly relaxed, unhurried driving style today. The VR6 is a car that would rather be stroked along than hustled like a modern hot hatch, but I can well believe that in period this was a car that could be thrashed like the best of them.

With an aftermarket Milltek exhaust, this particular car is chased up the road by a soulful six-cylinder howl.

What really counts, though, is that with every squirt of acceleration you’re reminded of the unusual slice of exotica that lies beneath the bonnet. It really is very characterful.

Sadly, the day of the narrow-angle V6 has long passed (although the Bentley W12 and Bugatti W16 engines employ a similar philosophy to this day). The four-cylinder turbo is far and away the configuration of choice in realworld performance cars these days because turbocharging as a technology has matured. Today’s engineers are just as motivated by efficiency as by raw power, too, which favours turbocharging even more. This industry-wide homogenisation of power units is eroding variety and individuality and the Corrado VR6 neatly demonstrates just what a pity that is.

Things were very different in the Corrado’s day. In the mid-90s, and even into the middle of the last decade, sports coupes and hot hatches were powered by a diverse range

092

www.evo.co.uk

of engines, from supercharged four-pots to 90-degree V6s, high-revving screamers and even rotaries. It was actually possible to arrange a sizeable group test several years ago without repeating an engine configuration once. The VR6’s unusual engine layout was therefore less notable back in the day than it is now.

But there was another feature of the Corrado that was perhaps even more noteworthy: the self-deploying rear spoiler. The neat aerofoil extends at 45mph and retracts at low speed, although there’s also a button next to the steering column so you can extend it to achieve the full peacock effect at will. Volkswagen claimed it cut lift at high speeds without impairing rearward visibility in town, but it was really just a bit of fun as much as it was a piece of functional apparatus. ‘My dad had a Corrado and I used to sit in the back watching the wing go up and down,’ says photographer Dean Smith, neatly expressing how exciting that spoiler was to a young mind two decades ago.

Corrados of all flavours are few and far between in the classifieds, with VR6s even harder to find. Storm models such as this one, meanwhile, were rarer in period and today owners tend to build up a waiting list of prospective buyers over time, which means spotting one for sale is even less likely. £5000 is the entry point to a VR6 today, rising to £8000 for the better examples. For a bona fide modern classic, that doesn’t seem at all unreasonable. For a car that drips with character, one that defies the modern-day fourcylinder turbo hegemony so brilliantly and that drives so sweetly, it actually seems like a bit of a steal. L

ON E SAL

!

NOW

Get your evo merchandise here! evo mugs, T-shirts, hoodies & stickers FROLMy ON

9 ÂŁ9.9

View the full range at

www.shotdeadinthehead.com/evo.html

Who is StĂŠphane Ratel?

by N ic k T Ro T T

Former intelligence officer, 917 owner and street racer (sort of) â&#x20AC;&#x201C; Ratel is now one of the most influential figures in modern GT racing. This is his story

094

www.evo.co.uk

st é p h a n e rat e l

Looking wistfuLLy at a modeL of Porsche’s iconic sportscar painted in Gulf colours, Stéphane Ratel says: ‘I should have kept many cars, including this 917.’ As an opening gambit for an interview with a magazine for car enthusiasts, this one ranks as ‘expert’.

He continues: ‘This was my car – the 917. I think I should have just kept a couple of cars and stayed on the beach. I’d have made more money.

I’m working 12 hours a day. It is the truth.’

We meet Ratel in the Kensington office of SRO Motorsports Group – the organisation that controls a number of top-flight endurance racing series around the world (see overleaf).

Ratel is an intriguing character. Considered a playboy in his youth, loved or hated, depending on who you speak to, he has bounced from intelligence work in the French army to working in the fashion industry to doing trackdays with 911 SCs and 2.7 RSs in the ’80s and on to trading grey imports in the US, running impromptu street races in France and doing business with Bernie Ecclestone. He’s survived it all, and today is the key figure in the type of racing that’s arguably closer to evo’s heart than any other: GT3.

Of his days trading cars in the States (remember that Bernie Ecclestone also started out as a car dealer, but we’ll come back to that), Ratel says: ‘In the late-’80s, European models were about 20 per cent cheaper than the official American models, so I started selling them to a network of wealthy friends. But when the market crashed I had the idea of doing the silly Cannonball…’

Legend has it that Ratel organised a Paris to St Tropez street race as part of an elaborate house-warming party, but good sense (and a fear of jail) led him towards the career that would define him: promoting GT endurance racing worldwide. ‘I was lucky,’ he says, and leaves it at that.

Whether Ratel’s friends and clientele at that time were indeed gentleman is open to interpretation, but transferring their love of driving GT road cars onto the racetracks would be Ratel’s eureka moment and the spark that ignited the GT3-racing explosion.

‘Racing was started as a gentlemen-drivers’ movement – with the Bentley Boys in the ’20s, the playboys of the ’50s, the Rodriguez brothers and drivers like this. Then progressively sponsorship kicked in the ’70s – financing racing, helping drivers and such. But by the ’90s it was clear that these sponsors wanted to race themselves – with our idea we wanted to put these people, the gentlemen drivers, the sponsors, back behind the wheel.’

Ratel’s idea was an ‘arrive and drive’ series for identical Venturi ‘Trophy’ race cars. It was 1992 and it was an immediate success.

‘We planned to make 24 cars and we sold 74.

The key was that the driver had nothing to do;

the factory would not only produce the cars but it would also maintain the cars. It would bring them all, in a big truck transporter.’

Ratel explains that the success of the ‘Venturi Gentlemen Drivers Trophy’ was partly down to the fact that drivers didn’t want to deal with a racing team, didn’t want unequal cars, and didn’t want to maintain the cars. ‘They just wanted to race.’

With that, Ratel reveals a remarkable nugget of information. ‘I organised the first race I went to; I had never been to a race before. I had no idea about racing – it wasn’t my world. My world was exotic cars, California, and selling them.

The first race I went to was the one I organised.’

Ratel was making an impression. In the Trophy’s debut year, the ACO, organisers of the Le Mans 24 Hours race, were impressed enough to ask if Ratel and Venturi would enter the ’93 event. They didn’t have a homologated car, or teams to run them, or drivers, but Ratel said yes anyway and presented the Venturi 500 LM at the beginning of 1993. Seven were sold at the car’s unveiling in St Moritz and all seven entered the 1993 race.

‘So I arrived, first time at Le Mans, first time in serious racing, being responsible for seven cars. The good thing was we had Christophe Dechavanne, who was the biggest star of French television at the time, and Jacques Laffite – the Formula 1 driver. That created a big boom.’

The boom created shock waves. Suddenly the sportscar world was interested in Venturi and in Ratel, but the owners of the new 500 LM wanted somewhere else to race the car. They told Ratel: ‘You made us buy these cars for Le Mans but now what do we do with them?’ The

Above left: the 550 GTS Maranello by Prodrive was not an official Ferrari, but was built thanks to Ratel’s BoP regs.

Left: Venturi’s road car, based on the racer used in Ratel’s ‘Gentlemen Drivers Trophy’, featured a 400bhp twin-turbo V6.

Right: Porsche’s Le Mans-winning 911 GT1

SRO Motorsports Group/Vision Sport Agency

www.evo.co.uk

095

s t é p h a n e r at e l

Above: the start of a typically packed Blancpain event at the Nürburgring.

Above left: Balance of Performance rules allow seemingly disparate cars such as the Nissan GT-R and Bentley Continental to race wheel-to-wheel

answer was the BPR Global GT series. It was created by Ratel, Jürgen Barth and Patrick Peter, and featured some of the most exciting road-based sports racers of all time, including Ferrari F40s, Porsche 911 GT2s, Jaguar XJ220s and eventually the dominant McLaren F1 GTR. However, manufacturers didn’t like getting beaten by Gordon Murray’s wondercar, so at great expense they built racing cars that were also limited-run homologated road cars. Cars such as the Porsche 911 GT1, Mercedes CLK GTR and Panoz Esperante GTR-1.

Indeed, with increasing manufacturer participation, the FIA took over the BPR series in 1997 and morphed it into the FIA GT Championship, with Ratel retaining the commercial rights. Now competing were some of the most spectacular racing cars in history, but they eroded Ratel’s belief that GT motorsport should be ‘gentlemen’ racing.

‘Porsche did it first with the GT1. Patrick Peter didn’t want the car, but Jürgen Barth was working for Porsche and couldn’t go against his company,’ he says.

With two partners in disagreement, the decision rested with Ratel. And a big decision it

096

www.evo.co.uk

was. ‘Being young and being in that company I said, “Okay, we will see what happens,” and we opened Pandora’s box.’

Ratel continues: ‘The McLaren became long and wide and then the Mercedes came and killed everyone. It was unbelievable, with star drivers – Webber, Zonta – and the whole thing went boom!’

The machines, drivers and racing were spectacular, but the costs were uncontrollable and the FIA banned GT1 cars in 1999. These exquisite homologation specials were replaced

by Chrysler Vipers, Lister Storms and Porsche’s now long-in-the-tooth 993 GT2. Ratel wanted more of the household names – more of the exotica – back in the championship.

‘We wanted Lamborghini, and we were close to securing a deal. But when the president of Audi came to visit, he said: “We didn’t buy Lamborghini to risk being beaten by a middle-

class American muscle car.” End of story.’

Undeterred, Ratel gave teams permission to build race cars when manufacturers wouldn’t, giving birth to cars such as the Reiter Engineering Lamborghini Diablo GT and the Prodrive Ferrari 550 GTS Maranello. These were turnkey racers that could be bought for around £500,000; cars closer in spirit to Ratel’s original vision of GT racing.

However, another storm was brewing. In 2004 the FIA liberalised GT racing in order to accommodate new entries from Saleen and Maserati. The Maserati in question was the MC12 – a Ferrari Enzo-based, carbonfibre, midengined V12 race car that looked, sounded and went like the cars banned by the FIA just a few years earlier.

Ratel takes up the story: ‘The Maserati put us in front of a terrible danger. I told the FIA, “Please, we were nearly dead in 1999.” I thought

the legendary diaBlO SuPertrOPhy

SRO Motorsports Group/Vision Sport Agency

they were going to kill the championship again. But the car was Maserati, Maserati was Ferrari, and Ferrari was…’ Ratel tails off before explaining that it was ‘politically difficult’ for the FIA to refuse a Maserati entry, but that Max Mosley – then boss of the FIA – had an idea that would define GT racing to this day.

‘Max said, “We’re not going to refuse it. We’re going to balance it.” He had looked at how they did it in the USA with NASCAR and said: “We’re going to cut its wing, we’re going to add weight, we’re going to balance it with the others.” Ratel recalls that it was very difficult to convince the teams of this ‘Balance of Performance’ concept because it was unheard of in Europe at the time.

‘For many, it was the antithesis of going racing,’ he explains, adding, ‘but the point was to always have older cars in the [performance] window.’ The 550 GTS Maranello did indeed triumph, in 2004 and 2005, but then Maserati returned to dominate until 2010.

Today, the FIA GT Championship has evolved into two series – the FIA World Endurance Championship and the Blancpain GT Series.

SRO runs and promotes the Blancpain championship – a series that features everything from mid-engined Ferraris and McLarens to front-engined Bentleys and Aston Martins. Lamborghinis, Porsches and BMWs also compete in the series, which is policed by, and rooted in, the Balance of Performance concept.

‘With the level of accuracy we have today with BoP, it becomes only the team and the driver with the difference. I can really say that all the cars are equal and that it’s now the team and the driver that make the difference,’ Ratel explains.

Ratel also believes that GT racing is now a shop window for driving talent – equal to or even better than single-seater racing. ‘GT manufacturers want the best drivers because they can make a difference. GT3 is the fastest way to become a professional driver today – the teams really need fast drivers.’

And with that, our time is up. Ratel is an intriguing character; divisive, perhaps, but undoubtedly, overwhelmingly in love with GT racing. His vision for GT racing has not always dovetailed with the teams, manufacturers or organising bodies, and he admits to mistakes, but he has for nearly 20 years been at the epicentre of a number of politically charged and complex championships. Perhaps it’s no surprise that he cites Bernie Ecclestone as his ‘ultimate hero’, and perhaps, just maybe, we’re looking at Bernie’s successor. L

‘GT3 is the fastest way to become a professional driver today – the teams really need fast drivers’

In the mid-’90s, Ratel somehow found time to run an extraordinary monomarque championship for identical Lamborghini Diablo SV-R race cars. Grids of up to 30 of these flame-spitting V12 monsters raced all over the world – we urge you to YouTube it.

current SrO-run SerieS Blancpain GT For GT3 cars. Endurance and sprint events including the epic Total 24 Hours of Spa. Also visits Brands Hatch, Silverstone, Monza, Nürburgring, Barcelona, Misano, Paul Ricard and Budapest.

BriTish GT championship For GT3 and GT4 cars. ProAm driver format, seven rounds (including a round at Spa), eight marques entered. This year has the highest number of entries. inTerconTinenTal GT challenGe A global GT3 series with rounds at Bathurst (12 hours), Spa (24 hours) and Sepang (12 hours). Manufacturers are encouraged to use local teams to represent them.

GT4 european series ProAm format. Six rounds – sprint and endurance. Cars include the BMW M3 GT4, Lotus Evora GT4 and KTM GT4.

Blancpain ulTracar sporTs cluB Non-competitive track time at selected Blancpain GT Series events for LaFerrari, McLaren P1, Porsche 918, Bugatti, Koenigsegg and Pagani owners (other hypercars welcome).

What iS BoP?

BoP (Balance of Performance) is a regulation that aims to create a level playing field for race cars of differing specification and layout, enabling them to race closely within a performance window.

The aim is to harmonise top speeds and lap times by adjusting and restricting certain areas such as ballast, ride height and turbo boost. Or, in other words, it’s how a racer based on two-ton road car (a Bentley Continental GT) can dice with a mid-engined Ferrari. www.evo.co.uk

097

by J E T H RO B OV I N G D O N P H O T O G R A P H Y by A S T O N PA R RO T T

If you thought Pagani had been left behind by the recent spate of hypercar arrivals, think again. The Modenese firm has been developing a new version of its Huayra that can square up to the very best of them. We drive the prototype

PAG A N I H UAY R A B C

www.evo.co.uk

099

paga n i h uay r a B C

it’s dark when we first see it.

Parked in the courtyard of Sicily’s beautiful Eremo della Giubiliana hotel, under hazy yellow lights no brighter than a single struck match in a dusty cellar. The detail is lost but there’s no hiding the grand gestures that define the Pagani Huayra BC: those vast centrelock wheels with impossibly slender spokes, the swept-back wing with shark-fin supports and the deep venturi at the rear, the huge, contoured front splitter, the dive planes and the intricate aero shapes that run the length of the body and pump up the Huayra’s stance.

And carbonfibre. Everywhere. For that wing, the splitter, the bonnet and the moveable aero devices that sit within it, the entire canopy and engine cover… It’s a spectacular sight and announces that Pagani is back, ready to show its own lightweight, artfully constructed hypercar with the attitude and track focus to answer the likes of the McLaren P1 and LaFerrari.

In reality Pagani hasn’t been away, but it feels like an age since we last drove a Huayra, and the glut of new hypercars has rather put the company in the shade. However, while the big boys grabbed all the headlines, Pagani has been busy producing cars, finishing a new

factory and developing new concepts. Car 94 of the planned 100 Huayra coupes is currently under construction, the Huayra roadster is near completion and has been homologated for worldwide sales (including crash tests for the US) and, of course, Pagani has been readying this, the Huayra BC. As ever with Pagani, it’s the meticulous attention to detail and the extraordinary materials of the BC that are key to its appeal, and they’re evident even here in this early prototype, which is only around ‘60 per cent finished’ according to Horacio Pagani and his engineering team. But before we start drooling over carbotitanium and the like, let’s cover the basics. First, the name. ‘BC’ refers to the very first Pagani customer, Benny Caiola, who went on to buy four Zondas in total to add to his collection of Ferraris, Lamborghinis, Maseratis and pretty much anything else you can imagine. He also became a great friend to Horacio and something of an inspiration. I think we would have liked Benny, who died in 2010 but regularly exercised his Ferrari FXX Evoluzione and other supercars right up until the end. It seems he liked pretty extreme

‘Each of the 20 customErs put down a 50 per cent dEposit on thE basis of nothing morE than a skEtch by horacio’

Top right: exposed carbon weave hints at the BC’s low-weight mission; it tips the scales at 132kg less than the standard Huayra.

Above: anodised gearshift mechanism is pure art

100

www.evo.co.uk

driving experiences and the Huayra that bears his initials should be a fitting tribute.

Pagani’s aim with the BC is to create a roadlegal but very much track-focused car inspired by the Zonda R and Cinque models. Key to this is reducing weight, increasing aerodynamic efficiency and downforce, and, of course, finding a bit of extra power. In the regular Huayra, the AMG-supplied 6-litre twin-turbo V12 produces 720bhp and 737lb ft of torque.

Today this prototype is running probably 760bhp, but in final trim Pagani is expecting around 800 PS (789bhp) with 811lb ft of torque. Big numbers, but in a world of P1s, LaFerraris and, shortly, the Bugatti Chiron, Pagani remains a little behind the hypercar curve in terms of raw power.

Don’t despair though, friends, for the BC has a secret weapon of the very best sort. It’s light.

Really light. Pagani claims a figure of 1218kg dry. That’s a 132kg saving over the standard Huayra. For comparison, McLaren quotes 1395kg dry for the P1, and although Ferrari

initially claimed 1255kg dry for the LaFerrari, owners have weighed their cars at 1500-1600kg with fluids, suggesting that dry claim may be optimistic. It’s the BC’s featherweight build that means it’s right on the pace in a straight line. It should pay dividends on track, too.

Our time with prototype two of five tomorrow will be limited and on narrow Sicilian roads, but it should provide a real flavour of what the BC might come to be. Beyond the prototypes just 20 BCs will be built, each priced at 2.35million euros plus local taxes. They’re all sold, destined for existing Pagani owners. In fact each customer put down a 50 per cent deposit on the basis of nothing more than a sketch by Horacio.

That’s some vote of confidence.

A ndr e A GA llet ti, He A d of r&d, has a laptop plugged into the BC the next time I see it, and the car is surrounded by people cleaning, polishingand generallymakinga fuss.

The rear clamshell is open and the V12 visible beneath the carbon intake system, cradled in

a delicate lattice of chrome-moly-vanadium steel. It sits way forward in the chassis and the seven-speed single-clutch automated manual gearbox is mounted transversely to further compress the masses within the wheelbase.

Mr Pagani gives us a detailed walk around the car and it’s clear this is much more than a Huayra with the boost turned up.

That seven-speed ’box is still built by Xtrac but it’s all-new and the BC also benefits from an electronically controlled limited-slip differential. The Brembo carbon-ceramic brake setup features new front calipers developed to apply more even pressure on their six pistons apiece. The front subframe is entirely new and revised to allow for greater airflow through the radiators and intercoolers, and the wishbones, wheel hubs and carriers are also revised, strengthened and lightened. There’s a faster steering rack, too, the spring rates have been revised, and there are new Öhlins dampers, although this car is running on revalved standard Huayra dampers rather than the www.evo.co.uk

101

102

www.evo.co.uk

pag a n i h uay r a B C four-way adjustable items that the production BC will feature. The front dampers are supported by electric motors that combat dive, keeping the BC as level as possible – key to ensuring consistent aerodynamic performance.

Pagani and Dallara worked closely on the aerodynamics of the car and though neither is mentioning any downforce figures today, both are extremely happy with the BC’s aero balance and predictability, even on rough surfaces. So although this prototype is a work in progress, Pagani is confident that we’ll like what we feel.

And hear. The titanium exhaust is much freer flowing and weighs just 2.9kg from the catalytic converters back. There’s also a beautiful blueypurple oxide creeping over its every curve.

My first experience of the BC is from the passenger seat with new Pagani test driver Andrea Palma, racer and former development driver for Lamborghini’s racing arm and Maserati. It’s a stretch up to the gullwing door but it feels featherlight and clicks down into place with a light zing.

The interior of the Huayra is ornate to say the least, but the BC’s black Alcantara, raw carbonfibre and red highlights tone it down to create a much more minimalist, focused environment. It’s pretty tight in here and my legs are cramped even with the beautifully sculptural seat pushed right back. The V12 is a good distraction, though. The noise is big, bassy and overlaid with all sorts of Darth Vader sound effects. It’s not musical, but the noise has substance, and just the right edge of intimidation.

It’s a step up from the slightly nondescript ‘base’ Huayra, which requires you to crank the windows down to hear the turbo-rush.

Despite the stripped-back vibe of the interior and the industrial noise, the BC has a polish to its ride – a fluency that’s familiar from every Pagani I’ve ever experienced. The car feels long, wide and stable even from the passenger seat, and when Palma weaves from side to side to demonstrate the more direct steering and greater front-end response, there’s an almost violent reaction.

Violent but controlled, the BC exhibiting little body roll and snapping left then right with utter composure. On the short drive to our photography location, Palma switches from Comfort to Sport mode (you do this by pressing the ESC button on the steering wheel) and the gearshift feels faster and smoother than I remember, if still lacking the intensity of a 430 Scuderia ’box or the precision of a dual-clutch. The latest Bosch stability control system feels superb in the more relaxed setting, allowing the engine to get the wheels spinning but then perfectly metering the torque to give you a sense of this car’s monstrous performance without just smoking up those massive 21-inch rear Pirelli P Zero Corsas.

Palma is clearly proud of the BC and protective, too. ‘This is my baby, so be careful,’ he says when I’m handed the huge Huayra-shaped key.

It’s always a special moment when you sit www.evo.co.uk

103

silently in a Pagani and know that soon you’ll be in control of this extraordinary device. The beautiful materials, the crazy teardrop mirrors held aloft on arcing slivers of carbonfibre and filled with those hungry intakes and, this is new, the end plates of the new fixed wing. Dead ahead you can see the slatted wheelarches, the tops of the moveable aero on the bonnet, the silver-faced dials with a speedo reading to 415kph (that’s just shy of 260mph) and, if you glance up, a red anodised toggle switch marked ‘Launch’ mounted on the carbon canopy. The whole environment is outrageous.

Palma’s words ringing in my ears, I decide to start slowly. Within a few moments I learn that the steering is heavier than you might expect of a 1218kg car but that it’s laced with sweetly detailed feedback. The gearbox is relatively quick and decisive but it remains a frustration at low speeds and makes this amazingly sophisticated car feel, at times, slightly clunky.

Forget automatic mode, don’t spend too long in Comfort and instead select Sport. Now upshifts are more measured and the downshift blip is aggressive, precise. Sport also brings a throttle map that’s maybe a shade too responsive, but

104

www.evo.co.uk

it still feels like the BC’s natural setting and the immediacy of the engine is matched by a chassis that’s ultra-responsive but still very intuitive. Confidence builds very quickly in this near-800bhp, rear-driven carbonfibre arrow.

The torque is extraordinary. Select sixth gear with little more than 1500rpm on the dial and the BC still responds with real muscle. There’s much more to come, though, and the delivery turns into a torrent at around 3000rpm, the rear tyres just about coping and then flaring into little spikes of wheelspin as the force grows in intensity through 4000 and 5000rpm. Peak power arrives at 6200rpm, but if there is a disappointment it’s that the delivery seems to flatten off slightly at the top end. Maybe it’s just the sheer volume of performance in the mid-range that leads you to expect a frenzied rush to the limiter, but instead the V12 just maintains its push rather than finding even more savagery. That deep industrial noise also lacks a clean, howling finale, meaning it’s tricky to know exactly where you are in the rev range.

I think there needs to be a sequence of shift lights to help you engage with the engine. Little tweaks that are probably on the way already.

The fundamentals are pretty much nailed, though. The brakes are gorgeous. The pedal requires a bit of muscle but the reward is fantastically gritty feedback. It’s almost as if they’re unassisted, such is the information that streams back through the pedal. More impressive still is that the car feels so malleable in terms of its balance. That’s not an easy thing to achieve with so much mechanical grip, and it speaks volumes about the confidence the BC breeds. Stability under braking is superb and you can really feel that the car doesn’t dive onto its front tyres. Because it stays so flat, Pagani can dial the brake bias further back than would normally be possible and, similar to the sensation provided by a McLaren airbrake, you can feel that all four contact patches are working to decelerate the car. It also means the turn-in phase feels effortless as the car is always perfectly poised and ready to change direction.

Surprisingly, the BC will push into understeer even at relatively sane road speeds, but this is a conscious decision by Pagani to ensure that the car is safe in its base setting (customers can ask for a pointier setup). Of course, with all that torque, any understeer that you might

pag a n i h uay r a B C

Left: production cars will get four-way adjustable dampers. Below left: titanium exhaust weighs just 2.9kg from the cats back. Below: luxury meets lightweight

â&#x20AC;&#x2DC;delivery turns into a torrent at around 3000rpm, the rear tyres just about coping then flaring into little spikes of wheelspinâ&#x20AC;&#x2122; www.evo.co.uk

105

PAGA N I H UAY R A B C experience is easily quashed, and once again the Sport setting for the traction control is a real help here. Get on the power nice and early and the BC quickly regains front-end grip as the rear tyres are loaded up with torque. Keep squeezing the throttle and the tail just pushes wide. It all sounds a bit high-risk in a multi-million-pound supercar, but in fact the BC loves to adopt a small, efficient yaw angle, exiting corners with its rear wheels over-speeding and being lightly massaged by the traction control. Turn off the electronics and you realise what a good job they’re doing. The strong traction remains but 811lb ft always wins the battle on these slippery Sicilian lanes.

I’ve been expecting it for ten minutes but when Pagani’s PR manager Luca Venturi calls, I’m still disappointed. Our time is up and I’m only just getting to know the BC. I love the accessibility of its chassis and the sheer drama of being in or around it. I love the little dance of its aerodynamic bonnet blades as you whumphf along the road, and the sensation of the rear tyres struggling to contain all that torque. It feels focused and yet remarkably friendly. With the trick new Zonda R-style Öhlins dampers, progressive

106

www.evo.co.uk

PAGANI HUAYRA BC Engine V12, 5980cc, twin-turbo Power c789bhp @ 6200rpm Torque 811lb ft @ 4000rpm Transmission Seven-speed automated manual, rear-wheel drive, LSD Front suspension Double wishbones, coil springs, adjustable dampers, anti-roll bar Rear suspension Double wishbones, coil springs, adjustable dampers, anti-roll bar Brakes Ventilated carbon-ceramic discs, 380mm front and rear, ABS Wheels 20in front, 21in rear (19in front, 20in rear for track use) Tyres Pirelli P Zero Corsa (P Zero Trofeo R for track use) Weight (dry) 1218kg Power-to-weight (dry) c658bhp/ton 0-62mph 3.0sec (estimated) Top speed 224mph+ (estimated) Basic price c£2.2million On sale Sold out

evo rating: ;;;;4

spring rates and even more power, I’m sure it’ll be an intensely exciting experience.

For me the Huayra BC needs a more tactile solution for switching between its different driving modes (something like Ferrari’s manettino rather than a little ESC button) and – most important of all – a sharper, fiery topend rush. The Zonda set the bar so high with that amazingly sonic 7.3-litre V12 that I can’t imagine the 6-litre twin-turbocharged engine will ever feel as special, but I hope they can add a flash of energy for when you want to wring it out fully. I can’t wait to try the fully finished car, and perhaps on track to get a feel for the Dallarahoned aerodynamics. However, my excitement is tweaked still further by an off-the-cuff remark

by Horacio before we leave. He tells us that the number-one demand from customers the world over is… a manual gearbox. And it’s coming.

Maybe not for the BC, but Pagani is working to develop an all-new H-pattern ’box. ‘All the bigger manufacturers I talk to are facing the same requests,’ he says. How fitting that this Renaissance man should be leading a return to the fully immersive driving experience. L

EXCITEMENT COMES AS STANDARD EXIGE SPORT 350 The new Lotus Exige Sport 350 is the pinnacle of driving for motoring aficionados looking for high performance, agility, dynamic handling and an exhilarating driving experience, built in the true traditions of a Lotus: lightweight, focused and fast.

All Exige models include a 3 year unlimited mileage warranty and come with class-leading residual values. With a new attractive finance offer with no monthly payments in the first two years you can focus on pure driving enjoyment.

We now have an enhanced dealer network around the UK with 16 dealers waiting to arrange your most exciting test drive yet.

TO bOOk yOuR TEST DRIvE CAll uS ON: 0800 123 45678 OR fIND yOuR ClOSEST DEAlER AT lOTuSCARS.COM/DEAlERS Every Authorised Lotus Dealer is a Credit Broker not a Lender

REPRESENTATIvE EXAMPlE lEASE PuRChASE 50/50 - 0% APR - lOTuS EXIGE SPORT 350 * Cash Price Deposit Amount of Credit Purchase Fee (included in final payment) Acceptance Fee 23 Monthly Payments Final Payment Total Amount Payable Duration of Agreement Representative APR Fixed rate of interest (P.A) Based on annual mileage

£56,850.00 £28,425.00 £28,425.00 £0.00 £0.00 £0.00 £28,425.00 £56,850.00 24 months 0% APR 0% 6,000

Watch the Exige Sport 350 in action lotuscars.com/exige-sport-350

FUEL CONSUMPTION** Lotus Exige Sport 350 (mpg [l/100 km]) Urban 20.8 (13.6), Extra Urban 38.7 (7.3), Combined 29.1 (9.7),CO2 emissions 225 g/km. * IMPORTANT INFORMATION On the road price includes VAT, delivery, number plates, 12 months road fund licence and first registration fee. 0.0% APR representative on Lotus Lease Purchase. Maximum 24 month term. Offer available on registrations of Lotus Exige Sport 350 between 1st January 2016 to 31st March 2016, subject to availability. The offer above is available from participating Authorised Lotus Dealers only. Terms and Conditions apply. Finance is available to UK residents aged 18 years or over, subject to status. Excludes motability and fleet sales. Available at participating dealers only. Every Authorised Lotus Dealer is a Credit Broker not a Lender. Offers may be varied or withdrawn at any time. Prices correct at time of going to press. Not available in conjunction with any other offers. Offer is only available through Lotus Finance provided by Black Horse Limited, St William House, Tresillian Terrace, Cardiff, CF10 5BH. **Performance results may vary depending upon the specification of the particular vehicle, environmental conditions, driving style and other factors. MPG figures are obtained from laboratory testing and intended for comparisons between vehicles and may not reflect real driving results. Published MPG figures and performance results are intended for comparisons between vehicles only. Verification of performance results should not be attempted on public roads. Lotus recommends that all local speed and safety laws must be obeyed and safety belts worn at all times.

rising son As Lotus dusts itself off after a farcical period in its history, its focus has returned to doing what it does best: creating great sports cars. The latest is the ÂŁ82,500, 410bhp 3-Eleven

by R IC H A R D M E A D E N PHOTOGR A PH Y by DE A N SMIT H

lot u s 3 - e l ev e n

www.evo.co.uk

109

lot u s 3 - e l e v e n

T 110

www.evo.co.uk

There are some obvious downsides to holding the exclusive first test of your quickest and most powerful car – a car that just so happens to be roofless, doorless and windscreenless – in Norfolk in early February.

Things such as sleet and chilblains, to name but two. But if said first drive happens to be the Lotus 3-Eleven and the venue is Hethel, then the upsides easily win out.

For starters you get to meet the boss for a meaningful chat. You also get to chew the fat with the engineers and check-in with people you’ve known half your life. Better still, you get to hang out in the Hethel test track’s clubhouse – a converted World War II control tower – where legends such as Mario Andretti, Nigel Mansell and Ayrton Senna kicked their heels between F1 shakedowns. Most importantly, you get to thrash the wheels off the car you’ve come to drive. All day. On prime and option tyres. For lap after lap and tank after tank of fuel. And then, just before the sun sets, you get a quick go on the road, too. In first drives as in life, the simple things matter most.

It’s been nearly two years since I last visited Hethel. I’m pleased – and relieved – to report that the more things change, the more they stay the same. The conceived-to-seduce-investors

business plan that promised the world but succeeded only in robbing the company of its dignity is long gone, flushed round history’s U-bend, where it belongs. In the disquieting period of stasis that followed, the Malaysian parent company took stock, stemmed the flow of cash and, crucially, kept the lights on. Since then a new boss, Jean-Marc Gales, has been appointed. Since his arrival the ship has been steadied, an interim plan implemented and a rapid succession of revised Elise, Exige and Evora models introduced. New dealerships are being opened, cars are being built, cars are being sold and crucially cash is now flowing in rather than out. The patient is off life-support and breathing on its own.

The 3-Eleven is the latest and boldest product of the brave new Gales era. It’s an easy win in product terms, but there’s no shame in the smart use of available hardware blended with the innate engineering talent and inexhaustible passion that remains indigenous to Potash Lane.

The result is an incendiary machine born for the track but ready for the road. Limited to just 311 units (you can guess why), it’s not The One so far as Lotus’s long-term future is concerned, but with the order book already half full – equating to a year of the proposed two-year build cycle

– it has clearly hit the spot. That those who have put their name down for the £82,500 road car or £116,500 race version include past, present and conquest customers suggests the 3-Eleven’s appeal is universal.

That’s hardly surprising when you glance down the spec sheet. In both road and race trim, the bald figures are stonking. The road car boasts 410bhp, 302lb ft, a 0-60mph time of 3.3sec and a top speed of 174mph. The race car adds 50bhp and 85lb ft to the supercharged 3.5-litre V6’s outputs and drops 35kg in weight (from 925kg to 890kg) to pump the power-toweight ratio from 450bhp per ton to 525. This, combined with a swap from the road car’s sixspeed H-pattern manual to a six-speed Xtrac pneumatic paddleshift transmission, helps it romp to 60mph in 2.9sec, 100mph in 6.0sec and on to a top speed of 180mph. It’s also expected to achieve a hypercar-chasing subseven-minute lap of the Nürburgring. Gulp.

Built around a bespoke version of Lotus’s familiar bonded aluminium tub and using the best bits from the Evora 400 (namely its reworked motor and some of its structural underpinnings) and other performanceenhancing hardware from the Exige Cup and Cup R, the 3-Eleven is the Optimus Prime of

Above: carbonfibre body is 40 per cent lighter than it would be in glassfibre and weighs just 40kg.

Left: cockpit is simplicity personified; TFT display has road and track modes; steering wheel is a quick-release item to aid access to driver’s seat

the Lotus range. And yes, before you say it, the origins of that tub are positively Neolithic, but there’s still nothing to touch it for lightness, rigidity, adaptability and cost-effectiveness.

Bluntly, if it ain’t broke, don’t fix it.

Dressed in a carbonfibre ‘step-in’ body that generates meaningful downforce in road and race trim, it really does look the business.

We’re driving the road-spec car today, but to be honest it looks like you could slap some numbers on the flanks and go win some silverware. To get in, you swing your legs up and over the side, step on the seat and lower yourself into position. The steering wheel is detachable, so this is all easier than it sounds.

Once you’ve made yourself comfortable and clipped yourself into the four-point harness, you feel like the final component of the car.

Twist the key, wait for the bright and superclear TFT display panel to illuminate, then press the starter button and the 3-Eleven bursts into life, V6 firing with a fruity bark.

Unsurprisingly the view ahead is panoramic, but rearward visibility is restricted to the two oblong side mirrors. Not that you’ll need to worry too much about what’s behind you.

The steering is unassisted, but unlike the Exige V6’s, which has real physicality, thanks www.evo.co.uk

111

LOT U S 3 - E L EV E N

Above: exposed linkage first seen on the new Exige Sport 350 (Driven, evo 218) has a shortened throw.

Left: supercharged V6 produces 65bhp more than in the Sport 350

‘Because the controls are so simple, you don’t really have to think about driving the 3-Eleven’

to geometry changes and a repositioned rack the 3-Eleven’s steering is free and light. The clutch is soft and progressive, the gearshift – complete with its lighter and infinitely cooler exposed linkage – is less stringy and has a slightly shorter throw. Considering this Lotus looks like a race car, the mild manners and easy control weights come as a welcome surprise.

As is the norm for Norfolk in mid-winter, it’s perishingly cold. Overnight rain has left the test track treacherously slippery, glistening tarmac dappled with dry patches for added mid-corner uncertainty. We take the decision to run on the road car’s standard Michelin Pilot Super Sport tyres with the hope of swapping to the optional Michelin Pilot Cup 2s in the afternoon, weather permitting. The conditions are about as unforgiving as possible, but the adjustable traction control offers something trustworthy to lean on for the first few sighting laps.

First impressions are hugely encouraging.

The 3-Eleven is a real event to be in, its bare cockpit somehow emphasising the purity of the experience to come. Because the controls are so straightforward, you don’t really have

to think about driving it. Everything operates and responds intuitively, so in basic terms the most powerful Lotus ever is no trickier or more intimidating to drive than a regular Elise.

As you begin to find your feet, your pace naturally increases and the 3-Eleven finds a smooth flow. Given this development car probably knows its own way round here, that’s to be expected, but it’s easy to forget just how potent a car you’re driving, for it always feels on your side. Thanks to increased camber, caster and toe-in settings, the steering is quick, but not overly so, and the balance neutral. Even in these conditions the limit of mechanical grip is reached and exceeded progressively and communicated with clarity. With the traction control relaxed to around halfway, it lets the car slide enough to require positive steering correction – the 3-Eleven will drive out of corners with useful wheelspin – yet it’ll provide a guiding hand if you’re really ham-fisted.

After a short break to refuel ourselves and the car, the track has dried enough to try the stickier Cup 2s. It takes a handful of laps to get some meaningful heat into the rubber, but having

gained valuable experience on the Pilot Super Sports I’m happy to wind the traction control right back and really try to extend the 3-Eleven.

Like all great cars, it seems to have limitless dynamic elasticity. The more you push it, the more it stretches, digging deeper for grip and traction, working the air harder for downforce and in turn urging you to raise your game.

The engine sounds and feels fabulous: a brittle V6 howl is overlaid with pops and bangs on downshifts, while the throttle response is sharp but not abrupt. The car really does fly, too, though the experience is so immersive you find yourself focusing on the shift lights and the track ahead. Which is probably just as well, given that a glance at the display reveals we’re pulling 145mph into the braking area for the chicane and, apparently, rarely below 100mph at any point between the corners.

The Cup 2s are a big improvement. There’s more tangible front-end grip to lean on, so you can load the car up more on turn-in, which then makes the whole balance of the car more responsive to throttle inputs and also to braking.

Trail-braking does a neat job of loosening the

tail – not enough to make the car feel edgy, but enough to rotate it rapidly so you can pick the throttle up early and power out of the corner with a sweet quarter-turn of opposite lock.

Fast direction changes highlight the 3-Eleven’s blend of agility and stability, very mild settling understeer switching to a helpful slip of oversteer if you momentarily blend out of the throttle at the transition point between the curves. Into Windsock – the ballsiest of Hethel’s corners – you want absolute confidence in both ends of the car. The 3-Eleven feels beautifully planted, just picking up the faintest nudge of steadying understeer as you try to carry as much speed as possible onto the straight.

The brakes are equally inspiring. Supplied

by AP Racing, the grooved and vented 332mm discs are gripped by four-piston calipers. They have ABS, so you’ve got an ultimate level of reassurance, but unless you hit an especially slippery patch of track, you never sense any interruption in the hard slam of stopping power whenever you hit the pedal. You really can brake ridiculously late. So late, in fact, that I have to block-shift from fifth to second into the www.evo.co.uk

113

LOT U S 3 - E L EV E N chicane as I don’t have time to blip-blip through fourth and third. By the end of the day, all the braking areas are smeared with perfect Cup 2 imprints – evidence of just how close the brakes can work to the point of lock-up.

With the sun and temperature dropping, there’s just time to head out for a quick blast on some of the local roads. It always feels slightly naughty driving track-bred cars on the public highway, especially if you’re wearing a helmet.

The strange thing is that the 3-Eleven feels completely at home. There’s suppleness to the ride – courtesy of optional Öhlins TLX twoway adjustable dampers, though the standard one-way adjustable Öhlins DFVs should offer similar pliancy – and the steering resists being pushed and pulled by cambers and white lines.

It’s uncannily civilised. You really have to watch your speed, though, for even when consciously taking it easy the 3-Eleven can carry arcadegame pace on country roads.

It takes a certain mindset to commit to a journey in a car with no roof or windows, but so long as I had a decent coat, a helmet, gloves and some earphones for music or earplugs for quiet, I’d have no concerns about driving a 3-Eleven to

and from a trackday, whether it happened to be at Snetterton or Spa. And you know there’d be little to touch it when you started lapping. It’s a pity our Track Car of the Year shoot (see page 116) took place before the 3-Eleven was ready for us to drive. Still, there’s always next year…

Amidst all the ups and downs of the last few years, it’s easy to forget that, throughout it all, Lotus has continued to build fine drivers’ cars.

Yes, it’s frustrating that the company is having to trade its way out of trouble rather than having a revitalising injection of capital to fast-track through what will otherwise be several years of slow progress. Then again, after all the chaos, perhaps a measured period of organic growth is the cathartic process Lotus needs, enabling it to refocus on those core qualities that have always made the brand unique.

The 3-Eleven isn’t a surprising car. Neither is it groundbreaking. It certainly isn’t the all-new Elise replacement we’d love to see. But it is a fantastically exciting car and a very good Lotus.

If it helps Jean-Marc Gales in his quest to build a sound business then that all-new-generation car will come. If you love Lotus, the 3-Eleven is cause to keep the faith. L

Family tree

340R

Built and sold in 2000, this wild-looking millennial moonbuggy remains the most outthere iteration of the Elise there has ever been. With the snorty, 190bhp VHPD (Very High Performance Derivative) Rover K-series motor and a close-ratio gearbox, and weighing just 658kg, 0-60mph took 4.5sec and 0-100mph 12.5sec. Those figures may not look that quick in 2016, but they felt pretty special back then. The 340R traded a little of the Elise’s tactility for grip and immediacy, but the overall driving experience was uniquely bonkers. Always a rare sight when new, most have now disappeared through hedges or into private collections.

2-Eleven

LOTUS 3-ELEVEN (ROAD VERSION) Engine V6, 3456cc, supercharger Power 410bhp @ 7000rpm Torque 302lb ft @ 3000rpm Transmission Six-speed manual, rear-wheel drive, limited-slip differential Front suspension Double wishbones, coil springs, adjustable dampers, anti-roll bar Rear suspension Double wishbones, coil springs, adjustable dampers, anti-roll bar Brakes Ventilated and grooved discs, 332mm front and rear, ABS Wheels 18in front, 19in rear Tyres 225/40 ZR18 front, 275/35 ZR19 rear Weight (dry) 925kg Power-to-weight (dry) 450bhp/ton 0-60mph 3.3sec (claimed) Top speed 174mph (claimed) Basic price £82,500

evo rating: 114

www.evo.co.uk

Immediate predecessor to the 3-Eleven, the 2-Eleven (2007-11) was a more conventional machine than the 340R, but steadier looks concealed quicker wits and sweeter handling. A match for the 340R in naturally aspirated spec (189bhp), supercharged and GT4 models (252 and 266bhp respectively) were infinitely quicker and more intense.

Toyota power was less characterful but more robust than the Rover K-series, while adjustable traction control brought a useful and subtle safety net without getting in the way. Less of a handful than the equivalent Ariel Atom and less of a hooligan than the equivalent Seven, the 2-Eleven was super-quick without being scary. It made a much better road car than you might imagine, too.

116

www.evo.co.uk

TRAC K CAR OF THE YEAR

by J E T H RO B OV I N G D O N and R IC H A R D M E A D E N P H O T O G R A P H Y by A S T O N PA R RO T T

From the bonkers Ariel Nomad to the awesome Glickenhaus SCG003, we bring together the world’s wildest drives to answer one question: what’s the most fun you can have on track?

Welcome to evo Track Car of the Year

in association with

L

Right: sunrise, and the sensational SCG003 arrives at Blyton. Below: first on track is the wild and rather wonderful Ariel Nomad Supercharged

IKE ALL GOOD THINGS, TCoty has evolved over the years.

From humble beginnings, when we’d test a bunch of road-legal cars with varying degrees of on-track capability, it has morphed into something very different. Now resembling an eccentric orgy of increasingly extreme and diverse machinery, it’s as much a snapshot of money-no-object trackday aspiration as a guide to road cars you can enjoy on track.

We’re proud to say this is our maddest gathering yet. Bookended by the glorious Glickenhaus SCG003 racer/supercar and the SEAT Leon Cupra Sub-8, with everything from a 1200bhp tuned Nissan GT-R to an Ariel Nomad buggy (plus many more) squeezed in between, it’s a group test like no other.

As in previous years, our venue is the excellent Blyton Park Driving Centre and your testers are Jethro Bovingdon and Richard Meaden – both experienced racers and trackday regulars. The cornerstones of our test criteria are enjoyment and lap times, with a pinch of value for money, fitness for purpose and good old-fashioned gut feel thrown in for good measure. Despite there being a Cayman GT4 among the contenders, there are no foregone conclusions here. So, without further ado, sit down, strap yourself in, and let battle commence.

The circuit: Blyton Park

The Ump

Lancaster

Bishops

Jochen Ushers

Twickers Port Froid Bunga-Bunga

118

www.evo.co.uk

Ariel Nomad IF TCOTY WERE a test of which car filled you with the most childish glee, the Ariel Nomad would win hands-downbefore anyengines were started. It may well be toy-like in appearance and appeal – and purchased by big boys for toy-like amusement – but that trivialises Ariel’s achievement in evolving the near-iconic Atom in a new and wholly unexpected direction.

Like the Atom, the Nomad is perfectly executed, displaying bold, free-thinking design, no-compromise quality and innate confidence in the concept. Launched with a 2.4-litre, naturally aspirated, high-torque motor, the Nomad is now available with a supercharged engine, too. We’ve got an example of both: the n/a version to have a play on Blyton’s rallycross circuit, and the supercharged version to try on track. Either car could tackle both disciplines, but Ariel wanted to save the brand new s/c car from getting plastered in crud.

EVO T RAC K C A R O F T H E Y EA R

‘We couldn’t conduct TCoty without including the most talkedabout trackbiased Porsche in recent memory’

If you’ve driven an Atom, the Nomad initially feels and sounds very similar. Same simultaneous sense of liberating exposure and reassuring enclosure, same whining, waspish Honda motor, same light-switch gearbox, same accelerative mentalism. It’s when you hit the brakes and turn the steering wheel that your reference points go out of kilter.

Whether you’re on gravel or tarmac, there’s tons of dive, roll and squat as the hugely compliant Öhlins dampers soak up longitudinal and lateral loads. On the track it takes some getting used to – imagine Usain Bolt sprinting in a pair of wellies – but so long as you make early, generous inputs you soon build a rapport with the Nomad’s dynamics. Its lap time is 1:07.30.

On the gravel it’s far easier to find a flow. You just do your best to keep everything sliding, holding long, lurid drifts with big prods of throttle, then using the wide rev-range to ride things out. It feels in its element on the loose, and it really loves to fly, launching true and landing sweetly unless you take huge liberties.

Just be sure to wear a full-face helmet, if only to mask your pre-emptive grimaces immediately prior to touch-down.

There’s unquestionable novelty and delight in the Nomad experience, but there’s also the nagging question of exactly what you’d do with it. Unsurprisingly, an Atom is much better as a track car, and, brilliant though the Nomad is on gravel, opportunities to enjoy loose surfaces are rare. That this does nothing to diminish the Nomad’s desirability suggests Ariel knows us better than we know ourselves. RM

Porsche Cayman GT4 I KNOW. Not another eulogy to the bloody Cayman GT4. Well, sorry to bang that drum yet again, but we couldn’t conduct TCoty without including the most talked-about track-biased Porsche in recent memory. Besides, the fact we elected not to bring the 991 GT3 RS proves we’re not completely shameless Stuttgart fanboys.

in association with

Left: Alfaholics can build a GTA-R for £120k, but one to this spec costs an eye-watering £198k. Engine (below) is 222bhp 2-litre twincam. Right: Mini is one-make racer with a scorching 275bhp

If the Cayman had a problem in the past, it was the knowledge it was being held back. Even the Cayman R never quite felt sharp enough to really cut it on track. That’s changed with the GT4. Short of slotting the GT3 motor amidships (a long way from being as easy as it sounds) the Motorsport Department has thrown the kitchen sink at it. At last the Cayman has been given its chance to shine.

This uncompromising focus shows in everything the car does on track. You sense its intensified attitude from the moment you start the engine or turn the steering wheel. There’s plenty of grip, but there’s also fluidity, so you feel the car working beneath you. Lean on it and there’s real bite and a greater urgency to its responses. It feels very reminiscent of a GT3, which is no surprise given the carry-over front end, but you can sense there’s less of an edge when you push to the limit.

The engine doesn’t quite have the snap and searing top-end of a true Motorsport engine, but that doesn’t mean it lacks response, revs or performance. The manual gearbox is an absolute joy, immediately connecting you to the car and the process of driving it. The autoblip downshifts are perfect, though there’s even more satisfaction from doing it yourself.

When you do you’ll find the pedals well-placed for heel-and-toe, and the brakes themselves feel strong but progressive and with plenty of stamina for longer stints.

The GT4 is a generous car. The more you ask from it, the more it delivers. Stay neat and it delivers a brilliantly precise and consistent lap.

120

www.evo.co.uk

‘The Alfa has fabulous balance and throttleadjustability, but you need to know how to access it’

EVO T RAC K C A R O F T H E Y EA R Provoke it and it’ll play to your heart’s content.

Aim for somewhere between the two and you can balance it just over the limit through fast and slow corners alike. In short, it feels at home on track in a way no Cayman and few 911s ever have. It doesn’t have the outright pace of some of the other cars here, but it’s one of the most enjoyable. That it’s also a magnificent road car only serves to underline the brilliance of the package. It sets a 1:03.80 lap. RM

Alfaholics GTA-R 270 IT’S VERY HARD to remain objective about a car as special as this. Beautiful, precious, classy and truly charismatic, it glows with classic charm yet packs the punch of a contemporary car. Yes, the £198,000 price-tag is breathtaking, but, much like a Singer 911, this car looks and feels like value.

Beyond its beauty and exquisite quality, what shines from this car is energy. It starts with a snort, and each prod of throttle elicits a fabulous bark from the twin-spark Alfa engine.

Alfaholics prepares some of the fastest Alfa

GTAs in historic racing, and, while this car is a long way from Appendix K period spec, it’s been built, honed and set up by people who understand motorsport.

Unlike modern machinery, you have to get yourself dialled in to the Alfa. It has fabulous balance and throttle adjustability, but you need to know how to access it. Simply throw it at a corner and the front end will push wide, but learn to agitate it on corner entry and it’ll dance from turn-in through apex to exit, its rear end and your right foot exerting more influence over your trajectory than your hands on the steering wheel.

The engine loves revs, but it has some guts at lower revs, too. Not that you’ll want to rely on torque when chasing the top end is so exciting.

What you learn very quickly is that while the GTA-R is a friendly and accessible car to drive, it requires commitment and ability to extract the very best from it. Not because it’s edgy, but because you need to be comfortable with slip angle and calm enough to let the car move beneath you, sensitive enough to modulate the brakes just at the point of lock-up, attentive enough to keep the engine on the boil, and

positive enough to slot the long gearlever accurately through the long-throw gate.

This is a drivers’ car in the truest sense of the term. An antidote to paddleshift, DSC, ABS and flattering, plateau-like torque-curves. TCoty rules require us to fit a VBOX and see how quick the little Alfa can go, but once you get behind the Momo Prototipo wheel you really couldn’t care less about lap times (OK, it’s 1:09.75). If you love the process of driving and the feeling of a car working happily at and over its accessible limits, this car is bliss, though ironically – at least in the context of TCoty – you don’t actually need a track to enjoy it to the full. RM

Mini Challenge JCW THE FIRST TIME we tried this Mini one-make racer, it was a tricky, recalcitrant thing to drive quickly, but a debut season of development has transformed it. It still bristles with the attitude of a BTCC car, but it’s a much more approachable and transparent machine to get to know. As ever with serious front-drive racers, tyre temperature is key, especially at the rear,

in association with

‘Thanks to its Nordschleife lap record, the SEAT has some of the strongest credentials here’ so your first few laps need to be mindful of that, but committed enough to work some heat into all four corners. Do that and you’ll soon relish the rough-and-tumble of chucking this grippy, angry, agile hatchback through Blyton’s tighter turns and attempting to dance it through the direction changes with some helpful slip from the rear. The engine doesn’t quite have the revrange you’d like, so it’s easy to clip the limiter, but it’s the mid-range torque that’ll punch you out of the corners, so you’re better focusing on carrying corner speed and getting a good clean run onto the straights.

Perhaps unsurprisingly, this car isn’t about pulling big speeds, so if that’s your thing the Mini isn’t for you. However, it does compress a sizeable buzz into the phase between you hitting the brakes and finding your corner exit. The pedals are perfectly set for left-foot braking, so it’s worth learning how to do it, as it really does help get the car turned-in and also aids you when you want to trim some speed or help the balance mid-corner. You know you’ve got it right when you have that leaning-too-farback-on-your-chair feeling from the moment

122

www.evo.co.uk

Above: Leon Cupra Sub8 looks like a hire car in this company, but its ability is never in doubt. Right: SCG003’s lap time hampered by rain

you turn in to the moment you’ve got it pointing straight. Get it hopping around a little too and you’ve absolutely nailed it!

Its lap time here is 1:04.25. It’s fun, but really only if you like the process of refining your technique to get the best from the car and chip away at your lap times (which, of course, is not something for trackdays). Where these cars become more trackday-relevant is when they retire from front-line racing, at which point you can pick them up for far less money and share them with a mate. And, as they have all the safety equipment fitted, you could do the odd sprint or hill-climb. Who knows, you might even try a bit of racing. RM

SEAT Leon Cupra 280 Sub8 HoT HATcHes TenD to get a bit overwhelmed at Tcoty, simply because they don’t have the fireworks or the rear-drive fun factor to deliver the same hit of adrenalin as the more extreme sports cars or dedicated track cars. That’s underlined when you see the seAT Leon parked

amongst the Radical, Glickenhaus, bazillionhorsepower Litchfield GT-R and camaro Z/28.

In this company it looks like a hire car.

The funny thing is, thanks to its nürburgring nordschleife production car lap record, it has some of the strongest credentials here. The fact that it stops well short of the strippedout approach favoured and executed so well

by Renaultsport might cramp its paddock swagger, but it takes just a few moments to appreciate that the fact it doesn’t look like a head-banging lunatic of a hatchback doesn’t lessen its ability to cut it on track. sharp, torquey, grippy and exploitable, the sub8 feels keen and keyed-in from the off. That familiar turbocharged four-pot pulls hard from low revs, yet the front wheels feel well able to transmit the torque. The paddleshift gearbox is smooth, quick and consistent, the brakes impressively strong and up for abuse. In short, it feels more than up to the task.

Where it differs from more aggressive hot hatches like the Mégane Trophy and Mini GP is in its neutrality. That might sound dull, but its balance is finely judged. Just nimble enough

EVO T RAC K C A R O F T H E Y EA R

through the nadgety stuff, but brilliantly poised through the fast direction changes, you can lean on the front or rear at will, depending on how you play the throttle.

Such is its finesse once committed, you really can adjust its attitude almost by tensing or relaxing your right foot within your shoe. The fast direction change through Port Froid is particularly addictive. Its time? 1:07.55.

The Leon is impressive because where some front-drive hot hatches can feel like you’re compensating for their lack of agility, or tiptoeing around edgy on-limit handling traits, the Cupra feels like a natural. And, much as we love the Mégane Trophy, the SEAT is a more cosseting machine to live with between trackdays.

A great all-rounder with Ring record kudos and blistering pace, the Leon Sub8 blends maturity and understatement with exceptional ability. The Cupra brand might not have the 24-carat credentials and consistently brilliant output of Renaultsport, but this hottest of hot SEATs should be taken every bit as seriously. RM

Glickenhaus SCG003 TYPICALLY, on the single day of TCoty that Scuderia Glickenhaus can join us at Blyton Park, it pours with rain. There are short breaks but never enough to allow the track to dry and we have to run on intermediate race tyres rather than smooth slicks. It’s a massive shame, as it’d be great to compare the SCG003’s lap times to the McLaren 12C Can-Am and 650S GT3 present at our last TCoty (evo 205), but we’re amazed to have it along at all and hugely excited to sample Jim Glickenhaus’s dream creation. Jim’s here too, and he’s as enthusiastic, knowledgeable and plain good fun as you’d hope.

Just climbing into the SCG003 is enough to get your heart thumping. It looks almost alien from the outside and the feeling is heightened as you reach over the wide sill, fold yourself through the roll-cage and down into the seat.

The steeply raked windscreen feels miles away, there’s a thick strut of carbonfibre console to the right, angled towards you

in association with

Above: Jethro gets his race face on before climbing aboard SCG003.

Below: even 305-section tyres succumb to 7 litres of V8. Right: Vuhl with Alfa in close attendance

‘There’s real balance here – and when the rear of the Camaro does break free it’s progressive and easy to control’

with the switches for brake bias control, lights, wipers (necessary all too often today) and all sorts of other stuff. The small, flat-bottomed wheel has four toggle switches and ten boiledsweet-style buttons. It’s framed by two screens that are fed by cameras mounted in the side mirrors. Very cool.

The SCG003 is nominally a GT3-spec car, but with its carbonfibre tub, inboard suspension, incredible aero efficiency and modular construction, it’s a GT3 with a heavy twist of LMP technology. It’s powered by a 3.5-litre twin-turbo Honda Performance Development V6 engine mated to a six-speed sequential Hewland ’box. In the VLN series it runs around 470bhp but today it’s got more like 600bhp as the restrictors have been removed.

Bizarrely, it’s an incredibly easy car to drive.

It feels low, wide and super-stable, while the ABS brakes, traction control and the car’s natural composure really build confidence. You can push the front end so hard under braking it’s quite amazing. Into the first turn, it pays to trail-brake all the way in, avoid the high kerb for the tight, technical chicane and then feed in that lovely, torquey engine all the way onto the back straight. The traction control is trimming a little but the acceleration is vast and relentless to the far side of 150mph before the braking point. It hops around a bit along the straight but stays flat and composed.

You get even clearer insight into its abilities through the fast Port Froid Esses, which require no more than a lift even in the wet, and the car’s high-speed balance and steering response is awesome. That it blends low-speed agility, even without the aero working, with this other-worldly locked-down feel at high speeds is something really special. The gearbox and electronics aren’t quite as sophisticated in feel as those of the McLaren 650S GT3, but in terms of balance and driveability it’s right up there with the big factory cars. It records a 1:01 in wet conditions on ‘inters’. With slicks on dry tarmac? Maybe next year. JB

Chevrolet Camaro Z/28 CoLIN CHAPMAN was right. of course he was. Lightness – especially on the racetrack – is everything. And yet there’s something strangely appealing about the Z/28 towering over the Caterham, Vuhl and Radical in the

124

www.evo.co.uk

EVO T RAC K C A R O F T H E Y EA R

paddock area. It looks wildly aggressive and the huge tyres poking out from the ’arches, purposeful front splitter and vertical rear spoiler tell you everything you need to know: the Z/28 is serious.

The spec sheet only confirms it. The Z/28 is infamous for those vast, 305-section tyres (front and rear!) but there’s so much more to it: spool valve dampers, thinner glass and deleted air-con to save weight, standard-fit carbonceramic brakes and, of course, a 7008cc drysumped V8 with a six-speed manual gearbox. It might not be a true lightweight at 1732kg, but the Z/28 is just as focused on track work as any Porsche RS. It’s also bagged a 7:37.47 lap at the Ring and US magazines have consistently seen it beat the Nissan GT-R in lap-time shootouts.

It feels big at Blyton Park, though. Too big.

You sit high up and, although there’s almost zero roll and a lovely connection to those huge front tyres through the Alcantara-wrapped steering wheel, just picking apart the track feels

a little clumsy at first. Each corner feels more acute due to the Z/28’s width preventing you from cutting neat lines. There’s real balance here, though. The huge tyres help to almost completely eradicate understeer, and when the rear does break free it’s progressive and easy to control. The multi-setting traction control is effective but the car is quickest without any intervention simply because it’s predictable and finds excellent traction.

For all that, the expected lap time doesn’t come. The Z/28 has come straight from eCoty 2015 (evo 215) and its tyres are showing signs of fatigue in their barely-there tread pattern. Braking is still impressive, I adore the physicality of the engine and heft of the manual ’box, and the balance on the wetter laps is nothing short of hilarious, but in very cold temperatures, and with the odd slight damp patch around, the Z/28 never feels as grippy as the footprint and uncompromising suspension suggest, only managing a 1:05.10.

It’s a quick time but on a hotter day and with fresher tyres perhaps we’d see the full potential of this mighty muscle car. To be continued… JB

Vuhl 05 IT’S TOUGH FOR a brand new track car arriving at TCoty. Inevitably there’s a Caterham parked nearby, looking tiny, old-fashioned and yet perfect. Look in the other direction and there’s a Radical; race-proven, hugely capable.

An Ariel lurks nearby, too. Wild to look at, beautifully finished and getting better and better year-on-year dynamically. The paddock might as well be a lion’s den.

The Vuhl 05 looks confident, though. It’s more technical in appearance and more elegantly finished than a Radical, more useable than an Ariel and, of course, it makes the Caterham appear incredibly unsophisticated.

With a short, extremely wide chassis made of

in association with

Left: the Ariel route.

Nomad does things the others just can’t.

Below: 420R reminds us why we love Sevens.

Right: Vuhl chases Radical (not for long)

extruded aluminium and aluminium sandwich, a carbonfibre body, 2-litre EcoBoost engine producing 285bhp and 310lb ft, and an all- up weight of 695kg it should perform strongly, too. It costs a steep £60k, but the design, components, fit and finish befit the price.

It’s wet for my first go in the Vuhl and there are a number of surprises. The EcoBoost engine, which can feel so character-free in these lightweight cars, sounds angry and intense. The steering requires almost no effort – the exact opposite of a Caterham or Radical – and the pedals similarly seem to offer almost no resistance. The result is that the car feels remote to start with, like it’s gliding over the surface instead of cutting into it. The slick surface no doubt exacerbates the situation, as does the driving position, which seems to elevate you way above the low bonnet-line.

Things improve quickly with a little more familiarisation. The steering is a shade too light for me, but you can tune into its subtle messages. Performance is strong and relatively

126

www.evo.co.uk

‘The way the 420R’s engine seems to possess the whole car and is so perfectly aligned to throttle inputs is delicious’

predictable in its delivery (although it doesn’t feel as vivid as 285bhp in 695kg might) and the brakes are simply superb once you adapt to the light pressure that they require. The balance is also excellent, the car running on road-biased tyres, but still resisting understeer determinedly. Later, in the dry, that poise continues through the turn but, with no limited-slip differential (they’re working on one as an option), the Vuhl can feel a bit scrappy in damp conditions.

As confidence rises and you start to really push the car hard, even on a perfectly dry surface there isn’t the fine adjustability you crave and the car is crying out for a locking differential.

There’s also more body roll than you’d expect, suggesting that the Vuhl is intended as a road and track car rather than a car you trailer to the circuit… Its lap time of 1:06.50 shows that the tame tyre choice and supple set-up makes for a fun rather than searingly fast track car. Still hugely desirable, the Vuhl will be a fascinating project to follow. JB

EVO T RAC K C A R O F T H E Y EA R

Radical RXC Spyder THE GLICKENHAUS gets all the attention in the paddock. People buzz around it, smiling at the sheer audacity of the shape and cooing when it’s raised up on its airjacks. It’s the star of the show. Then the Radical RXC Spyder starts up, rolls onto the track and gradually starts to circulate faster and faster and faster… The noise of its 3-litre V8 makes everyone down tools and run to the viewing bank. The general consensus? It looks ‘ridiculously fast’.

The RXC Spyder is Radical’s ultimate track and race car. It uses the firm’s 440bhp 3-litre flat-plane-crank V8, a seven-speed pneumatic shift ’box and inboard suspension with adjustable dampers. It produces vast downforce (900kg at its 160mph+ top speed) and weighs 860kg. It’s about as close as you can get to an LMP experience without depleting your wealthy father’s entire fortune for your ‘racing career’. Even so, it costs from £137,940.

After a lap you’ll think it’s worth every penny. After two you’ll be so addicted to that engine ripping up to 10,500rpm and the downforce trying to tear your head from your shoulders that you’d gladly give up all your worldly possessions to experience it every day.

It is fantastic. For those early laps it’s an assault on the senses and your body is shocked as the forces push and lean on you: under braking, you hang from the harnesses; through each corner it’s a real struggle to keep your head upright, such is the lateral G and the combined hit of acceleration; and then, as the speeds rise, the wind pushing your head backwards is the final straw for neck muscles wondering quite what the hell is going on.

The pain never fully subsides, nor the shock of the way the RXC Spyder can suck up the corners ahead of you, but with more time you come to appreciate not just the sheer quantity of the performance but also the exploitability of this remarkable car. The steering’s electric assistance is adjustable and you can dial it right

back (though you’ll want some through the high speed corners) to provide as much feedback as possible. There’s zero understeer to worry about and the traction is simply outrageous.

More importantly, it has such composure midcorner and, despite the massive downforce, you can still steer the car on the throttle. In fact you can really hustle it along. The realisation that not only can you hang on to the RXC Spyder but actually make it do as you want, tweak its balance, use that scintillating power delivery to dictate the cornering line… well, it’s an extraordinary experience. It sets a lap of 56.15 seconds. Next time I’ll be flat through Port Froid. Definitely. RM

Caterham 420R IT’S ALL TOO EASY to be a bit blasé about the Caterham 420R. It is yet another Seven, the latest in a line of about a gazillion that have attended TCoty over the years. And this

in association with

Specifications & lap data Alfaholics GTA-R 270

Ariel Nomad Supercharged

Chevrolet Camaro Z/28

Caterham 420R

Lap time 1:09.75 Peak speed 118.91mph

Lap time 1:07.30 Peak speed 122.12mph

Lap time 1:05.10 Peak speed 134.68mph

Lap time 1:05.70 Peak speed 119.42mph

Engine In-line 4-cyl, 1962cc Power 222bhp @ 7000rpm Torque 160lb ft @ n/a rpm Weight 835kg Power-to-weight 270bhp/ton 0-60mph 4.6sec (claimed) Top speed 148mph (claimed) Basic price £198,000

Engine In-line 4-cyl, 2345cc, s/charger Power 290bhp @ n/a rpm Torque 251lb ft @ n/a rpm Weight 690kg (est) Power-to-weight c427bhp/ton 0-60mph c3.0sec (claimed) Top speed c140mph (est) Basic price £36,000 (approx)

Engine V8, 7008cc Power 505bhp @ 6100rpm Torque 481lb ft @ 4800rpm Weight 1732kg Power-to-weight 296bhp/ton 0-60mph 4.2sec (claimed) Top speed 175mph (claimed) Basic price $72,305

Engine In-line 4-cyl, 1999cc Power 210bhp @ 7600rpm Torque 150lb ft @ 6300rpm Weight 560kg Power-to-weight 381bhp/ton 0-60mph 4.3sec (tested) Top speed 136mph (claimed) Basic price £33,990

Porsche Cayman GT4

Glickenhaus SCG003 *

Litchfield GT-R LM1 RS

Mini Challenge JCW

Lap time 1:03.80 Peak speed 137.47mph

Lap time 1:01.00 (wet) Peak speed 154.9mph (on slicks)

Lap time 1:06.50 (wet) Peak speed 158.72mph

Lap time 1:04.25 Peak speed 122.48mph

Engine Flat-six, 3800cc Power 380bhp @ 7400rpm Torque 310lb ft @ 4750-6000rpm Weight 1340kg Power-to-weight 288bhp/ton 0-62mph 4.3sec (claimed) Top speed 183mph (claimed) Basic price £64,451

Engine V6, 3500cc, twin-turbo Power c600bhp @ n/a rpm Torque n/a Weight 1350kg Power-to-weight c452bhp/ton 0-60mph 3.0sec (est) Top speed 190mph (est) Basic price $2million

Engine V6, 4600cc, twin-turbo Power 1100bhp @ 7200rpm Torque 900lb ft @ n/a rpm Weight c1400kg Power-to-weight c798bhp/ton 0-60mph sub-3.0sec (est) Top speed 200mph+ (est) Basic price £100,000 (conversion cost)

Engine In-line 4-cyl, 1998cc, turbo Power 275bhp @ n/a rpm Torque n/a Weight c1100kg Power-to-weight c255bhp/ton 0-60mph c5.0sec (est) Top speed c150mph (est) Basic price n/a (£9000 for a season)

McLaren 650S GT3 **

Radical RXC Spyder

SEAT Leon Cupra 280 Sub8

Vuhl 05

Lap time 0:57.50 Peak speed 155.18mph

Lap time 0:56.15 Peak speed 152.45mph

Lap time 1:07.55 Peak speed 126.82mph

Lap time 1:06.50 Peak speed 122.87mph

Engine V8, 3799cc, twin-turbo Power 493bhp @ n/a rpm Torque n/a Weight 1270kg Power-to-weight 394bhp/ton 0-60mph sub-3.5sec (claimed) Top speed Geared for 168mph Basic price £396,000

Engine V8, 3000cc, twin-turbo Power 440bhp @ 9100rpm Torque 280lb ft @ 7500rpm Weight 860kg Power-to-weight 520bhp/ton 0-60mph c3.0sec (est) Top speed 160mph+ Basic price £137,940

Engine In-line 4-cyl, 1984cc, turbo Power 276bhp @ 6000rpm Torque 258lb ft @ 1750-5300rpm Weight 1300kg Power-to-weight 216bhp/ton 0-62mph 5.7sec (claimed) Top speed 155mph (limited) Basic price £29,235

Engine In-line 4-cyl, 2000cc, turbo Power 285bhp @ 5600rpm Torque 310lb ft @ 3000rpm Weight 695kg Power-to-weight 417bhp/ton 0-62mph 3.7sec (claimed) Top speed 152mph (claimed) Basic price £59,995

2014 WINNER

128

www.evo.co.uk

EVO T RAC K C A R O F T H E Y EA R

Lap speed traces 160 150 140 130

SPEED (MPH)

120 110 100

The Ump

90

Port Froid

80

Lancaster

70

Bishops

Jochen

60

Bunga-Bunga

Ushers Twickers

50 40 100

300

500

700

900

1100

1300

1500

1700

1900

2100

2300

METRES

Lap speed traces * Glickenhaus SCG003 lap recorded on separate timing equipment, so no trace available 160 150 140 130

SPEED (MPH)

120 110 100

The Ump

90

Port Froid

80

Lancaster

70

Bunga-Bunga

60 50

Ushers

Bishops

Jochen

Twickers

40 100

300

500

700

900

1100

1300

1500

1700

1900

2100

2300

METRES

Lap speed traces ** McLaren 650S GT3 shown for comparison only

160 150

one’s our long-termer so we’re used to seeing it knocking around the office car park with a month’s worth of grime splattered along its flanks. It’s almost a part of the furniture.

God it’s good. I mean just so exciting. Such pure, uncomplicated fun. The way the 2-litre engine seems to possess the whole car and is so perfectly aligned to throttle inputs is delicious.

The fact that you sit almost over the rear wheels and can feel every rotation, sense every time the tyres are starting to struggle to cope with the furious power delivery, provides an intense connection that’s perhaps unique. And that connection allows you to literally dance the Caterham around the track. It’s a fast, manic and noisy experience but also strangely calming, just you and that engine and a chassis that does everything you ask of it almost before you’ve made the request.

Our 420R really is a sweet spec. Of course the basics are pretty much perfect. The 2-litre Duratec engine has 210bhp at 7600rpm and 150lb ft at 6300rpm. It makes the turbocharged EcoBoost, which is becoming ubiquitous for lightweight trackday cars, feel utterly bereft of character. Our car has the optional six-speed ’box to intensify the crazed delivery, retains the standard 13in wheels and is fitted with the less aggressive road tyre Caterham offers. The result is a car of simply phenomenal balance.

Driven for a lap time, the 420R inspires confidence. There’s perhaps a little more understeer in our car’s set-up than ideal, but the accurate power delivery means you can easily find a neutral balance. You tend to turn in just snagging the brakes, allow the rear to edge wide, then use the throttle to keep the car just on the point of oversteer but not beyond.

It’s simple but no less thrilling for that, and the fierce engine and physical gearbox add the bite and edge you crave. It records a 1:05.70 and generates maybe the biggest smile of the day.

Take away the pressure of setting a lap time and it’s even more enjoyable. Long may the Seven remain a part of the TCoty furniture. JB

140 130

Litchfield GT-R LM1 RS

SPEED (MPH)

120 110

The Ump

100 90

Port Froid

80 70 60

Lancaster Bishops

Jochen

Bunga-Bunga

50

Ushers Twickers

40 100

METRES

300

500

700

900

1100

1300

1500

1700

1900

2100

2300

WE COULD FILL the entire feature just listing the changes wrought by Litchfield to their ultimate LM1 RS, but that would be a shame as the result is perhaps even more impressive than the sum of the work carried out and deserves more than passing mention.

So, the basics. Intense scrutiny of every fixing and bracket of the shell, use of carbonfibre for the wings, bonnet, roof, doors and bootlid

in association with

Left: build quality of Vuhl impresses.

Below: Radical packs serious race-car tech.

Below left: Litchfield GT-R dialled back to 850bhp to set lap time

plus the fitment of lightweight wheels, Alcon carbon-ceramic brakes, slimming down the wiring loom and stripping the interior means that this GT-R weighs just over 1400kg as compared to 1740kg for a standard car. That alone is quite remarkable.

The twin-turbo V8 engine is radically reworked with Litchfield's partners, Capricorn and Arrows (F1 suppliers), with capacity jumping from 3.8 to 4.6 litres, while Litchfield’s own cast turbo manifold kit allows the fitment of bigger Borg Warner EFR turbos (the very same units used in IndyCar engines).

Suspension features bespoke Bilstein adjustable dampers, new top arms for more camber and caster, and new anti-roll bars, while the tyres are 295-section front and 345-section rear. There’s also a new Quaife front locking differential, an integral roll-cage, a fully rebuilt and strengthened gearbox… It’s barely a GT-R at all.

And yet it is. Just more so. Running 2.2bar, the LM1 produces 1300bhp on E85 or 1100bhp and 900lb ft on Shell V-Power. There

130

www.evo.co.uk

‘The Litchfield GT-R is an intense challenge, at times terrifying, at times utterly uplifting, but always wildly overwhelming’

are, however, eight maps from which to select, starting at just 0.6bar and 750bhp. In today's conditions we never get beyond about 1000bhp and set the lap time (sadly in the wettest conditions of all) with about 850bhp. To be honest, any more is too much unless it’s bonedry and much warmer.

Immediately the LM1 feels exceptionally uncompromising. The gearbox rattles and clunks at low speeds, the suspension feels rock solid, the tyres don’t work at all in the cold and the car just judders around the track, scrubbing into understeer or snatching into turn-in oversteer, engine immediately igniting the traction control (adjustable and mapped

by Litchfield). It feels like a racing car on cold slicks. Intimidating? Just a bit.

Let everything warm up and gradually build up to pinning the throttle and it all starts to make sense – in a Dr Evil taking-over-theworld sort of way. The power and decisive hit of the gearbox is extraordinary, the Alcon CCX ceramic brakes j-u-s-t about cope, and the way the LM1 changes direction is startling. In fact in these conditions it’s too pointy, the turnin immediately setting the tail free, which is properly scary on the way into Port Froid.

In fact the four-wheel-drive system copes admirably and allows you to use the power to steer the car rather than just spin off helplessly.

The delivery is remarkably progressive, too.

There’s less lag than in a standard GT-R, certainly. It is an intense challenge, at times terrifying, at times utterly uplifting, but always wildly overwhelming.

The lap time of 1:06.50 is irrelevant as it was set in the wet. If you pay £100,000 on top of a base GT-R for one of these, not much is coming past. We just hope Litchfield throws in lots of spare Nomex underwear. JB

EVO T RAC K C A R O F T H E Y EA R

Conclusion

THERE’S ALWAYS A GREAT SENSE OF elation when photography and video demands are finally met, the contenders are disappearing one-by-one in covered trailers and TCoty is done for another year. About four minutes later the mood turns blue. Blyton Park might not be located in the south of France or the Italian Alps but we love coming here, and these cars represent what this magazine celebrates without apology. It’s been a hell of a week.

So what wins? This is where it gets difficult.

More so even than with our main Car of the Year test, simply because the budgets and philosophies are so disparate. Top-level racing cars, club racers, pure trackday cars, totally useable road cars with a track focus… our 11 contenders cater for wildly different buyers and disciplines. But, just as on eCoty, it comes down to gut feeling. The car that pulls you towards it again and again. The one you can’t imagine living without, given the funds and opportunity.

In the end, and despite the Glickenhaus and the Alfaholics GTA-R in particular causing much soul-searching, the stand out Top 3 are

the Radical RXC Spyder, Porsche Cayman GT4 and, inevitably, the Caterham 420R. One highdownforce screamer, one brilliant road car that is also incredibly capable and exciting on track, and one no-frills hero that gets to the heart of the thrill of driving.

‘As ever, we had an exceptional gathering of cars. Pretty mind-blowing, actually,’ says Dickie. ‘I covet the GTA-R the most, the Glickenhaus project has echoes of Pagani about it… but our Top 3 are irresistible.’ I feel the same, with a special mention for the SEAT’s all-round appeal. Perhaps I’m particularly impressed with it because it would slip so easily into my life, doing all the family stuff and still providing real excitement on road and track when necessary.

Can you sense our hesitance to name a winner? It genuinely is almost impossible, as the Radical, Porsche and Caterham all feel like a definitive example of their own niche.

I’ll never forget blatting around Blyton in the 420R, engine howling and stuttering into the limiter, the chassis ever moving and sliding but still absolutely under control. Nor the sense

of serenity that seems to float over you when you fully exercise the GT4. Very few cars that generate so much grip and traction manage to feel so fluid and provide the driver with all the time in the world to exploit what’s going on.

The Radical, quite unexpectedly, offers the same control despite the frenzied pace that it generates over every metre of track. Its braking ability, mechanical and aerodynamic grip and absolute performance are well beyond the Caterham and Porsche but it shares the same intrinsic quality: as the driver, you decide exactly what the car is doing and when; you’re put right at the very centre of the experience.

The moment you stop being in awe of the RXC Spyder, you realise just how much you’re enjoying feeling around for the edge of grip and then playing with the car’s balance, dictating its attitude. How can a car with so much potential feel so transparent and so easy to drive? We don’t know exactly how it manages it, but thankfully Radical does. The RXC Spyder is intense, jawdropping, and, most of all, it’s outrageous fun.

It’s also our Track Car of the Year. JB

in association with

fastfleet@evo.co.uk

this moNth

t @evomagazine f www.facebook.com/evomagazine

j a g u a r f - t y p e r c o u p e a w d // b m w 7 3 0 l d M S p o r t // N i s s a N G t - r // m i N i J c w // s e a t l e o n S t c u p r a 2 8 0 // f e r r a r i 5 9 9 G t b h G t e // a u d i r S q 3 // v w G o l f G t i M k 2 // c a t e r h a m S e v e n 4 2 0 r // s u b a r u i M p r e z a t u r b o // c h e v r o l e t c a M a r o z / 2 8

new arrival

Jaguar f-type R coupe aWD V8 power and these looks? no wonder Henry is smitten…

On a cOuple Of occasions in the past fortnight I’ve caught myself not paying attention to conversations. ‘Mmm, yes, maybe…’

I’ve had to mumble hurriedly. another time I found myself stuck on the same page of a book for a full 20 minutes as my eyes wandered. Just now the cursor on my blank laptop screen had been blinking insistently at me for some indeterminate period of time, but I was oblivious to it.

Sitting at the kitchen table, a single windowpane is perfectly framing the Jaguar parked up across the road. I

O

just can’t stop looking at ‘my’ f-type coupe. It is absolutely gorgeous.

The months preceding its arrival two weeks ago seemed to tick past uncommonly slowly. This was partly because I was a little bit worried about what would turn up. Would the spec I had chosen look as good as I hoped? like many people, I have often played the configurator game on a manufacturer’s website, but it’s quite different when you’re playing for real. as evo ran a V6 roadster f-type as a long-termer in 2014, it was decided that we should try the 542bhp www.evo.co.uk

135

Jaguar F-type R Coupe AWD

NEW ARRIVAL

BMW 730Ld M Sport A long-wheelbase diesel luxury saloon on the evo fleet? Allow Nick Trott to explain…

Right: ‘Suedecloth’ trim (£1500) extends to the Performance seats. Far right: carbon-ceramic brakes a £7000 option

5-litre supercharged V8 this time. I campaigned for the standard rearwheel-drive model, which I loved so much on eCoty 2014, but we’ve had very little exposure to the all-wheeldrive system on F-types, so the extra driveshafts were ordered.

There were lots of suggestions around the office about the exterior colour. Stuart thought it should be British Racing Green, but I don’t own any string-back gloves. I was in favour of dark blue, but there are a lot of dark coloured cars on the fleet at the moment. Then Jethro said that the only colour to have was silver. He was quite insistent, saying he’d seen one on the launch and it looked better than a good looking thing with naturally high cheekbones and a degree in snazziness from Savile Row Polytechnic. So, Rhodium Silver (£700) it was.

I knew that I wanted the design

136

www.evo.co.uk

Date acquired Total mileage Mileage this month Costs this month mpg this month

pack that replaces all the chrome trim with gloss black, so that was ticked (£395). I’m also a big fan of darker wheels and the grey Storm five-spokes looked (on screen at least) just the ticket. Pleasingly the wheels are a no-cost option… but they are also only available with the carbon-ceramic brakes, which cost (deep breath) £7400. Luckily I’d already thought that the bigger, lighter brakes would be good to try.

Inside (via the keyless entry system – £450) I wanted as much Alcantara as possible, so the Suedecloth interior pack complete with Performance seats (£1500) were added to the electronic basket.

As the car would be driven through the winter months, I went for the climate pack, which adds heating elements to both windscreen and seats (£1020, which seemed reasonable until I remembered they

were standard on my Fiesta ST-3…).

Getting a little carried away, I also chucked in the £1075 visibility pack (for the cornering lights rather than the funky J-shape DRLs, honest).

All this took the price from £91,660 up to a slightly knee-weakening £104,200. But when our car arrived on a Friday afternoon, sparkling in the winter sun with just 356 miles on the clock, it seemed worth every penny. Other people seem to agree, too, as everywhere I drive it, it gets stared at, pointed at and papped with cameraphones. It really is distractingly good looking. L Henry Catchpole (@HenryCatchpole) Date acquired Total mileage Mileage this month Costs this month mpg this month

January 2016 1504 1148 £0 25.8

December 2015 6507 1322 £0 32.0

Nissan GT-R Its interior may be lacking, but the GT-R is still a formidable drive

SO I’M NOW THREE months into living with a car I’ve coveted for years. Has the shine worn off? Nope, not yet. I still get that little spike of excitement when I return to it in a car park. That big, sawn-off appearance, all muscle and attitude, just works for me.

Unapologetic and bubbling with aggression, the GT-R still looks fresh simply because it’s unlike anything else.

S

BMW 730Ld M Sport

OUT OF THE FRYING PAN and into the fire? Having spent a year with a Range Rover Sport (see page 142 for the end-of-term report), I now find myself in a long-wheelbase luxury saloon. Albeit one with M badges.

The quest to find the thrill of driving in unusual places continues…

This is the latest, sixth-generation BMW 7-series; arguably the most technically advanced car in the world, wrapped in a bodyshell that only its maker could distinguish from the previous model. Ours is packed full of toys, including rear-wheel steering (£1195), ‘Executive Drive Pro’ suspension control (£2450), Bowers

O

& Wilkins surround sound (£4675), an Executive package (£3000 and including sunblinds and soft-close doors), a Rear Seat Comfort package (£4815 and adding massage seats, TVs and a BMW Touch Command tablet in the rear centre armrest), gesture control for the infotainment system (£160), a head-up display (£1150), a panoramic roof (£1695), 20-inch M alloys (£1100), laser headlights (£2450) and much more.

The price? £101,305 with options – up from £71,350 without.

But it’s a piece of tech you can’t see that’s the most intriguing here, and the chief reason we’ve added a 7-series to our fleet. Beneath

the car’s skin lies what BMW calls a Carbon Core. It’s actually a mix of carbonfibre, aluminium and reinforced steel, used to make up the car’s structure. BMW says it improves torsional rigidity and contributes to a weight loss of up to 130kg over the old 7-series (the claim for the 730Ld is 1800kg). The technology was pioneered on the i3 and i8, and will feature on the next 5-series, including the M5.

Our 730 is in M Sport spec, which brings nine styling and trim additions and just one dynamic tweak – a ‘Sport’ automatic transmission. Is it me, or is that balance well off for a model called ‘M Sport’?

The 730Ld uses a 3-litre, straightsix, single-turbocharged diesel with 261bhp at 4000rpm and 457lb ft of torque from as low as 2000rpm.

The claims are 56.5mpg combined, 132g/km and 0-62mph in 6.2sec.

Early impressions, surprisingly, have been dominated not by the tech but by the driving experience, including the steering (light in the normal ‘Comfort’ mode, but precise), ride (exceptional), body control (very good) and overall engine performance (very good).

I was nervous that BMW’s trademark dynamic behaviour would be lost on this most high-tech of luxury saloons, but that feeling that the whole car pivots equally along a rigid centre spine is present and correct. It’s a tricky characteristic to describe, but I’m pretty sure BMW drivers will know what I mean. There are also signs that the Carbon Core does indeed contribute to improved chassis behaviour – but this will take more investigation and side-by-side tests with other rivals to fully verify.

Whether our 7-series will reveal traits to satisfy those who enjoy driving remains to be seen, but if it does, it’ll be a nice surprise, because this car has been designed as much around the rear-seat passengers as the person in the driving seat.

But despite all its tech, and clever material science, it’s hard to believe that BMW of all brands will have forgotten about the driver, right? L Nick Trott (@evoNickTrott)

Nissan GT-R Inside it’s not quite so fresh.

I’m not a materials fetishist but I admit that the big, blocky dash architecture, hard plastics and the central display screen are pretty shoddy if compared to anything from a TT to a new 911. More of a problem for me is that this massive car has no room inside it at all. OK, it’s fine for the driver and front seat passenger, but the rear seats are a total joke and when our family car went down and the GT-R was roped in for the school run, it wasn’t entirely successful. My eldest boy described it as ‘the worst family car ever’, after struggling to clamber into the back. A launch control start soon had him smiling again…

The driving experience is still deeply special, though. A fact I was

reminded of recently when flying across country to meet the M3 CS featured in last month’s issue. It was a filthy day and the roads were treacherous with standing water, but the GT-R was mind-blowingly

Date acquired Total mileage Mileage this month Costs this month mpg this month

November 2015 15,621 1275 £0 20.2

effective and properly interactive.

The Dunlop SP Sport 600 DSST tyres actually don’t like standing water much and require caution, but I negotiated the biggest lakes and then revelled in the traction, grip and sheer exuberance of the GT-R. The infamous ‘understeer’ that blights the GT-R is largely imagined (on the road, at least); on damp tarmac the front end feels nailed and it’s the tail that’s quick to break away if you use all the torque. Fortunately, the rich communication and lovely balance mean that it’s an easy car to tune into and exploit. Such is the grip and performance it can feel a bit frenzied at times, though. Handle with care. I like that. L Jethro Bovingdon (@JethroBovingdon) www.evo.co.uk

137

our JcW has left the fleet. So, did it hit the spot for former Mini GP driver Eveleigh?

END OF TERM

Mini John cooper Works Back in May 2015, i found myself in a quandary.

Barely a year earlier i had said farewell to a quite brilliant Mini GP. now i had the opportunity to be the keeper of a new-generation Mini John cooper Works – the most powerful production Mini ever made, no less. However, we have an unwritten fast fleet rule that dictates that, once someone has run a particular car, they shouldn’t run another model from the same manufacturer for a good length of time. So did i generously suggest that it was someone else’s turn to try a Mini? did i heck. our JcW arrived with just under 1000 miles on the clock and £8620 of options fitted. That took the base price of £23,050 up to £31,670 and resulted in a small car packed with a colossal amount of kit. Highlights included variable damper control (£240), the ‘sport automatic’

B

138

www.evo.co.uk

transmission (£1380), a head-up display (£450), a Harman/kardon hi-fi upgrade (£590), front and rear parking sensors with a self-steering park-assist feature (£590) and the chili Pack (£2470 for 18-inch alloys, automatic air con, lights and wipers, and leather and alcantara seats).

But it was the anticipation of another exciting Mini driving experience, rather than the plethora of toys, that had me keen to bag the JcW. all the ingredients were there – 228bhp, a 6.1sec 0-62mph time (with the auto ’box), quick steering, a short wheelbase, 330mm Brembo front brakes – yet something wasn’t quite right. you could hear it on every tight turn or roundabout: the squeal from the Pirelli P7 cinturato tyres.

Put simply, they just weren’t grippy enough, and they took the edge off the go-kart feel that we’ve come to expect from Minis and which, ironically, was boasted about on

the JcW’s central display whenever Sport mode was selected. a switch to a set of dunlop Sport Maxxes improved matters considerably, although there was still a sense that there was more to come from the JcW, perhaps from some more hardcore performance tyres – as are becoming increasingly common on hot hatches these days – and maybe with the suspension tweaked to suit. not that the JcW wasn’t enjoyable once relieved of the Pirellis. it was darty enough to entertain and the turbocharged four-cylinder engine really stood out, being powerful and punchy while sounding sporty but not synthesised. Even the automatic gearbox impressed, delivering rapid shifts in response to requests via the paddles. That said, i’d still have preferred a manual in a car with this level of performance.

The JcW was also a fine place

‘All the ingredients were there – 228bhp, quick steering, a short wheelbase, Brembo brakes – yet something wasn’t quite right…’

Date acquired Duration of test Total test mileage Overall mpg Costs Purchase price Trade-in value Depreciation

May 2015 7 months 10,414 33.5 £660.40 four tyres £31,670 £23,490 £8180

SEAT Leon ST Cupra 280

Mini John Cooper Works

SEAT Leon ST Cupra 280 Web editor Skipworth gets a taste of life with a more practical (fast) car DurING THe CHrISTMAS break (seems so long ago now…) I swapped cars with photographer Aston Parrott, him taking my MX-5 and me switching into his SeAT. I’d done quite a few journeys in the Leon before, travelling to various photoshoots, so hopping into it again felt as familiar as anything – even down to Aston’s choice of Kiss FM on the radio with the bass turned up too loud (both were soon corrected).

The sheer functionality of our Cupra’s estate body was really helpful over Christmas. It was great being able to fit my dog in the boot, rather than having him sitting terrified next to me in the MX-5’s cosy cabin. I also carted the entire family about and even played designated driver, running a gaggle of drunk mums home after a party

D

Above left: head-up display – which could be configured to show a rev counter – was a welcome optional extra. Above: central screen’s claim of ‘maximum go-kart feel’ wasn’t always met. Left: interior divided opinion

to sit on more mundane journeys.

While others on the team weren’t so keen on its interior, finding it too fussy, I liked it for not being a boring sea of black. But I did have some concerns about its quality. Our car exhibited an occasional creak from the driver’s door on rougher roads and an intermittent rattle from the passenger seat height-adjuster lever when the seat was occupied.

The tailgate also went through two separate spells of not shutting properly and needing a second, firmer slam, and there were a few erroneous ‘boot open’ warnings when going over speed bumps.

Of greater concern, however, was a rattle coming from the front of the car that grew in volume and persistence as the miles passed. It turned out to be a faulty top mount, which needed to be replaced along with the accompanying damper.

Hopefully we were just unlucky, and

at my parents’ house (they loved the Leon’s Alor Blue paint).

The real highlight of my time in the SeAT, though, was a drive home from north Wales after our recent 911 Carrera group test (evo 218).

The last time I drove a Cupra was on eCoty (issue 216), in the form of the ultimate Sub8 with its Pilot Sport Cup 2 tyres that provide never-ending grip. It was utterly bonkers. Our ‘regular’ Cupra is a little bit more tame, but not by as much as you’d think. Driving back along the Llanberis Pass, the estate felt almost as nimble and interactive as its three-door cousin.

Yet a few days later, it was pulling up at my parents’ house, a vision of practicality, fully loaded with yule logs and ‘bits’ from Waitrose.

The Leon may be ever-present in the background of our tests, but still it continues to shine. I really bonded with it. L Hunter Skipworth (@HunterSkipworth) Date acquired Total mileage Mileage this month Costs this month mpg this month

May 2015 17,345 1011 £0 33.1

it must be said that the dealer that initially investigated the problem, Wollaston Mini in Northampton, couldn’t have been more helpful, taking the time to track down the fault even though I’d dropped in without an appointment.

So, after seven months and 10,000 miles, was the JCW worth bending that Fast Fleet rule for? Yes, I think it was. But it never won me over to the degree that the GP did, nor, for that matter, to the same extent as the other small, premium hatch that was on our fleet at the same time as the JCW: the Audi S1. The Audi may cost a little more than the Mini, and its interior may look a bit bland by comparison, but its exterior is handsome and purposeful, and, more importantly, the S1 is just more fun to drive than the JCW. And that, if anything, illustrates that Mini has work to do. L Ian Eveleigh www.evo.co.uk

139

Ferrari 599 GTB HGTE

NEW ARRIVAL

Ferrari 599 GTB HGTE Recognising that a 599 GTO might be just a little too hardcore, SSO finally pins down his ideal GT car

A FERRARI 599 HAD BEEN high on the acquisition list for some time. My wife and I came very close to buying both a GTB and a GTO three years ago, but in the long run not buying either worked out well as it gave us more time to think through which model we really wanted, given that it would be used mostly for long-distance trips. Ultimately the standard GTB was a bit too soft for my tastes and the GTO a bit too hard for my other half’s, so it seemed a GTB with the HGTE (Handling Gran Turismo Evoluzione) package would be a good compromise. From then it was just a matter of patience, waiting for the right car to surface.

When the ideal car turned up, I showed pictures of it to my better half and was given clear instructions not to let it get away! A deal was quickly agreed. In early October I picked the car up from the dealer in Virginia and drove it 230 miles

A

140

www.evo.co.uk

straight up to New York. Initial impressions? Well, on that first five-hour slog up the interstate, I was amazed how civilised and comfortable the 599 was. It’s a truly enjoyable place to spend the day.

Over the following weeks the car got quite a workout. It became my wife’s daily driver and our autumn grand tourer. While she has driven many of the other Ferraris we’ve owned, the 599 is the first she really enjoys driving. Trips to upstate New York, Vermont and Connecticut followed in rapid succession. Added up, we put more miles on the 599 in two months of ownership than any of the other cars in 2015.

Indeed, for covering huge distances it is brilliant. Luggage space is more than adequate, with the boot and rear shelf, the cabin is comfortable and the carbonfibre bucket seats are excellent. The only negative so far was a fight the rightfront wheel lost with a pothole on

‘I was amazed how civilised and comfortable the 599 was on a fivehour slog up the interstate’

Date acquired Total mileage Mileage this month Costs this month mpg this month

October 2015 6325 2015 $5350 wheel 16.8

the nasty New Jersey Turnpike. The rim is now being replaced.

Where we really bonded with the 599, though, was up in Vermont.

There are some excellent roads that wind across the Green Mountain State. In particular, the Mount Equinox hill climb course in southern Vermont is well worth a visit and $15 will get you a run up the mountain.

Pushing a bit harder unlocked the brilliance of the 611bhp, 6-litre V12 and the benefits of the HGTE upgrade. The stiffer suspension and faster gearshifts give you more of a sports car feeling when you want it without compromising the 599’s long-legged touring ability.

While it’s still early days, life with the 599 HGTE is off to a great start.

Ms SSO ranks it second in the garage behind her Maserati GranCabrio Sport, and it fills the GT gap in the line-up brilliantly. L Secret Supercar Owner (@SecretSupercarOwner)

Audi RS Q3

Audi rs Q3 Could this junior sUV be one of the better audi rs models of recent years?

It’s a lIttle awkward from some angles – overstyled, a touch too tall and perhaps even a bit ‘look at me’ – but I for one really like staff photographer aston Parrott’s quiff.

Much like Parrott’s impressive coiffure, the rs Q3 is attracting an awful lot of attention. It seems that here in the Uk we’re intrigued by it, and from the feedback I’ve received so far, also quite smitten with the hot-mini-sUV oddity. shooting part of the Porsche 991.2 Carrera group test in issue 218 finally gave me the chance to have a proper drive of the rs Q3 on some of our favourite roads in snowdonia. typically, the rain was biblical, daylight non-existent and the winds gale-force. It’s no place for a beloved quiff, but the quattro drivetrain absolutely lapped it up. It certainly wasn’t an issue keeping up with HrH Catchpole, who was leading in the 542bhp V8 Jaguar F-type r. In fact on corner exits I found myself having to back out of the throttle due to being held up by the F-type, which was still fumbling around hunting for a sniff of traction.

I

with bad weather forcing a halt to the group test, I took the chance to have aston take some photos of the rs Q3 in action. It’s not often that us photographers get to have a go at being a motoring journalist. In preparation for the shoot I donned some oversize Prada sunglasses, managed a quick five minutes of moaning about how hooning around in brand new sports cars is hard work, and then I was ready. the steering is good, feeling positive if a little heavy. there is some pitch and roll as you’d expect. likewise, there’s understeer if you’re a tad clumsy and push too hard into a corner. Fully engaged, the esP keeps everything in check but allows you some room for getting on the throttle early. Only once, when I really started to push it, did it grab at the brakes. what with how wet the conditions were, I wasn’t brave or stupid enough to disable the esP, even to try the halfway-house sport option, but having now had the chance in better conditions I can confirm it allows the car to adopt a far more positive cornering attitude. a car this shape has no right to be this much fun and have this much character. L Dean Smith (@evoDeanSmith) Date acquired Total mileage Mileage this month Costs this month mpg this month

October 2015 4670 2040 £16 oil (one litre) 25.2

VW Golf GTI Mk2

Volkswagen Golf GtI Mk2 Parrott gives up posing and gets some proper rubber sO PrOJeCt ‘Mk2 GtI’ Is progressing nicely. weight has been saved by fitting recaro Profi sPG race seats, along with a carbonfibre bonnet and tailgate and a polycarbonate rear window (evo 217). the next job was to build on the Golf’s already good handling. the st Xta adjustable suspension I fitted last year (issue 213) has given me the ability to finetune the setup, but after a week’s worth of chatter while shooting our 2015 tyre test, I realised that my current stretched tyres – toyo Proxes t1-r in size 195/45 r15 – don’t really cut the mustard.

I started to research different sizes and manufacturers for a more suitable tyre. I knew I wanted something with a higher sidewall and a slightly wider size more appropriate for my 8 x 15in BBs rs wheels. after talks with former evo staffer stephen dobie (about his renault Clio williams) and

S

Max Banks from alfaholics, both of whom run 15-inch wheels on their own cars, I settled on a set of Yokohama advan Neova ad08 rs.

Henry Catchpole also noted that these were sensational on a dry track at our 2014 tyre test (evo 201). Great grip and feel, strong dry braking performance and good for occasional track use. they sounded perfect for my needs.

Now that the tyres are on the car, the tread design along with the small size and tall sidewalls look great sitting in the Mk2’s wheelarches. I’ll have to properly scrub them in before reporting back on their performance, but for now I can definitely say I will never again fit stretched skinnies.

Aston Parrott (@AstonParrott) Date acquired Total mileage Mileage this month Costs this month mpg this month

april 2012 177,998 223 £221.04 tyres 28.8

www.evo.co.uk

141

END OF TERM

Range Rover sport

After a year’s hard service, our sport has left us. nick trott decides if it lives up to its name – and if he could live with one as his only car

I’ll be honest. After 12 months, seven countries and 33,000 miles, I still don’t know what to make of our range rover sport Autobiography Dynamic V8 diesel. It has rendered me conflicted; unable to accept the affection I have for it but likewise unable to ignore its failings – particularly if you covet driving. but let’s rewind. We specced our car to the hilt back in 2014: 22-inch wheels, full-size panoramic roof, adaptive xenon lights, 20way powered seats, rear-seat entertainment, the lot. the price? £96,907, up from £82,650 basic.

It arrived in December 2014 after a six-month wait and looked good in fuji White with black roof and detailing. A total number of one evo staffer loved the ebony/Pimento leather interior (me), and it became known around here as the ‘Michael Jackson thriller jacket’ interior. the car wore well over 33,000

I

142

www.evo.co.uk

miles. A couple of punctures, a chipped screen, and that’s it. After decontamination (i.e. one last thorough valet), the interior looked new aside from a few scratches on the piano-black centre tray. this may come as a shock to many, but the mechanicals shrugged off the miles, too. We didn’t have a single issue. not even a warning light. the car barely sipped oil and we swapped the tyres once. It averaged around 29mpg – a colleague on evo’s sister title Auto Express ran a V6 diesel sport and got 32mpg. We worked our rangie hard, too. As a chase car for supercar tests, and the real test: holidays with kids. by far the biggest disappointment was the infotainment system. Its interface was worse than bad – it was the worst I’ve ever used. on the plus side, sound quality from the optional 1700W Meridian stereo was exceptional.

And the all-important drive?

Generally it was very good, but I still struggle with the use of the word ‘sport’. Why? the first time you drive the car in a sporty manner, it delivers pace, but it does it in a joyless manner. so you never do it again.

Instead, you retire any ambition you may have to enjoy driving, and settle into wafting. land rover claims that the sport is ‘first and foremost, a drivers’ car’. this, dear reader, is world-class bobbins.

You never think, ‘oh, there’s a string of roundabouts ahead. I’ll select sport mode and have some fun.’ not ever. the 334bhp engine is mighty – one of the very best diesels – but you never feel particularly encouraged to explore its potential. even when you switch the auto ’box to manual, you simply race through gears (there are eight), surfing a tide of torque in a mood of ambivalence. the ride proved interesting to dissect. In isolation, it’s very good.

Against similar rivals, it’s still very

‘It has rendered me conflicted; unable to accept the affection I have for it but likewise unable to ignore its failings’

Date acquired Duration of test Total test mileage Overall mpg Costs

December 2014 12 months 33,556 29.2 £1078 tyres, £467.54 service Purchase price £96,907 Trade-in value £68,000 Depreciation £28,907

Range Rover Sport SDV8

good. But over time you notice an underlying fidget – and you notice it because you’re sat high, on top of the centre of gravity. it’s not bad by any means, but drive a similarly priced executive saloon and you’ll experience a much higher quality ride. And don’t let anyone tell you otherwise.

My next long-termer, a BMW 730ld M Sport (see page 137) arrived two weeks before the range rover Sport departed. they are a similar price, a similar size, and promise similar things (except for off-road ability in the case of the BMW). the arrival of the 7-series highlighted how seduced i’d been by the range rover’s competencies.

For instance, the Sport’s ride, i thought, was excellent until i drove the BMW – so i downgraded it to good. the Sport’s handling, i thought, was good until i drove the 7-series, so i downgraded it to average. And the Sport’s overall cabin ambience, comfort and basic nvH qualities seemed excellent – until i drove the BMW. So i downgraded them to good. i also found myself enjoying direct steering and decent direction changes (and roundabouts) in the BMW – something i’d never done in the range rover. i appreciate that i’m comparing two different classes of car. And i appreciate that this may be unfair.

However, it also highlights that the range rover Sport – and all sporting SUvs – are compromised, offering neither total offroad ability nor total on-road competence. Of course, that’s not a revelation, but you’re either the type of person who can stomach those compromises or can’t. i learnt that i can’t. i discovered that i don’t need a jack-of-all-trades car, and that i can’t live with a car that cannot deliver driving enjoyment on demand.

So there you have it. Perhaps i have figured it out. the range rover Sport is, generally, a fantastic machine – in isolation and in the context of its immediate rivals. But it’s not for me. L Nick Trott (@evoNickTrott)

Subaru Impreza Turbo

Subaru impreza turbo the impreza excels on wintry roads, making trott reluctant to sell Until very recently, for me waking up on a January morning meant darkness, heavy frosts and greasy roads, and an irresistible desire to pull the covers back over and return to the land of nod. Well, not any more. now when i look out the window and it’s dark, greasy and cold, i can’t wait to leave the house.

Why? the impreza. i bloody love this car at the moment. it digs in, burbles, grips, burbles, steers, burbles, shifts, burbles and generally makes every interaction with it, and consequently the road, a total, uninterrupted joy. i do dumb things with it: i change gear too often (because it’s got such a sweet shift), i seek out slippery corners and turn-liftpower to induce some wonderful four-wheel drifts, and if i correctly time a throttle input and a gearshift i can force a flame from the

U

exhaust (probably should get that looked at). i also do the single thing that defines a great car – i drive it for the hell of it. take the other day. We’d had a couple of inches of snow, so i disappeared up the single-track lanes deep in the countryside where i live. For a short while, i was colin Mcrae (with two per cent of his talent), and for a long while after i was smiling at the memory of 2016’s first great drive. All this in, remember, a car that owes me no more than £3000. there’s no doubt that the vredestein winter tyres are contributing to much of this fun. they’re proving very grippy, with only a mild sense of the softness in the sidewalls that you get from most winter tyres. they are consistent too, and when grip is relinquished it is never sudden. this car is by no means perfect. the heater and temp gauge only

work occasionally, the lights are crap, the bodywork is tatty, the interior grubby, and the gold wheels need a refurb. But the engine is mighty (and now in its third month post-Steel Seal fix) and the overall driving experience off the scale.

Problem is, this car was only a temporary purchase (at least that’s how i reconciled it with my other half), and with the 911 Sc repairs costing a bomb i really should sell it – and soon.

Do i break off the relationship now before i fall even more hopelessly in love? Or do i throw caution to the wind and prolong the affair? Answers/solutions/advice to @evonicktrott. i need them… L Nick Trott (@evoNickTrott) Date acquired Total mileage Mileage this month Costs this month mpg this month

January 2015 107,001 295 £0 Probably high teens

www.evo.co.uk

143

BRANDS HATCH

OULTON PARK

SNETTERTON

CADWELL PARK

2016 MSV SEASON HIGHLIGHTS 26-28MARCH 28MARCH 2/3APRIL 16/17APRIL 30APRIL-2MAY 7/8MAY 20-22MAY 28/29MAY 28&30MAY 4/5JUNE 11/12JUNE

EASTERBRITISHTRUCKRACING EASTERFAMILYFUNDAY DUNLOPMSABRITISHTOURINGCARCHAMPIONSHIP BRITISHGTANDBRDCF4CHAMPIONSHIPS MCEINSURANCEBRITISHSUPERBIKECHAMPIONSHIP BLANCPAINGTSPRINTSERIES MCEINSURANCEBRITISHSUPERBIKECHAMPIONSHIP MASTERSHISTORICFESTIVAL BRITISHGTANDBRDCF4CHAMPIONSHIPS DUNLOPMSABRITISHTOURINGCARCHAMPIONSHIP AMERICANSPEEDFESTIV

BRANDSHATCH OULTONPARK BRANDSHATCH BRANDSHATCHGP OULTONPARK BRANDSHATCHGP BRANDSHATCH BRANDSHATCHGP OULTONPARK OULTONPARK BRANDSHATCH

WWW.MSV.COM / 0843 453 9000

8-10JULY 30/31JULY 5-7AUGUST 6/7AUGUST 27-29AUGUST 9-11SEPTEMBER 10/11SEPTEMBER 1/2OCTOBER 14-16OCTOBER 5/6NOVEMBER

MCEINSURANCEBRITISHSUPERBIKECHAMPIONSHIP DUNLOPMSABRITISHTOURINGCARCHAMPIONSHIP MCEINSURANCEBRITISHSUPERBIKECHAMPIONSHIP BRITISHGTANDBRDCF4CHAMPIONSHIPS MCEINSURANCEBRITISHSUPERBIKECHAMPIONSHIP MCEINSURANCEBRITISHSUPERBIKECHAMPIONSHIP BRITISHTRUCKRACINGCHAMPIONSHIP DUNLOPMSABRITISHTOURINGCARCHAMPIONSHIP MCEINSURANCEBRITISHSUPERBIKECHAMPIONSHIP BRITISHTRUCKRACINGCHAMPIONSHIP&FIREWORKS

SNETTERTON SNETTERTON BRANDSHATCHGP SNETTERTON CADWELLPARK OULTONPARK SNETTERTON BRANDSHATCHGP BRANDSHATCHGP BRANDSHATCH

Calls will cost 7p per minute plus your telephone company’s access charge.

GET ON TRACK with MSV Trackdays Tailored events for all levels of experience from novice to advanced Expert tuition on everything from basic setup to learning racing lines Passengers, additional drivers or riders and spectators are welcome Join other like-minded enthusiasts on track and in the pitlane

FROM JUST £25 One to one driver training, ARDS tests and Novice only events also available. facebook.com/msvtrackdays @msvtrackdays

Brands Hat ch

Oul ton Park

Sne tter ton

08 43 45 3 30 00

Cad well Park

Bed ford Aut odr ome

MS VT RA CK DAYS.COM

Mazda MX-5

Mazda MX-5 with Hunter skipworth bonding with our snapper’s Cupra (p139), how did aston parrott get on with the MX-5?

as Hunter MentIOned in his report, he and I swapped cars for a while recently. It was a cold and frosty saturday morning when I got my first chance to drive ‘his’ Mk4 Mazda MX-5. Hardly roadster weather, but still the roof came down – albeit with the windows up and the heated seats on. with the roof lowered you can really appreciate the soundtrack

coming from the MX-5’s exhaust. It doesn’t make an over-the-top boyracer-style racket, obviously, but it does make just enough of the right kind of sounds to let you know you’re in a sports car. the seats could be better, as they offer next to no body support, are set too high for my liking and offer primitive levels of adjustment. But on a good stretch of B-road the MX-5 is a lot of fun. the modest power

I was set up and ready to go. the issues reported last month were fixed, my coat was zipped up and my helmet was on. this was to be my first proper drive in a Caterham. the peak district offers some decent strips of tarmac for getting

to know a car, but it was on the way there that the fun started. you see, the lightly treaded avon ZZs tyres don’t cope too well with wet, cold roads. the morning sun hadn’t quite burnt away the damp from the surface, which made for entertaining handling characteristics, and it was when I was exploring the 420r’s straight-line performance that editor trott’s words came back to me: ‘Careful on wet roads. It will spin up the rears in fourth.’ Honestly? I did clench…

If you like oversteer like I do, you will love a Caterham. at first I was concerned that catching the rear would be difficult. However, it is far from that. the steering – uncorrupted by power assistance – delivers great feel, and the ‘seat of

A

from our car’s 2-litre engine (158bhp) proved ample for tight sections, and the strong, short gearshift felt brilliant. the suspension could be a little stiffer (that old chestnut…) and the feedback from the steering isn’t great, but there’s still plenty of lowspeed excitement available. a longer trip to visit the in-laws demonstrated that the MX-5 doesn’t seems to like staying in a straight line on bigger roads, with every little bump sending it off track. around town the MX-5 worked great, though. the turning circle is good and the car’s overall size gives you confidence when threading it down the smallest of back streets. and while Hunter is having his doubts about the colour of our car, I think it looks spot on. OK, grey isn’t great to photograph, but to live with it’s just right. I also quite like the fact that the Mk4 MX-5 is not perfect and could be improved upon and even tailored to your own tastes. you can’t beat a little modifying… L Aston Parrott (@AstonParrott) Date acquired Total mileage Mileage this month Costs this month mpg this month

October 2015 4589 811 £0 37.1

Caterham Seven 420R

Caterham seven 420r a seven doing what sevens do best…

I

your pants’ sensation you get from the chassis is unrivalled. stab the throttle mid-corner and your hands naturally rotate to catch the slide. the only way you could be more in tune with a car is if you plugged your brain directly into the OBd port.

On dry roads, the grip that a 420r can produce is astonishing. It is one of those cars where you don’t need to brake much. dive into a corner, let it grip its way round, then prod the loud pedal on the exit for a handscrossed flourish. I love this car. L Michael Whiteley (@MWHFC) Date acquired Total mileage Mileage this month Costs this month mpg this month

august 2015 4055 378 £0 27.7

www.evo.co.uk

145

Chevrolet Camaro Z/28

Chevrolet Camaro Z/28 Winter rubber gets our muscle car fit for snow WELL, THE SNOW REALLY did arrive here in Geneva, but evo is about the thrill of driving, not storage or parking, so it was time to get some snow tyres ordered for the Camaro.

I went on pneus-online.ch and, this being Switzerland, I had a choice of no fewer than seven different snow tyres in 295/30 R19. In England there had been nothing available at all. I couldn’t find any winter tyres with a 305 section, which is the standard size for the Z/28, but narrower is better on snow anyway – not that 295 is very narrow!

I ruled out those tyres that were speed-rated only to 240kph (149mph), because, well, you know.

Tyres with a low rating for wet grip also went out, because that matters a lot to me. This left the Michelin Pilot Alpin PA4 and the Continental ContiWinterContact TS 830.

Reviews for the Michelins seemed

W

Date acquired Total mileage Mileage this month Costs this month

June 2015 5620 260 £876 snow tyres and socks mpg this month 14.4

more favourable, and I’ve run Pilot Alpins on my Clio Trophy for ten winters, so that was that.

They were soon delivered to my tyre fitter, who I’ve used for years.

The same place also happens to be a Chevrolet Corvette and Camaro importer, so there’s a good omen in that. On display there is a book on Louis Chevrolet, the Swiss mechanic and four-time Indy 500 racer (with a best finish of seventh in 1919) who went to the US and created his eponymous company. I had a

revelation while looking at that book: isn’t the Chevrolet ‘bowtie’ really the cross from the Swiss flag?

Ordering snow tyres reminded me that the first time I ever drove the Nürburgring was on snow tyres, in an Aston Martin V8 Vantage Roadster (I needed the tyres to drive to the track in late autumn from Switzerland, and with the Aston’s tiny boot, it’s not like I could take a set of track tyres!). The tyres were good enough, though they did feel floaty, but after a few laps the

gearbox got so hot that the metal expansion caused a short circuit and made the reversing lights come on.

At 130mph. My friend following close behind in his 996 GT3 RS thought I’d made a bad gearchange and that my transmission was about to explode, make me crash, and leave oil everywhere. Oh how we laughed…

Anyway, I digress. It’s early days yet for the Michelins on the Camaro, so I’ll put some miles on them and give my verdict next time. L David Price

Skoda Octavia vRS

Skoda Octavia vRS How exactly does one solve a problem like Doppelkupplungsgetriebe?

146

www.evo.co.uk

CATCHPOLE TOUCHED on it last issue, and with nearly 9000 miles covered in the Octavia vRS I feel I can answer the following: does the six-speed DSG gearbox work with the 2-litre turbodiesel engine? In a word: no.

The combination is tempting if you’ve chosen to live 100 miles from your office and take on the M25 and

C

M1 twice a day. A torque-rich engine mated to a double-clutch gearbox to relieve the tedium of changing from first to second, maybe hitting third, before coming to a halt again looks so right when you’re playing with an online configurator. Unfortunately, at times, both components behave like total strangers when you want them to have an unbreakable bond.

I have one big issue with the setup. The gearbox is often a ratio higher than I want when it comes to making progress, and it takes that split second too long to change down, so I apply more throttle just at the point the electronics wake up and think I’ve ordered a double-ratio drop. Cue a flare of revs and a hastily pulled right-hand paddle to change up to the gear I wanted all along.

It’s similar when slowing for tighter turns, where the ’box doesn’t shift down until I’m off the brakes

and have started accelerating again, resulting in a wait while it shuffles about or I pull the paddle.

Ah yes, the paddles. They’re good, and to avoid ratio shuffling it has become second nature to knock the gear selector to the left and solely use the paddles. The torque band is quite narrow, though, so it’s easy to let the revs run past the sweet spot, leaving you in no man’s land.

With no configurable mode for the gearbox, there are few solutions to the only blot on our vRS’s scorecard, but it remains a car I’m glad to get into at the start of that commute. L Stuart Gallagher (@stuartg917) Date acquired Total mileage Mileage this month Costs this month mpg this month

October 2015 8834 2119 £0 41.1

Tried & Tested H&R 2-WAY-ADJUSTABLE FRONT AND REAR ANTIROLL BARS (BMW E36) £334.79 eurocarparts.com

Verdamp lang her. Three German words that I cannot translate yet which mean so much to me. If you’re a fan of late’80s Touring Car racing you will have undoubtedly seen the video montage DTM History – The Golden Years. Six minutes of E30 M3s and 190E Cosworths bouncing off kerbs, sliding millimetres from walls and other cars, and yumping around the Nordschleife all to the soundtrack of BAP’s Verdamp Lang Her. The footage is an expression of how I

The best motoring products, put through their paces by the evo team want a car to behave and handle.

These H&R anti-roll bars for the E36 BMW 3-series are not only thicker than standard (by 2mm at the front, 3mm at the rear), but the stiffness is also adjustable, with two settings each for the front and rear. They are hefty things, but they do make a big difference. Fitted to my 1998 318is saloon, body roll is significantly reduced, as you’d expect.

There’s also an extra firmness to the chassis, which has given a robust feeling

to the way the car rides, so that firmness isn’t a hindrance even on bumpy roads.

The best thing, though, is being able to adjust the handling balance of the car. I’ve settled on the stiffest option at the rear and the softest at the front.

Turn-in is sharp, weight transfer is well managed and agility in tighter corners is exceptional. These may not have made my E36 a Touring Car, but it’s feeling a lot more verdamp lang her.

Will Beaumont (@WillBeaumont)

THOMAR AIRDRY CAR DEHUMIDIFIER (CLASSIC) £13.80 amazon.co.uk

GTECHNIQ C5 WHEEL ARMOUR £42.50 (30ml) gtechniq.com

Mazda’s MX-5 has somehow developed a reputation for being a car that doesn’t leak, unlike the classic British sports cars it pays homage to. Although the reality is that it leaks less, it isn’t unusual to come back to a few drips here and there and steamed-up glass.

Airdry’s dehumidifier might not fix the leaks, but its mix of clay, salt and starch granules inside a fabric and plastic bag have certainly fixed my Eunos Roadster’s condensation issues.

Not once have I returned to steamy windows over the last few months, despite the UK’s biblical levels of rain, and the Airdry is easy to ‘recharge’ too – a few days on a radiator evaporates all the gathered moisture.

Antony Ingram (@evoAntony)

Much as I love the chunky alloy wheels on my Mk1 Focus RS, they’re hopeless at hiding grime. There’s no two-tone colour scheme to disguise brake dust, only bright, broad spokes that also play host to tar deposits.

So while the WRC-inspired design makes cleaning them a straightforward task, if you’re a bit of princess about these things (I tend to fluctuate), it’s one undertaken with exasperating frequency.

For the last six months, Gtechniq’s Wheel Armour has made cleaning them a far less intensive task. You carefully apply a thin coat of the lacquer to cleaned wheels, then gently buff it off, leaving an invisible barrier that stops muck bonding with the wheel. It works superbly well (and supposedly for up to two years), and now a power-hose then a quick wipe is all it takes to displace dirt. Highly recommended.

Richard Lane (@_rlane_)

AGURI SKYWAY GPS/ RADAR/LASER SPEED TRAP DETECTOR £149.99 aguriworld.co.uk

148

www.evo.co.uk

Our experience with speed-trap detectors is largely made up of getting very frustrated by their constant beeping. Rather than finding cameras, it’s as if most units have their alarms triggered by everything and anything – something that’s especially irritating in built-up areas.

Aguri’s Skyway is one of very few detectors we’ve tested that we haven’t wanted to throw out of the window.

Thanks to what Aguri calls ‘Smart Filter’, the Skyway beeps far less frequently and picks up fewer false alerts than

your average detector, but it’s also remarkably effective at warning you of even the most discreet traps.

The detector scans for X-band, K-band and Ka-band radar, plus laser, at distances of up to 2000m. It also uses GPS to identify when you are approaching common speed-trap sites.

Alerts are visual and audible, and setting up the unit is so simple that it effectively works out of the box. Unlike with many of its rivals, speed-trap database updates are free for life, too.

Sam Sheehan

Market WANT

ANALYSIS: IN THE NAME OF CHEAP FUEL Meet the gas guzzlers

made more viable by falling oil prices

by Ada m Towler

IT.

BUY

IT.

OWN

IT.

LOVE

IT.

Analysis.... ......... 151

Buying Guide ........ 158

Used Rivals ......... 155

Model Focus ......... 162

Buying Journey ...... 156

Upgrades ............ 165

W

HAT’S THE FIRST THING MOST OF US evo-centric people think of when fuel prices fall? How will this affect the environment? Will this change the political situation in the Middle East? Nah. More like: ‘What’s the fastest V8-engined car I can now just about afford to run on my budget?’

So, given the current price of petrol, we’ve assembled a small collection of notably thirsty metal, consisting of a fourseat supercar (Ferrari 612 Scaglietti), a four-seat British supercoupe of impeccable breeding (Bentley Continental GT), a V10-engined 2+2 (E63 BMW M6), a V8 sports saloon (W211 Mercedes E55 AMG) and a hot hatch with a large naturally aspirated engine (Mk5 VW Golf R32).

First, though, some elementary mathematics, because while 17mpg looks quite frightening on paper, is it really that bad in a weekend car with current fuel prices? Well, say Car A likes a drink and on average you can expect to get

151

Market

A N ALYS I S

‘F1-inspired V10 in a 2+2 body? Barmy.

Cars aren’t made like this any more’ point – hardly an abhorrent amount if you’re spending £30,000 on a car. Admittedly, though, if you do a typical 10,000 miles per annum, the gap grows to over £1100.

And so to the cars… The Ferrari 612 Scaglietti was the replacement for the much-loved 456 GT, and as Matt Masters (see Expert View) confirms, it’s currently exceedingly good value. An imposing machine, if arguably a little awkward to look at from some angles, it can actually seat four in comfort.

It’s easy to poke fun at the big Bentley for its footballer image, but the success of the Continental GT is no accident. John Graeme of Redline Specialist Cars (redlinespecialistcars.co.uk) is a fan. ‘We have no issues with them, although you can soon get a £1000

service bill if it does need something; it is a Bentley after all. Values range from £30,000 to £70,000, but if you put a private plate on an early example it doesn’t look at all dated.

I’d say they’ve reached the bottom of their depreciation curve, and you can even get PCP finance on a 2008 example. The convertibles are especially sought after in the summer months, and the Speed versions are definitely collectible.’

John also used to see plenty of Mk5 Golf R32s, although as the cars age this isn’t so much the case. ‘These have had a resurgence in value. As ever, they’ve been getting into the wrong hands, tuned and crashed. It’s one of those cars where a 56-plate, 30,000-mile example might book at, say, £8000, but you could get £15,000 for it because the aficionados know

BENTLEY CONTINENTAL GT £34,995

FERRARI 612 SCAGLIETTI £74,995

MERCEDES-BENZ E55 AMG £10,995

VOLKSWAGEN GOLF R32 £9995

This early Continental GT from 2006 is typical of examples at the affordable end of the spectrum. It’s travelled 63,000 miles but that shouldn’t be an issue given the full dealer service history. Beluga Black with black interior and Mulliner spec is a desirable combination.

A 35,000-mile car from the early years of production (2005 to be precise), finished in the most desirable combination of Tour de France Blue with Crema leather, navy carpets and blue stitching. The spec includes an Alpine satnav, ‘modular’ alloy wheels and front and rear parking sensors.

A metallic silver – as the majority were – E55 AMG with 102,000 miles on the odometer, this 2004 car has a full service history with main dealers and Mercedes specialists. The black nappa leather interior features all the usual amenities found in these models.

A five-door Mk5 R32 with 67,000 miles showing, this metallic black car has a manual gearbox, which is either a positive or negative, depending on your viewpoint.

The high spec includes full leather, xenons, climate control and heated seats, and all for a shade under ten grand.

classicandperformancecar.com 01299 666116

classicandperformancecar.com 01622 759599

centralmotorco.co.uk 01274 308150

thegticentre.co.uk 01484 535518

around 17mpg from it (so in truth it could be any of our cars here, bar the Golf). Car B, meanwhile, is a modern hot hatch, or even one of the smaller Porsches running direct fuel injection. It averages 28mpg. Back in 2012, with the price of fuel at a peak of £1.42 per litre, Car A would have cost more than £1100 per annum in fuel – getting on for double Car B’s total – when used as a weekend toy covering just 3000 miles. But with fuel prices today as low as £1.10 per litre for superunleaded, that figure for Car A falls to under £900, and if fuel prices drop a further 10p, as some predict they will, or if you use regular unleaded at current prices, that becomes nearer £800. Although Car B now costs around £500 for 3000 miles’ worth of fun, the £300 difference between the two is the key

Top left: M6 packs a 500bhp V10. Above: E55 AMG has a 476bhp supercharged V8; R32 a 246bhp narrow-angle V6.

Top right: Conti’s W12 good for over 550bhp

NOW BUY ONE

152

N E W S R O U N D -U P

Expert view MATT MASTERS The Ferrari Centre

what it is. Even the high-mileage ones can be good. We’ve seen few problems with them.’ If this story is all about celebrating an indulgence, then enjoying a large, six-cylinder naturally aspirated engine in a family hatchback is as relevant as any.

The W211 Mercedes E55 AMG is a somewhat forgotten car against the BMW M5s of the same period and the more focused AMGs that followed.

But it’s no accident that many say the old 5.4-litre ‘Kompressor’ V8 is their favourite AMG engine: huge torque, real tuning potential and a thunderous roar make this otherwise subtle E-class a thug in smart threads.

A clean example costs £10,00011,000, although most have done big miles. The bills can be frightening, so it’s not a purchase to make lightly.

Finally there’s the enigmatic E63 BMW M6. An F1-inspired V10 in a 2+2 body? Barmy. Cars just aren’t made like this any more. Use some of the revs and you’ll find 17mpg is a genuine achievement, and as BMW specialist Munich Legends

(munichlegends.co.uk) confirms, you’ll need around £17,000 to get into something reasonable, and around £25,000 for later, lower-mileage cars.

This M6 is a slow burner financially, but probably collectible long-term.

SUMMARY Falling oil prices are bound to strengthen the values of thirsty performance cars, just as rising prices at the pumps always knock anything with a big V8 under the bonnet.

Although commuting every day in a W12-engined Bentley may still hurt, running it as a second car isn’t really as expensive as it may at first seem. When considering the driving pleasure any of these cars can provide, even from just the soundtrack they emit, a few hundred quid extra in fuel seems a small price to pay. But most of all ponder on the Scaglietti owner brave/crazy enough to rack up 20,000 miles back in 2012. Their annual fuel bill? Probably nearer £10,000…

‘We’ve sold eight 612s in the pa s t year. At the moment you’ll pay £55,000 for a nice c ar with around 65,000 mile s and £75,000 for a 30,000 - mile c ar. Price s are on the rise, although the ad ver tised price s tend to be a bit dif ferent – people are pushing the market.

‘This is one of ver y few Ferraris you could drive ever y day. They are quite useable – and quite thirs t y, too! O n a long run you might see over 20mpg , but 12-15mpg is normal.

They don’t mind living outdoors, sometime s, and you c an f it four adults in them in comfor t.

‘Bear in mind corrosion an d check the sills and doors. I’d budget £2500 a year to run and look af ter the c ar properly, ba sed on 3000 -4000 mile s and specialis t ser vicing.

‘Red is not so de sirable on a big Ferrari like this one: the favourite colours are the blue s, with one of the lighter interior options such a s Tan. Grey shade s are also sought af ter.

L ater c ars have an optional satnav, while Day tona seats and wing shields were popular options. There were also the HGTS and HGTC packs, which brought a spor ts exhaus t, quicker shif ts f rom the F 1 ’box, spor ts suspension an d, on the HGTC , c arbon brake s. There’s a premium for them – £5000 -10,000 – and a manual c ar is may be £15k more.

‘Bu yers have realised they ’re a lot of c ar for the money: a £200,000, 200mph c ar that recently could be had for £50,000. With 456 price s on the up, that pushe s 612 value s in the same direc tion. I think they ’ll rise £15,000 -20,000 over the nex t year.’

TOYOTA CONFIRMS DAIHATSU BUYOUT

Automotive giant Toyota currently ow ns 51. 2 per cent of Daihatsu, but a new deal will see the world’s large s t c ar manufac turer increa se that to 100 per cent, thank s to a reciproc al share -s wap a greement with Daihatsu’s other shareholders . The move will see Toyota improve its reach into developing markets .

DeLOREAN BACK IN THE FUTURE

A US- ba sed DeLorean specialis t, k now n a s the DeLorean Motor Com pany, is planning to put the iconic DMC-12 back into produc tion. The new c ar will get a more power f ul engine f rom an a s-yet- unnamed source. Low-volume produc tion of replic a s of his toric al models ha s been made pos sible by a recent change to US regulations .

theferraricentre.com 01622 759599

ALPINA CELEBRATES SALES SUCCESS

OPINION ‘I BOUGHT ONE’

THE SPECIALIST

EVO ROAD TESTER

MAT THEW GUE S T

GLENN TURNBULL

S TUART GALL AGHER

Bentley Continental GT ‘It was a good car – relaxing – although not that involving. I’d average up to 19mpg, even 23mpg on a constant cruise, although 15mpg at other times. It wasn’t expensive to run. I’d have another, but I’ve just bought a 612 Scaglietti. Now that’s thirsty!’

Turnbull & Oliver ‘E55 prices are all over the place. Cheap ones are £6000, £10k buys a clean lowermileage car. A good history is paramount – receipts too, not just stamps. The bills will be astronomical if it’s been neglected. Get it inspected; even a £10k car can be a shed.’

A 612 would be hard to ignore – everyone should own a V12 at least once – but the V10 and 200mph potential of the M6 would be impossible to pass up, especially when it comes with a warranty and costs less than a new Golf GTI. The gearbox will frustrate, but 500bhp at 7750rpm won’t.

German BMW tuning company Alpina sold a total of 1600 c ars internationall y during 2015, making it one of the company ’s mos t succe s s f ul years ever. The big ge s t markets remain Germany an d Japan , with the Edition 50 B5 an d B6 a s well a s continued s trong sale s of SUV models such a s the XD3 contributing to the f igure.

153

Market

USED RIVALS: JUNIOR COUPES OF THE 1990s

by Adam Towler

Engine Power Torque Weight

T

he mid-’90s: the golden era of hot hatches had recently passed, imploding on rocketing insurance premiums. In came the coupe, and every manufacturer had to have one in its range.

Some were dire (Ford’s Probe), others were quite brilliant.

The Corrado VR6 (driven in this issue on page 88) was the doyen of the front-driven coupe set, and so much more than a tweaked

Golf VR6. They’re hard to find these days, but well worth the effort.

The flamboyant Fiat Coupe was the VW’s successor to the throne. The five-cylinder version arrived in 1996, and with 217bhp it was a seriously rapid and sonorous device.

While the Ford Puma can’t compete with the other cars here for performance, its revvy engine and sparkling chassis are outstanding and, these days, absurdly cheap.

VW CORRADO VR6

FIAT COUPE 20 20V TURBO

FORD PUMA 1.7

V6, 2861cc

In-line 5-cyl, 1998cc, turbo

In-line 4-cyl, 1679cc

187bhp @ 5800rpm

217bhp @ 5750rpm

123bhp @ 6300rpm

181lb ft @ 4200rpm

229lbft @ 2500rpm

116lbft @ 4500rpm

1240kg (153bhp/ton)

1310kg (168bhp/ton)

1041kg (120bhp/ton)

0-60mph

6.4sec (claimed)

6.0sec (claimed)

8.6sec (claimed)

Top speed

145mph (claimed)

155mph (claimed, six-speed gearbox)

123mph (claimed)

1992-1996

1996-2000

1997-2002

‘I had wanted one since I was 20 years old but could never afford it back then. I bought my first Corrado in 2011 and I’m now on my second. They’re fast for an old car, effortless to drive, too, and the handling is fantastic. The drawback is that parts can be hard to find.’ Chris Lee s

‘I used to be into Japanese cars and had an RX-7, but for price, performance and styling you can’t beat the Fiat. I’ve never looked back. I have five, including a LE tuned to 530bhp. There’s nothing I don’t like about them. Even a standard one is as quick as a modern Focus or Leon hot hatch.’ Shaun Hull

‘My Puma was affordable to run, reliable and really practical for a small car. The best parts were the handling and the drive. The revvy engine, gearbox and uncomplicated nature made it a lot of fun. They all rust on the rear arches. You can fix it, but no one seems to bother to get it done, sadly.’ Ed Morris

On sale evo rating

‘I BOUGHT ONE’

EXAMPLES

BUYING ADVICE

THE EVO CHOICE

1993 £7990

1998 £6000

1998 £1650

Yorkshire Vehicle Solutions

Newtons of Ashley

TC Motors

A metallic burgundy VR6 with low mileage for these cars: 95,000. Comes with a documented service history.

A 20V Turbo in the familiar Sprint Blue hue. Has covered 76,000 miles and comes with a full service history.

Small money for a very clean Puma: 57,000 miles, garaged from new and with a full Ford service history.

‘Check the rear wheelarches where they meet the end of the sills; they rust there. Corrosion elsewhere is usually due to poor repairs and a botched windscreen replacement can cause bad corrosion.

Front subframes corrode and are no longer available.

Also look for timing-chain wear and head-gasket issues on the engines. If a sunroof is closed, leave it alone. When they break they can’t be repaired!’

‘They were fully galvanised and it should last ten years, but be careful now – especially in the rear arches. The engines, gearboxes and electrics are bombproof unless highly modified – you see them with 250,000 miles. Watch out for smoking turbos, cracked exhaust manifolds and tired suspension.

The tuning potential is huge: I’ve run a 600bhp car for five years, with a 2.4-litre Stilo conversion.’

‘There are bargains out there. Decent cars are £400800; concours are £2000-plus. Look out for rust on the rear arches and underneath, for ABS and heater control valve failures, and leaking power-steering pipes and noisy cambelt tensioners. Go for one with the Climate Pack and heated front windscreen.

Higher-mileage cars are not an issue. In fact they’re often better cars than those that have stood.’

John Mitchell, johnmitchellracing.co.uk

John Cartlidge, midlandscarservicing.co.uk

Alan Farmer, pumabuild.co.uk

The Corrado has huge appeal: it’s an icon that in today’s world of rapidly inflating values is surely due a significant upward swing. A great drive and an investment, too; that’s the used-car dream. But its competence doesn’t mean excitement, so it’s out.

The Ford? As a first evo car the Puma is pretty

unbeatable – a match for the MX-5 for under £1500 that won’t break the bank to run. However, rust and the lack of performance puts us off.

Which leaves the Fiat – the one that blends charisma, involvement and performance in a bold design that’s as enjoyable to drive as it is striking to

look at. There’s also that five-cylinder engine, which performs as well as it sounds and offers huge tuning potential. Then consider it’s the last desirable Fiat with any kind of sporting pretension and the 20V Coupe is historically significant too. Stuar t Galla gher

155

Market

BUYING JOURNEY GARETH HOWELLS

F r o m M i 1 6 t o V8 Va n t a g e , a n evo reader reveals his 84 19

1st

Volk swa gen Scirocco GT

2006

ownership histor y

6th

1990 Tell us about your buying journey.

Email eds@evo.co.uk

156

Peugeot 405 Mi16

‘Great c ar that han dled so well. To pay for it I took out a loan within t wo weeks of s tar ting my f irs t job for an amount almos t equivalent to my new annual salar y.’

1997

3rd

Porsche 996 C 4 S

‘I’d always dreamt of a 911 and a wide- bod y model with a spor ts exhaus t wa s the per fec t c ar and the one I wish I’d kept.

I took it to Europe, Scotland, Wale s – it wa s per fec t.’

2002

2nd

evo view There have been some great c ars along Gareth’s bu ying journey. One cla s sic Frenchie followed another when a 16 -valve Renault 19 replaced the Mi16. The Renault wa s itself replaced by a white Honda Prelude V TEC with a digital da shboard that ‘looked like a C a sio watch’.

Doe s evo have a lot to answer for? Well, consider Gareth’s recollec tion of his MX-5: ‘Having read an ar ticle by John B arker, I took the c ar to an indus trial e s tate in the rain and hit the throttle, provoking overs teer. I overcorrec ted and hit a metal fence. I will always remember the securit y guard appearing and a sking what I wa s playing at.’

Later on, Gareth’s reac tion to the misbehaving Alfa wa s Japane se ef f icienc y, although when that come s in the form of a Celic a GT- Four ST205 it’s any thing but dull.

And a s for his much -mis sed 996, that wa s his second Porsche, the f irs t being a Boxs ter 2. 5: ‘Great balance, great handling , but I regret not going for the S model,’ he says.

‘A s tunning c ar and what an occ a sion it wa s to drive it. It made me feel ama zing.

It really sounded incredible through the Dar tford Tunnel, but I sold it in 2008.’

‘My f irs t c ar: an immaculate V W Scirocco GT. Gorgeous, but it cos t £1200 for third - par t y, f ire and thef t insurance, and it had an auto ’box, w hich made for some which f raught over take s.’

5th

A s ton Mar tin Vanta ge V8

What’s next?

‘Af ter the A s ton I got back into motorbike s, w hich I continue to enjoy. I bought an Imprez a WRX wa gon f ive years a go, an d then a Golf GTI Per formance Pack la s t Augus t. Now it feels time to get back into Porsche s an d I’m looking at either the gorgeous 991 Targa GTS or perhaps a C ay man GTS , w hich look s a bit of a bargain compared to 991 price s . No wonder Porsche is looking to reposition its line - up.’

Tip Plent y of c appuccinos at your loc al Porsche Centre then, Gareth: a C ayman GTS is hard to beat for f un.

Alfa Romeo GT V V6

‘The drive wa s a bit disappointing but boy did it get at tention. I went back an d for th to the dealer with elec tric al problems af ter it kept cut ting out in the rain.’

4th

1998

Lotus Elise S1

‘What a great c ar. A lit tle a gricultural, but what an experience.

It had the Spor ts exhaus t an d a ma gnolia interior. I ow ned it for almos t t wo years . Truly an evo c ar.’

Market

BUYING GUIDE: MASERATI QUATTROPORTE 2004-2013 The fif th-generation QP is one of the g r e a te s t M a s e r s o f recent years, but it can also be a money pit, so choose wisely

by Peter Tomalin

T

WO SIMPLE RULES TO FOLLOW IF you want to live happily ever after with a Quattroporte. Rule 1, accept that it’s not going to be a cheap car to run and budget accordingly. And rule 2, find a car that’s been owned by someone who understood the importance of rule 1.

As Andy Heywood, MD of specialists McGrath Maserati, says: ‘Properly maintained, they’re a really nice car, the best of that generation of Maseratis – much nicer than the 4200 Coupe. You just have to find one where the owner has been meticulous about servicing. It’ll probably only cost you a thousand or so more than one that’s had a much harder life, and it’ll be worth every penny.’

The fifth-gen QP went on sale in May 2004. It

used a 394bhp version of the Ferrari-developed 4.2-litre V8 from the 4200 Coupe, mated to a rearmounted automated manual gearbox, known as Cambiocorsa in the 4200 but renamed DuoSelect for the QP. Maserati’s Skyhook adaptive damping came fitted as standard.

The new QP was generally well received, its Pininfarina lines, superb chassis and soulful V8 earning special praise; not so much DuoSelect with its jerky, ponderous changes, particularly in auto mode, though its manners were gradually refined over the production run.

Late 2005 saw the addition of the Executive GT version (more wood, more leather, more toys) and the harder-edged Sport GT (20-inch alloys, quicker shifts, sports exhaust, recalibrated Skyhook). In

early 2007, Maserati finally bowed to the demand for a regular auto and a six-speed ZF unit became an option (taken up by over 70 per cent of buyers).

A year later came the Sport GTS, widely regarded as the pick of the range, with 20-inch wheels, uprated brakes, conventional damping and the auto ’box as standard. In the summer of 2008 engine capacity was expanded to 4.7 litres for the new S and updated Sport GTS, lifting power to 425 and 433bhp respectively. At the same time the range received a facelift that included a new front grille with vertical slats, and revised lights.

Any QP V is beautiful, charismatic and surprisingly driver-centric. But you need to approach ownership with eyes wide open. Here’s what you need to know…

later modification under warranty. ‘We priced it up at around five grand, so it’s worth asking!’ says Andy.

flywheel as well, and the whole job is around £3000. So a recently replaced clutch is well worth having. A prepurchase inspection with the proper Maserati diagnostics will read the remaining clutch life. We charge around £300 for an inspection.’

CHECKPOINTS ENGINE The 4.2 and 4.7 are essentially the same engine, just the bore and stroke differing. They’re largely bulletproof, says Andy Heywood at McGrath Maserati, provided they’re regularly serviced, which usually means annually.

The big one comes every four years and costs around £2k for an early car (closer to £2.5k for post-2007 models).

As values fall, some

158

owners cut corners, so look for a fully stamped and receipted service history.

‘The only issue is the camshaft variators, which can be noisy,’ says Andy. ‘You’ll hear it from a cold start before the oil’s pumped round. You may also hear random tapping noises as you accelerate from 2000 revs.’ Many owners have been able to get replacements and a

TRANSMISSION The ZF auto is almost entirely trouble-free.

With DuoSelect, shifts can feel a bit clunky, though it depends to an extent how the clutch is set up. ‘The biting point can be set up so that it’s softer or harder, depending on preference,’ says

Andy. ‘Also the ’box has fuzzy logic so will adapt to an owner’s driving style. If there are any gearchanging anomalies – say it’s jumping from second to fourth – it’s usually a sign the clutch is wearing out rather than a gearbox issue.

‘Clutch life is usually between 20,000 and 30,000 miles. The more town driving you do, the shorter its life.

We usually change the

SUSPENSION, STEERING, BRAKES ‘Wear in the ball joints

is nowhere near as bad as on the 4200 Coupe, but it does happen,’ says Andy. ‘A QP weighs two tons, so it’s going to wear the suspension.’ Again, an inspection will show up potential expense here, as will creaks or knocks on a test drive.

Also check Skyhook is working if fitted, as replacement dampers are expensive, though it’s generally reliable on the QP.

inForMAtion qUattrOPOrte 4.2

(4.7 Spor t GTS in brackets)

Right: V8 engine is reliable if well maintained; horizontal grille slats mark out earlier QPs. Below: check all electric kit works as it should

Engine

4244cc (4691cc)

Max power

394bhp @ 7000rpm (433bhp @ 7000rpm)

Max torque

333lb ft @ 4500rpm (361lb ft @ 4750rpm)

Transmission

Six-speed automated manual (six-speed auto), rear-wheel drive

Weight

1930kg (1990kg)

Power-toweight

207bhp/ton (221bhp/ton)

0-62mph

5.2sec (5.1sec)

Top speed

171mph (177mph)

Price new

£69,995 (£91,810)

Parts Prices (Price s from mcgrathma serati.co.uk . Tyre price from blackcircle s.com. All price s include VAT but exclude f itting charge s) Tyres (each, 18in wheel)

£112 front, £216 rear (Bridgestone Potenza RE050)

Front pads (set)

£505.89

Front discs (pair)

£415.56 (solid), £1101 (drilled)

Damper (front, Skyhook)

£800

Clutch kit

£703.78 (plus £210.98 for flywheel)

Exhaust (cat back)

approx £4500

Catalyst

approx £1800 per side

Spark plugs (set)

£100

Air filter

£74.34

Oil filter

£29.52

serviciNg

rivAls ‘The QP does eat brakes and tyres,’ says Andy. ‘Rear tyres might only last 6000 miles if you’re enjoying the car.’ Brakes are very expensive – over £500 for a set of front pads, while drilled discs are more than £1000 a pair – so again an inspection could easily pay for itself. ‘The 20-inch wheels look good but are a little bit more delicate,’ says Andy. ‘We’ve seen a few bent wheels from hitting potholes.’

Body, interior, electrics No serious corrosion yet, so you’re checking for signs of accident damage. Make sure all the electrical gizmos work, and that the LCD screen in the centre of the dash hasn’t started to lose pixels – it’s fearsomely expensive to replace. Again, an inspection with Maserati diagnostics should throw up any electronic maladies.

BMW M5 (e60)

£15-18k gives a wide choice of E60 M5s with the stupendous 500bhp V10 engine (0-60 in 4.7sec, etc). Tread carefully though – bills can be eye-wateringly big.

Audi rs6

The 444bhp C5 RS6 is sub-£20k, but the ultimate is the V10 biturbo-engined C6 (built from 2008 to 2010) with a humungous 572bhp (0-60 in 4.5sec). From around £22k.

JAguAr XFr

The bigger XJR is more the QP’s size, but they’re rare beasts. A 2009 XFR has a 503bhp supercharged V8, does 0-60 in 4.8sec and dishes up oversteer on demand. From £18k.

(Prices from mcgrathmaserati.co.uk, including VAT) Annual

£676.40 (4.2 DuoSelect)

Second year

£1111.43

Fourth year

£1932.79

UseFUL cONtacts Forums , advice , events spor tsma serati.co.uk ma seratiforum .co.uk independent specialis ts mcgrathma serati.co.uk emblemspor tsc ars.com giallo.co.uk nu volalondon.com cars For sale meridien.co.uk richardgracec ars.co.uk cla s sic andper formancec ar.com

159

Market

BUYING GUIDE

‘I BOUGHT ONE’

WHAT WE SAID

EWAN CL ARK ‘Following a s tring of other Ma seratis , I bought my f irs t QP V in 2007 and have ow ned one ever since. Af ter three D uoSelec t models, my current c ar is a GTS .

‘I have to s ay that ver y lit tle ha s gone w rong with any of my QPs , and I’ve probably done about 70,000 mile s in them combined. I’ve not had the GTS long , but cer tainly my la s t QP wa s far more reliable than my collea gue’s Merc S- cla s s!

‘The GTS did have a fault with the puddle- light in the door mirror – it would come on occ a sionally at ran dom when the c ar wa s parked and en d up f lat tening the bat ter y. But that’s now f ixed.

‘The QP is a c ar that tick s

many boxe s for me, being suf f iciently fa s t and f un to be deemed a toy, but large and luxurious enough to c arr y the family. It’s also, to my eye s, the mos t s t ylish saloon c ar of recent years and with handling to match. Then there’s the aura that surroun ds the Ma serati marque, and the f un and k nowledge available f rom the Ma serati Ow ners Club an d the Spor ts Ma serati forum .

‘I’d ad v ise potential ow ners to source a c ar f rom a reputable Ma serati dealer, w hether

of f icial or specialis t, and at the ver y lea s t arrange for an independent inspec tion. Being heav y c ars, the brake s and t y re s wear quickl y, though the clutch on my f irs t QP wa s s till f ine at 50,000 mile s. The spor t y side of D uoSelec t worked for me, but for s top -s tar t traf f ic the ZF auto is a bet ter bet.

‘O verall, the QP is a surprisingly prac tic al c ar that make s you feel good, whether on a mundane commute or a spirited hack . It’s not cheap to run – I get around 20mpg , and I reckon a realis tic annual budget for ser vicing and consumable s is £1500 – but with vir tually no depreciation you’d have to search hard to f ind such pace and grace for le s s.’

QUATTROPORTE FIRST DRIVE, MARCH 2004

‘Before driving the Quat tropor te, the concept of a really big spor ting luxur y saloon had always seemed a spec tacular contradic tion in terms .

All the evidence sug ge s ted you simply couldn’t make something that’s f ive metre s long an d weighs t wo tons handle properly or be remotely enter taining or involving.

‘Yet the QP really is an a s tonishingly accomplished machine when you let the bung out, displaying the kind of f luidit y, precision an d keenne s s to change direc tion that c ars c arr ying 500k g le s s would s trug gle to match.

Find the space an d the conf idence an d you c an f ling the Quat tropor te aroun d like a supersized M5 thank s to s teering that feeds you jus t enough information an d an on -the -limit temperament that remains benign even with the mos t severe provoc ation. In terms of absolute A to B abilit y, it’s not only the be s t-sor ted Ma ser cha s sis in years , but it completely redef ine s the s tan dard for big- c ar d y namic s .

‘The engine, too, love s this s t yle of driving , punching with increa sing power a s the revs climb towards the 7600rpm red line, f illing the c abin with an inspiring , gut tural howl. The tra ged y is the gearbox … D uoSelec t in auto mode fails to slur a single shif t a s convincingly a s a conventional torque conver ter automatic.’ (evo 065)

WHAT TO PAY

IN THE CLASSIFIEDS

£?

£15,000+

2005 (55) QUATTROPORTE £16,995 57,000 miles // Silver/cream leather // DuoSelect // 82% clutch remaining // Full Maserati service history // Recent bills for over £3000 hillsoflymington.co.uk

160

2007 QUATTROPORTE AUTOMATIC £18,250

76,650 miles // Nero Carbonica/ Avorio leather // ZF auto // FMSH// Cam variator mod just done richardgracecars.co.uk

2010 (60) QUATTROPORTE 4.7 SPORT GTS £41,950

22,000 miles // One owner // Grigio Granito/Marrone Corniola // ZF auto // 20in Trident dark chrome alloys saxton4x4.co.uk

£12-13k is the bargain ba sement, usuall y populated by higher milea ge c ars with a le s s-than water tight ser vice his tor y. ‘A nice D uoSelec t c ar, with a f ully s tamped his tor y and probably sub -50,000 mile s, is somewhere bet ween £15,000 an d £18,000,’ says And y Hey wood. ‘And that’s such a lot of c ar for the money.’

The sought-af ter an d quite rare Spor t GTS is £ 30k- plus for an early, avera ge mile s example, with low- milea ge 4.7s s tar ting at aroun d £40k an d later c ars s till commanding over £50k .

Market

MODEL FOCUS: ’99-’04 LOTUS ESPRIT V8 S u p e r c a r l o o k s , t w i n -t u r b o V8 p o w e r a n d p l e n t y o f c h o i c e : L o t u s ’s F e r r a r i -f i g h te r i s a te m p t i n g b u y

by Adam Towler

T

HE FITMENT OF A TWIN-TURBO V8 gave the Lotus Esprit the one thing it had always lacked: big-cube firepower to challenge the supercar establishment on equal terms. It was a unique engine, too. No crate motor here for Norfolk’s finest, even if it wasn’t without its issues during the early years of production.

Perhaps for that reason, five years ago prices for the 350bhp V8s dipped to a low of just £15,000 for something reasonable.

The V8 Esprit appeared in 1996, with the lowerspec GT version – no air con or rear wing – sitting alongside a high-spec SE for 1998. The exotic, limited-edition Sport 350 came along in 1999, and in 2002 the car was facelifted, with 75 Final Editions built by 2004.

SERIAL BUYER

Guy Munday of Cranley Sports & Classics (07718 385168) sold many Lotus Esprit V8s when they were new. ‘A lot are now just sitting in garages with problems,’ he say. ‘They can be expensive to put right, so you’ve got to be prepared to look around, and the later the production date, the better. There were fewer issues after 2000.’

For Guy’s opinion on current pricing, take a look at the graph below, but that £15,000 basic Esprit GT is now more like £25,000, or even £30,000, and the best V8s will today command up to £50,000.

Andy Betts of thelotusforums.com and lotusforsale.com is largely in agreement, placing even the earliest V8s in the £20,000-25,000 bracket. ‘People now tend to own them for a while and are reluctant to sell,’ he says.

PAUL GRAHAM ‘I bought my f irs t V8 in 2002. I’d had a 2. 2-litre turbo Esprit before that. Quite a few people had owned it before an d had done ver y lit tle ser vicing. It wa s an early one f rom late-1996 and I tidied it up before trading it in for a GT – one that jus t needed regular ser vicing. The GT then went for my current V8 – a late -’02 c ar in light blue with the roun d rear lights .

‘It s tar ted when I wa s young an d had a pos ter of an Esprit. I’ve got mate s with Porsche s, L amborghinis an d an Audi R8, and the Esprit draws more at tention than mos t. It really is an experience to drive.

It’s a spor ts c ar, but like all Lotus c ars, it also ha s a good ride qualit y, great poise, and real feedback f rom the cha s sis .

‘The V8 suits my driving s t yle more than the four- pot c ar, an d it’s nicer over long dis tance s. There’s decent space in the boot and sometime s I jus t use it to go to the supermarket. On longer trips I take the spare wheel out of the f ront an d jus t c arr y some t y re foam , then lug ga ge c an also go in there.

‘The gearbox is a weak spot – you jus t have to get used to the shif t. This one’s a keeper – Lotus doe sn’t make any thing I’d replace it with.’

Expert view

JAME S WEBB at SOUTH WE S T LOTUS CENTRE

‘Five years a go you could pick up a decent early V8 for £16,000 -17,000. Today that same c ar will be £25,000 -30,000 with around 30,000 mile s on the clock . Price s are ver y s trong: you c an get the se c ars cheaper, but you will get some big bills.

Price s span up to £40,000 for Final Edition c ars, with ver y low- milea ge example s or nice Spor t 350s going for even more. What you want to see is a his tor y por t folio, right dow n to the light bulbs.

The lower the milea ge the bet ter, and f in d a c ar that ha sn’t been me s sed about with.

‘The Achille s heel of the V8 is the Renaultsourced gearbox: second and f if th gears are e specially weak and they c an fail at any milea ge.

It depen ds on driving s t yle. Upgrade kits are available, an d we do an exchange ’box for £2000 plus VAT and f it ting.

‘Make sure any potential c ar gets a really good look over – a proper inspec tion by a specialis t could s ave you thous ands in the long run. Check the air con work s – I think it’s a mus t in an Esprit.

And on a ramp, look for oil leak s and corrosion on the turbo pipe s . An engine rebuild is £8500 plus VAT, but it never en ds jus t there, and a clutch is £1300 plus VAT an d ten hours of labour. Don’t expec t them to be cheap and cheer f ul to run.’

162

Trends

Data supplied by Guy Mun day of Cranley Spor t s & Cla s sic s Ltd

GT 30k MILE S 1998

SE 30k MILE S 2002

FINAL EDITION 30k MILE S 2003

SPORT 350 30k MILE S 1999

£50k £45k £40k £35k £30k £25k £20k £15k 2010

2011

2012

2013

2014

2015

2016

Market

SHOULD YOU KEEP IT?

‘Why I kept it’ CHRISTOPHER MILLAR PORSCHE 996 CARRERA

Peugeot 208 GTi

I f y o u c a n ’ t f a c e s e l l i n g y o u r c a r, t a k e a l o o k a t t h e l a t e s t o p t i o n s t o u p g r a d e a n d i m p r o v e i t i n s t e a d by Antony Ing ra m

T

HE PEUGEOT 208 GTI ‘BY PEUGEOT Sport’ is among the best hot hatchbacks on sale today. It has put the standard car in the shade somewhat, but it shouldn’t take much for existing 208 GTi owners to close the gap.

One thing both cars lack is a satisfying exhaust note. German firm Clemens (clemens-motorsport. info) sells a full exhaust system for 1149 euros – it makes no performance claims, but the deep, rich

note sounds great and there’s a five-year warranty.

A major contribution to the GTi by Peugeot Sport’s edge is a limited-slip differential. Pug1Off (peugeot-tuning-parts.co.uk) can supply a Quaife automatic-torque-biasing diff (prior to fitment and sundries) for £869. Along with the standard GTi’s more pliant ride, the changes should make for an even more enjoyable road car, if not quite as riotous on track.

Aftermarket news

MUGEN CIVIC T YPE R

If the new Civic Type R isn’t quite aggressive enough for you, perhaps Mugen’s Tokyo motor show concept will suit.

New alloy wheels, a jutting chin spoiler, deeper skirts and a delicate rear wing replace the standard kit.

Inside are new Mugen seats, but the 306bhp 2-litre is unchanged.

LIBERT Y WALK McL AREN 650S

The aftermarket trend for bolt-on arches shows no sign of abating. Now under the knife is the McLaren 650S, for which Japanese firm Liberty Walk has released this image. We wouldn’t like to guess what the ultra-wide tyres and air suspension do for the handling…

HENNE S SEY GT 350

American speedmongers Hennessey have already taken it upon themselves to tweak Shelby’s pretweaked Mustang GT350.

A set of 1.75-inch stainless steel long-tube headers, a stainless mid-pipe, highflow cats and an enginemanagement upgrade boost power from 526bhp to 575bhp.

AVATAR ROADS TER

Avatar, a division of longrunning specialist maker Marlin, unveiled its new Roadster at the Autosport International show. It’s powered by a 2-litre Ford EcoBoost engine developing 250bhp and propelling a dry weight of only 695kg. It’s said to sprint to 60mph in 3.9 seconds.

NEXT MONTH ANALYSIS

Why now is the time to buy a used Aston Martin – from Vanquish to Vanquish

USED RIVAL S

Noughties supercoupes: Honda NSX v Porsche 996 Carrera 4S v BMW M Coupe

‘I hold evo responsible for me hanging on to my car for longer than I ever intended to.

The first issue I bought was at the end of 1998, which featured the first Car of the Year test. I had a BMW M Coupe on order and wanted to see how it fared. I desperately wanted it to win and thought you’d lost the plot when it finished eighth.

‘I kept the M Coupe for three years, only selling it because apparently a child seat velcroed to the boot floor isn’t the done thing, and part-exchanged it for a 996 Carrera. I’ve owned the Porsche ever since.

‘I was taken in by the 996 in that eCoty test. Having never been a 911 fan I was intrigued how the water-cooled engine would change how it drove. It was the only car I considered when the BMW had to go.

‘I’ve added 110,000 miles to the 15,000 covered by the first owner and in that time the intermediate shaft has smashed the engine to pieces – never have I been so pleased to have bought a used car from a main dealer with a warranty. I’ve also replaced the clutch and when one of the dampers started to leak I had all four replaced. The calipers have been overhauled, it will get its third set of brake discs this spring and I might change the exhaust for a new stainless steel item before the summer is out, too.

‘I had to have the front seat retrimmed three years ago, but the interior has stood the test of time remarkably well. I’ve also resisted the urge to upgrade the stereo as the original Becker unit looks so good.

‘The 996 was my daily until 2013, when the front seat was so bad the car became undriveable. It’s now the classic car I had always promised myself. And that’s why I will never sell it: why buy a classic car when, in my eyes, I already have one?’

Own an ‘evo’ car you can’t bring yourself to sell? Email your story to eds@evo.co.uk

Advertise BUYING GUIDE

Honda Accord Type R – what to look for when buying this forgotten hot Japanese saloon

MODEL FOCUS

Ferrari FF: the low-down on the first four-seat, four-wheel-drive Ferrari’s pre-owned performance

To a d ve r t i s e i n evo M a r ke t c o n t a c t L aura Holloway 020 7907 6874 laura _ holloway@dennis .co.uk

165

CLASSICS

1972 1979 1972 1960 1983 1973 1958 1990 1988

FERRARI 365 GTB DAYTONA LHD Silver/Black, Air Con, Electric Windows, Original Toolkit & Books, 44,000m, Exceptional Condition................................................................................£595,000 FERRARI 512 BB Rosso/Black, 1 Of Only 101 RHD UK Cars, Recently Restored By Ferrari, Only 21,000m, 1 Owner, Pristine .....................................................................................................£350,000 FERRARI 246 GT DINO Rosso Chiaro/Black, Electric Windows, UK Supplied RHD, Good History File, 52,000m, Excellent Condition ....................................................................................... £329,950 ASTON MARTIN DB4 SERIES II RHD Chiltern Green/Beige, Completely Restored & Race Prepared, FIA HTP Certified, Amazing Condition ....................................................................... £399,950 LAMBORGHINI JALPA P350 TARGA Red/Cream, 1 Of 35 RHD, Featured In Many Articles, Original Tools, Books & Spare Wheels, Award-Winning Example, 40,000m..........................£109,950 LAMBORGHINI URRACO P250 Orange/Cream & Orange, Extensive History File, Very Rare RHD, UK Supplied, 24,000m, Concours Condition.....................................................................£99,950 MERCEDES-BENZ 190SL LHD White/Black, Hardtop, Comes With Service Book & History File, 1 Of Only 3 Cars Originally Imported To Greece, 54,000m.................................................£114,950 MERCEDES-BENZ 300SL AUTO Diamond Blue/Magnolia Hide, Air Con, Cruise Control, Factory Hardtop, 49,000m FMSH, Beautiful.......................................................................................£39,950 PORSCHE 930 TURBO White/Blue Leather S/Seats, Limited Slip Differential, Fuch Black Alloys, 58,000m, Excellent Condition.................................................................................................£84,950

FERRARI & LAMBORGHINI

04 15 61 13 07 11 59 09 06

ENZO Rosso/Black S/Seats, Fitted Luggage, Classiche Certified, 2 Owners, 12,000m, Perfect Throughout.............................................................................................................................................£POA AVENTADOR LP700-4 GrigioAntares/NeroE/H/Seats,SatNav,CarbonFibreInteriorPk,R’Camera,GlossBlackDioneAlloys,GlassEngineCover,ExhaustUpgrade,2,000m,Stunning........................................£269,950 AVENTADOR LP700-4 Volcano Orange/Black Stitched Orange, Sat Nav, R’Camera, Sports Exhaust, Gloss Black Alloys, 8,000m FSH, As New ..................................................................... £224,950 FF Canna Di Fucile/Charcoal E/Seats, Sat Nav, Carbon Fibre Interior, Rear DVDs, R’Camera, Privacy, Shields, 20” Dark Painted Alloys, Massive Spec, 8,000m FSH.....................................£174,950 599 GTB FIORANO F1 BluTourDeFrance/CremaE/Seats,CarbonFibreInterior,BOSE,Ceramics,ParkingSensors,RedCalipers,38,000mFSH,ExcellentConditionThroughout...........................................£99,950 458 ITALIA Grigio Silverstone/Rosso Hide, Sat Nav, Carbon S/Wheel With LEDs, AFS, Upgraded Hi-Fi, 21” Alloys, Big Spec, 7,900m FSH, As New.................................................................£144,950 430 SCUDERIA LHD Grigio/Black & Red Leather, Carbon S/Wheel With LEDs, Racing Livery, Shields, Red Calipers, 400km, Vat Q, Perfect ...........................................................................£179,950 430 SCUDERIA LHD Azzuro California/Grey Alcantara, Carbon S/Wheel With LEDs, Racing Livery, Shields, Grigio Painted Alloys, Yellow Calipers, Good Spec, 24,000m FSH ..........................£119,950 FERRARI 430 SPIDER F1 Nero/Black, Badges, Daytona H/Seats, Park Assist, Perfect Throughout, 28,000m ................................................................................................................................£79,950

PORSCHE

05 NEW 15 63 15 03 13

CARRERA GT GT Silver/Ascot, Sat Nav, Full Fitted Luggage, Just Serviced, 7,000m, Immaculate Throughout...............................................................................................................................£550,000 991 GT3 RS White/Black Alcantara R/Seats, Carbon Interior, Ceramic Brakes, Lifting, Delivery Miles, UK Supplied, Available Today...............................................................................................£POA 991 TURBO PDK Jet Black/Garnet Red, H/Seats, PCM, Phone, Sport Chrono, Turbo S Alloys, Chrome Surrounds, Red Calipers, 3,600m, As New..................................................................£112,950 991 TURBO ‘S’ PDK Basalt Black/Natural Red Leather, PCM, Burmester, Sport Chrono, Carbon Interior, Glass Roof, PDC, Massive Spec, 4,000m FSH, As New.......................................... £111,950 991 CARRERA 7 SPEED MANUAL Rhodium Silver/Espresso Heat & Ventilated Seats, PCM, PDLS, Sports Pipes, Phone, Privacy, 5,000m, As New.................................................................£69,950 996 GT3 CLUBSPORT Silver/Black Racing Seats, Front & Rear Roll Cage, Air Con, Radio, CD, Special Features, 21,000m, As New.............................................................................................£69,950 PANAMERA DIESEL PLATINUM EDT White/Stone Grey, PCM, Phone, Bi-Xenons, Privacy, 20” Turbo II Alloys, High Spec, 40,000m FSH, Excellent Condition.............................................. £47,950

BENTLEY & ROLLS ROYCE

16 13 08 13 08 04

MULSANNE SPEED V8 DarkSapphire/Linen,PremierSpe,Sunroof,RearDVDs,R’Camera,VeneeredPicnicTables,2015Registered,HugeSaving–CostOver£300,000New,900m................................£174,950 GHOST Black/Seashell, Cameras, Head-Up Display, Panorama Roof, Rear DVDs, Twin Tail Pipes, 21” Alloys, Huge Spec, 13,000m FSH..................................................................................£144,950 PHANTOM Silver Grey/Seashell, Sat Nav, Piano Black Veneer, Rear Theatre Entertainment, Sunroof, 21” Sport Alloys, 23,000m, Perfect...............................................................................£119,950 CONTINENTAL GTC V8 ‘MULLINER’ Dragon Red/Black Stitched White, Piano Black Veneer, Power Boot, R’Camera, 21” Propeller Alloys, 5,000m, 1 Owner.............................................£99,950 CONTINENTAL GT SPEED Beluga Black/Black M’Seats, Sat Nav, Bluetooth, Piano Black, Power Boot, Good Spec, 45,000m FSH..............................................................................................£49,950 ARNAGE R Silverstorm/Cotswold, Sat Nav, Sunroof, Mulliner Spec, Emblems To Waistrails, Jewel Filler Cap, Good Spec, 14,000m FSH, Exceptional Condition...............................................£39,950

OTHERS

03 64 13 65 65 14

MERCEDES BENZ CLK55 AMG Silver/Charcoal, Alloys, S/R, R/Blinds, Massive Spec, One Owner, 1,959m .....................................................................................................................................£19,950 AUDI R8 5.2 V10 PLUS S’TRONIC Matt Sepang Blue/Black Milano, Sat Nav, R’Camera, Bang & Olufsen, Carbon Sigma Blades, Cost New £140,000, 5,000m...........................................£89,950 AUDI R8 4.2 FSI Estoril Blue/Black Hide, Sat Nav, R’Camera, Silver Blades, Good Spec, 11,000m FSH, As New.............................................................................................................................£69,950 LAND ROVER DEFENDER AUTOBIOGRAPHY Black/Red, Delivery Mileage.....................................................................................................................................................................................£74,950 RANGE ROVER SPORT TDV6 HSE Fuji White/Ebony, Contrast Roof, Panoramic Roof, R’Camera, Privacy Glass, Colour Coded, 22” Alloys, 1,000m, As New.................................................£64,950 RANGE ROVER SPORT 3.0SD HSE DYNAMIC Corris Grey/Black, Sat Nav, Panoramic Roof, Remote Boot, 21” Diamond Turned Alloys, Massive Spec, 28,000m FSH................................£57,950

WE ALWAYS PAY MORE FOR YOUR CAR & WILL COLLECT TODAY Telephone: +44(0)1283 762762 Follow us:

@TomHartleyCars

Email: info@tomhartley.com TomHartley

www.tomhartley.com SHOWROOM VIEWING BY APPOINTMENT OPEN 7 DAYS: 9AM-8PM

F U R L O N G E R •Specialist Cars•

The DreaM SpecialiSTS Our aim is to ensure the best possible Ferrari, Lamborghini and Supercar buying experience for our clients through a bespoke service which focuses on reliable & honest advice, intelligent marketing, attention to detail & eloquent communication throughout the purchasing process. We are passionate about what we do, care about the people we deal with, and place old-fashioned values at the heart of our business.

Servicing & DeTailing From a full engine refit to a complete restoration or even just a standard service or valet, you will receive the highest standard of service with a personal and dedicated touch from our team of experienced vehicle technicians.

Jaguar XJ220 £349,990 1992, 2,087 Miles

See this car at the london classic car show The XJ220 was developed from a V12-engined 4-wheel drive concept car designed by an informal

in significant changes to the specification of the XJ220, most notably replacement of the Jaguar V12

group of Jaguar employees working in their spare time. The group wished to create a modern version

engine by a turbocharged V6 engine. The changes to the specification and a collapse in the price of

of the successful Jaguar 24 Hours of Le Mans racing cars of the 1950s and ‘60s that could be entered

collectible cars brought about by the early 1990s recession resulted in many buyers choosing not to

into FIA Group B competitions.The XJ220 made use of engineering work undertaken for Jaguar’s

exercise their purchase options. Fantastic to drive, beautiful to look at and very rare the XJ220 ticks

then current racing car family. The initial XJ220 concept car was unveiled to the public at the 1988

so many boxes and still is one of the supercars.

British International Motor Show, held in Birmingham, England. Engineering requirements resulted

This two owner from new example is number 147 and was delivered new to France in 1992.

250 PF coupe

430 Scuderia

£624,990

£169,990

1959, 24,580 miles

2008

Countach LP400

Ferrari FF

599 GTO

£1,299,990

£154,990

£pOa

1975, 19,012 miles

2012, 20,095 miles

Ashford Showroom: Chart Enterprise Park, Dencora Way, Ashford, Kent, United Kingdom TN23 4FL. Tel: +44 (0) 1233 646328 Colchester Showroom: Unit 13 Grove Farm, Wormingford, Colchester Essex CO6 3AJ. Tel: +44 (0) 1206 808257

www.simonfurlonger.co.uk

2011, 10,000 miles

RACE RETRO CLASSIC CAR SALE

Two Day Sale: 27th and 28th February 2016, Stoneleigh Park, Coventry

THE RESTORATION SHOW SALE 6th March 2016, NEC, Birmingham

2004 Porsche Carrera GT Estimate (£): 400,000 - 450,000

1999 Lamborghini Diablo SV Estimate (£): 150,000 - 170,000

1994 Jaguar XJ220 Estimate (£): 255,000 - 295,000

A NEW APPROACH IN AN AGE OLD BUSINESS +44 (0)1926 691141 | silverstoneauctions.com

Telephone:

01727 790 100 Email Us:

sales@rtecshop.com

The Ultimate Vehicle Customising Superstore am odesign on Instagr Search @rtecaut P1 en ar cL M e Th & Ferrari F12 DMC

to view the

WHEELS & TYRES • SUSPENSION • BRAKES • EXHAUSTS • REMAPS • CUSTOM INTERIORS • WRAPS •TINTING “For people who care about their cars and want to make a statement R-Tec sells the highest quality and most innovative products on the market today, at the right prices, because for the R-Tec team value and pride are everything. cks yre Sto Huge T W prices at LO res Day Ty Track £65.95 From

! counts Big Dis

Full Fitting Services Professional Technicians

The Store - St Albans

Featuring Huge Showroom, Cappuccino Coffee Bar, Relax Area & Experienced Helpful Staff

Full System / Cat Back Exhausts

Performance Exhausts by Quicksilver, Scorpion and Milltek.

Plus custom-made Reflex exhausts

PREMIUM TYRES AT WHOLESALE PRICES

State of the Art Workshop

3000+ Alloy Wheels in Stock

Featuring 8 ramps, laser wheel alignment, custom made exhausts, touch-less tyre machines

Huge stocks of wheels and modifying products in store and online at: www.rtecshop.com

Performance Brake Upgrades

Engine Upgrade & Remapping

EBC Disks & Pads, Brembo Brake Upgrades, E-Tech Caliper Paint, Drilled and Grooved Disks. Painting Service in store.

Air Filters, Induction Kits, Intercoolers, ECU Remaps, Bluefin, Revo, Alientech. Dump Valves,

Over 5000 Branded Tyres in Stock

Falken, Bridgestone, Pirelli, Michelin, Kumho, Yokohama, Goodyear, Continental, Hankook & more...

Suspension Kits, Springs, Coilovers Springs, Coilovers, Shock Absorber Upgrades, Bushes, PI, H&R, Eibach, KW, TEIN, Weitec, AP and more...

Bodykits and Styling from Industry leading tuners across the globe

Spacer + Camber Adjustments

Improve your vehicle stance and handling with wheel spacers, alignment, geometry, camber adjustments & more.

Bespoke Interiors, Motorsport Seats Full seating and dashboard re-upholstering including roof linings, seat belts, and wood / carbon panels

VOSSEN CVT

Available in: 19, 20 & 22

H.I.D. / XENON LIGHT UPGRADES Headlights, Bulb Upgrades, Rear Lights, DRL Lights + more

REVERE WC3 Available in: 22

OZ ITECH LEGGERA Please cal for sizes

Order Online From

Telephone:

01727 790 100

TSW NURBURGRING

Available in: 17, 18, 19, 20, 21, 22

BBS CH-R

3000 Wheels in Stock ready for fitting or delivery!

Email Us:

sales@rtecshop.com

|

STYLING & BODYKITS

Cosmetic exterior upgrades - Spoilers & Bodykits Revere, Hamann, Prior Design, Lumma, Caractere...

Available in: 18, 19 & 20

Visit our wheel website to view our wheel selection. www.rtecalloywheels.co.uk

R-Tec Auto Design, Lyon Way, (off Hatfield Road), St Albans, AL4 0QU

www.rtecshop.com

Window Tinting & Vehicle Wrapping

Choose from 4 film-shades & an array of Vinyl wraps and textures including Carbon Fibre, Gold, Matt, Gloss, Chrome & more...

Revere London, Authorised Dealer British Luxury Tuner - www.reverelondon.com

Open Hours: Mon - Fri 9.30am - 5.30pm & Saturdays: 9.30am - 4.00pm

Find us on Facebook:

Search: “R-Tec”

YouTube:

/RtecAutoDesign

Instagram:

rtecautodesign

Twitter: @rtecautodesign

THE NEW 2016 REVERE HSR STYLING SYSTEM - WHEN THE BEST JUST ISN’T ENOUGH The worlds finest SUV taken to the next level of exclusivity, style and luxury Revere are proud to announce the launch of their new 2016 HSR styling system, featuring a full comprehensive aerodynamic styling package with a choice of 22, 23 or 24” forged alloy wheels available in a variety of custom finishes. The addition of a Revere bespoke interior combines with the external styling package to deliver the ultimate individual automotive statement.

For more information please visit the Revere London website (www.reverelondon.com) or call one of our exclusive dealers listed below.

The New 24” Revere WC4 Two Piece Forged Alloy Wheels

Rear Bumper featuring Solid Billet Aluminium Exhaust Tailpipes and high-level Boot Spoiler

Bespoke Interior with Hard-Back Seats

Bespoke Upholstery | Luxury Alloy Wheels | Vehicle Conversions | Aerodynamic Styling Systems | Exhaust Systems | Exquisite Accessories | Vehicle Sales

Revere London, Tailored Edition Vehicles & Exquisite Accessories T: +44 (0)20 7022 1201

S

South Dealer

•

Email: enquiries@reverelondon.com

Great Britan South Dealer (Hertfordshire): R-Tec Auto Design, Lyon Way, St Albans, AL4 0LQ T. 01727 790 100 | www.r-tec.co.uk | sales@rtecshop.com

N

North Dealer

Great Britan North Dealer (Cheshire): D.A.P. Cars, Chelford Rd, Nether Alderley, Cheshire, SK10 4SZ T. 0844 877 9911 | www.dapcars.co.uk | sales@dapcars.co.uk

reverelondon.com

Tailored Edition Vehicles & Exquisite Accessories

Getting the Nation Driving

NEED CAR FINANCE?

AR BUY ANY CAR from any DEALER FAST DECISION WITHIN 1 HOUR POOR CREDIT

EXCELLENT!

reviews on

NO DEPOSIT NO FEES

FIN

ACCEPTED

EF ANC

ROM

,000 0 5 £ o t 0 £3,00

NO ADMIN FEE S

Midland Credit Ltd is authorised & regulated by the Financial Conduct Authority for consumer credit FCA no. 654302 26.9% APR representative written Quotations available upon request, the rate you will be offered will depend upon your personal circumstances

APPLY ONLINE NOW!

www.midlandcredit.co.uk Or Call Us

03339 00 00 00

Thrill-free zone

Tepid

Interesting

Database Knowledge

A truly great car

N = new entry this month. * = grey import. Entries in italics are for cars no longer on sale. Issue no. is for our most recent major test of the car (D = Driven, R = Road test or group test, F = Feature). Call 0844 844 0039 to order a back issue. Price is on-the-road including VAT and delivery charges. Engine is the car’s main motor only – additional hybrid tech isn’t shown. Weight is the car’s kerb weight as quoted by the manufacturer. bhp/ton is the power-to-weight ratio based on manufacturer’s kerb weight. 0-60mph and 0-100mph figures in bold are independently recorded, all other performance figures are manufacturers’ claims. CO2 g/km is the official EC figure and EC mpg is the official ‘Combined’ figure or equivalent.

Key

170/3000 184/3000 251/2000 251/1900 221/4800 273/1600 258/2500 280/1800 343/1625 258/2500 332/1600 228/1350 332/1300 232/2750 68/3600 107/5200 86/4000 177/1400 203/2000 97/4250 214/1600 236/2750 112/4050 125/4250 140/4500 295/2000 265/2000 295/2750 236/1600 295/2500 347/2000 324/2300 339/2500 229/3500 224/3500 116/4500 119/4500 295/2500 142/5600 142/5600 157/6250 145/5900 195/1750 220/3500 101/4000 280/3000 332/2250 101/4750 162/1250 206/1250 236/1250 206/2000 118/4250 177/1600 225/1750 206/2000 206/2000 155/4000 184/4600 206/3600 97/3500 80/5400 203/1700

1035kg 997kg 1320kg 1320kg 1360kg 1315kg 1420kg 1395kg 1520kg 1455kg 1575kg 1420kg 1430kg 1450kg 790kg 935kg 722kg 1240kg 1240kg 975kg 1088kg 1088kg 1045kg 1080kg 1137kg 1488kg 1362kg 1362kg 1392kg 1392kg 1524kg 1467kg 1467kg 1278kg 1275kg 1041kg 1174kg 1378kg 1267kg 1267kg 1233kg 1204kg 1448kg 1300kg 1030kg 1385kg 1480kg 1155kg 1085kg 1160kg 1200kg 1175kg 1075kg 1140kg 1150kg 1160kg 1160kg 1140kg 1090kg 1315kg 865kg 826kg 1160kg

EC mpg

Weight

158/5500 187/5500 237/5750 232/5500 247/6200 228/6000 253/6000 296/5500 362/5500 261/6000 335/5400 218/5000 321/5800 261/6650 68/6000 120/6600 85/6400 154/6000 204/6000 99/6000 179/5700 212/6000 118/6000 138/6750 148/6000 182/3500 247/5500 271/5500 222/6000 256/5500 345/6000 300/6500 345/6000 212/5500 224/6250 123/6300 153/7000 306/6500 198/7800 198/7800 237/8300 197/7400 201/6000 207/5750 102/6000 256/5500 355/6000 104/6000 134/4500 189/4700 228/5200 208/6000 120/6000 181/5500 141/4000 208/6000 215/6000 168/6000 215/7100 215/6000 103/6200 100/7200 197/5800

CO2 g/km

lb ft/rpm

4/1368 4/1369 4/1742 4/1742 6/3179 4/1984 4/1984 4/1984 5/2480 4/1984 5/2480 4/1997 6/2979 6/2996 3/998 4/1587 4/1360 4/1598 4/1598 4/1368 4/1596 4/1596 4/1596 4/1596 4/1999 4/1997 4/1999 4/1999 5/2522 5/2522 4/2261 5/2522 5/2522 4/1998 4/1993 4/1679 4/1679 4/1996 4/1998 4/1998 4/1998 4/1998 4/1591 4/1995 4/1498 4/2261 4/1991 4/1498 3/1499 4/1998 4/1998 4/1598 4/1598 4/1598 4/1995 4/1598 4/1598 4/1598 4/1598 4/1618 4/1587 4/1294 4/1598

Max mph

bhp/rpm

£19,090 £33,055 £28,330 ’10-’14 ’03-’06 £25,595 ’13 £31,230 £40,795 ’06-’12 ’11-’12 £27,060 £32,010 ’05-’10 £8345 ’97-’03 ’87-’92 ’10-’15 ’11-’12 ’06-’11 £17,545 £18,144 ’08-’13 ’08-’13 ’05-’08 £23,295 £22,745 £23,940 ’05-’10 ’08-’11 £29,995 ’09-’11 ’10-’11 ’02-’03 ’92-’96 ’97-’02 ’00-’01 £29,995 ’07-’11 ’09-’10 ’09-’11 ’01-’05 £20,205 ’88-’93 £15,995 ’06-’13 ’12-’15 £10,499 £15,485 £18,840 £23,050 ’11-’15 ’09-’14 ’06-’14 ’11-’14 ’08-’14 ’13-’14 ’02-’06 ’06 £21,995 ’97-’98 ’94-’96 £18,895

0-100mph

Engine cyl/cc

196 D 205 R 199 D 144 D 187 R 211 R 181 R 188 R 210 D 106 R 156 R 176 D 212 R 106 R 126 R 020 R 195 R 142 R 153 D 132 R 207 R 213 R 123 D 132 R 075 D 219 D 207 R 187 D 119 R 137 R 219 R 195 R 181 R 207 R 157 R 095 R 128 R 216 R 102 R 126 D 195 R 075 R 217 D 194 R 132 R 137 R 194 R 190 D 194 D 196 D 211 R 164 R 185 F 149 R 158 D 184 R 195 R 077 R 144 R 208 D 095 R 184 R

bhp/ton

Price

Superminis / Hot Hatches

Issue no.

Abarth 595 Competizione Abarth 695 Biposto Alfa Romeo Giulietta QV Alfa Romeo Giulietta Cloverleaf Alfa Romeo 147 GTA Audi S1 Audi A1 quattro Audi S3 Audi RS3 Sportback Audi S3 Audi RS3 Sportback BMW 125i M Sport BMW M135i BMW 130i M Sport Citroën C1 Citroën Saxo VTS Citroën AX GT Citroën DS3 1.6 THP Citroën DS3 Racing Fiat Panda 100HP Ford Fiesta ST Ford Fiesta ST Mountune Ford Fiesta Zetec S Ford Fiesta Zetec S Mountune Ford Fiesta ST Ford Focus ST TDCi Estate Ford Focus ST Ford Focus ST Mountune Ford Focus ST Ford Focus ST Mountune N Ford Focus RS (Mk3) Ford Focus RS (Mk2) Ford Focus RS500 (Mk2) Ford Focus RS (Mk1) Ford Escort RS Cosworth Ford Puma 1.7 Ford Racing Puma Honda Civic Type R Honda Civic Type R (FN2) Honda Civic Type R Champ’ship White Honda Civic Type R Mugen Honda Civic Type R (EP3) Kia Proceed GT Lancia Delta Integrale Mazda 2 1.5 Sport Mazda 3 MPS Mercedes-Benz A45 AMG MG3 Style Mini Cooper (F56) Mini Cooper S (F56) Mini John Cooper Works (F56) Mini John Cooper Works Coupe (R58) Mini Cooper (R56) Mini Cooper S (R56) Mini Cooper SD (R56) Mini John Cooper Works (R56) Mini John Cooper Works GP (R56) Mini Cooper S (R53) Mini Cooper S Works GP (R53) Nissan Juke Nismo RS Peugeot 106 Rallye (Series 2) Peugeot 106 Rallye (Series 1) Peugeot 208 GTi

Seriously good

0-60mph

Ratings

155 191 182 179 185 176 181 216 242 183 216 156 228 183 87 130 120 126 167 103 167 198 115 130 132 124 184 202 162 187 230 208 239 169 179 120 132 226 158 158 195 166 143 162 107 188 244 91 125 166 193 180 113 161 125 182 188 143 200 166 121 123 173

7.4 5.9 6.0 6.8 6.0 5.8 5.7 5.4 4.3 5.6 4.5 6.4 5.1 6.1 14.2 7.6 9.2 7.2 6.5 9.5 7.4 6.4 9.9 7.9 7.9 8.3 6.5 5.7 6.7 5.8 4.7 5.9 5.6 5.9 6.2 8.6 7.8 5.7 6.8 6.6 5.9 6.8 7.3 5.7 10.4 6.3 4.3 10.4 7.9 6.8 6.3 6.3 9.1 7.0 8.0 7.2 6.3 7.8 6.5 7.0 8.8 10.6 6.8

15.5 12.5 13.6 15.3 22.6 18.4 16.8 14.3 14.2 12.7 14.9 27.6 23.2 17.5 16.9 14.5 10.6 16.7 19.9 17.9

130 143 151 150 153 155 152 155 155 155 155 155 155 155 98 127 110 133 146 115 137 140 120 120 129 135 154 154+ 150 155 165 163 165 143 137 122 137 167 146 146 155 146 143 137 117 155 155 108 130 146 153 149 126 142 134 148 150 135 149 137 121 118 143

155 162 177 162 199 162 189 198 212 154 188 103 155 149 154 138 138 134 134 110 159 169 224 224 175 225 225 170 215 171 135 224 161 136 105 133 155 165 127 136 114 165 165 165 125

43.5 40.3 37.2 23.3 40.4 32.8 40.4 34.9 33.2 31.0 42.8 35.3 34.0 61.4 34.9 42.2 43.5 47.9 48.7 48.7 38.2 67.3 41.5 30.4 30.5 38.2 34.7 38.7 31.0 31.0 31.7 38.2 23.9 48.7 29.4 40.9 48.7 62.8 49.6 42.2 39.8 52.3 48.7 65.7 39.8 39.8 33.6 32.8 39.2 34.0 35.6 47.9

evo rating + Spirited engine, still looks great - Favours fun over finesse + Engineered like a true Abarth product - Desirable extras make this a £50k city car + Still looks good, and now it’s got the 4C’s engine - Pricey, and it has more rewarding rivals + Shows signs of deep talent… - …but should be more exciting + Mk1 Focus RS pace without the histrionics - Slightly nose-heavy + Compliant and engaging chassis; quick, too - Looks dull without options + Polished 253bhp all-wheel-drive A1 - Just 19 for UK, Porsche Cayman price + Lots of grip and one of the best-sounding four-pot turbos - Still a little too clinical + Addictive noise, lighter on its feet than its predecessor - Still a shade sensible + Very fast, very effective, very… err, quality - A little too clinical + Above, with added five-pot character - Again, see above… + Performance, price, running costs - Dull four-pot soundtrack + Powertrain, noise, chassis, price - M235i looks nicer, and has an LSD on its options list + Fantastic engine - Suspension can still get a little boingy + Full of character and insurance-friendly - Insurance friendly power + Chunky, chuckable charger - Can catch out the unwary + Makes terrific use of 85bhp - Feels like it’s made from paper + A proper French hot hatch - Petrolheads might find it too ‘designed’ + Faster, feistier version of above - Not as hardcore as its ‘Racing’ tag suggests + Most fun per pound on the market - Optional ESP can’t be turned off + Chassis, price, punchy performance - Not as powerful as key rivals + One of the best mid-sized hatches made even better - Badge snobbery + Genuinely entertaining supermini - Grown up compared to Twingo/Swift + As above, with a fantastically loud exhaust… - …if you’re 12 years old + Great looks, decent brakes - Disappointing chassis, gutless engine + Performance not sacrificed at the alter of economy - Gets ragged when really pushed + Excellent engine - Scrappy when pushed + Great value upgrade - Steering still not as feelsome as that of some rivals + Value, performance, integrity - Big engine compromises handling + ST takes extra power in its stride - You probably still want an RS + Torque-vectoring 4WD brings new sensations to hot hatch sector - Engine isn’t thrilling + Huge performance, highly capable FWD chassis - Body control is occasionally clumsy + More power and presence than regular Mk2 RS - Pricey + Some are great - Some are awful (so make sure you drive plenty) + The ultimate Essex hot hatch - Unmodified ones are rare , and getting pricey… + Everything - Nothing. The 1.4 is worth a look too + Exclusivity - The standard Puma does it so well + Great on smooth roads - Turbo engine not as special as old NA units; styling a bit ‘busy’ + Looks great, VTEC more accessible - Steering lacks feel, inert balance + Limited-slip diff a welcome addition - It’s not available on the standard car + Fantastic on road and track - There’s only 20, and they’re a tad pricey… + Potent and great value - ‘Breadvan’ looks divide opinion, duff steering + Fun and appealing package - Soft-edged compared to rivals + One of the finest cars ever built - Demands love, LHD only + Fun and funky - Feels tinny after a Mini + Quick, eager and very good value - The steering’s iffy + Blisteringly quick everywhere - Not as rewarding as some slower rivals + Decent chassis, performance and price - Thrashy engine, cheap cabin + Punchy three-cylinder engine, good chassis - Tubby styling + Still has that Mini DNA - Expensive with options; naff dash displays + Fast, agile, super-nimble - OE tyres lack outright grip + The usual raucous Mini JCW experience - But with a questionable ‘helmet’ roof… + Brilliant ride and composure; could be all the Mini you need - You’ll still buy the ‘S’ + New engine, Mini quality - Front end not quite as direct as the old car’s + A quick diesel Mini with impressive mpg - But no Cooper S alternative + A seriously rapid Mini - Occasionally just a little unruly + Brazenly hyperactive - Too much for some roads and some tastes + Strong performance, quality feel - Over-long gearing + Storming engine, agility - Tacky styling ‘enhancements’ + Quirky character and bold styling - Not a match for a pukka hot hatch + Bargain no-frills thrills - Not as much fizz as original 1.3 + Frantic, thrashy fun - Needs caning to extract full potential + Agile chassis works well on tough roads - Could be more involving

videos!

Ford Focus RS

Experience the sound and fury at youtube.com/evo

Ratings

Thrill-free zone

Tepid

Interesting

Seriously good

Our Choice

A truly great car

Best of the Rest

Renaultsport Mégane 275. This generation of Mégane has got better and better with every update, and the 275 is simply sublime.

Optional Öhlins dampers and Cup 2 rubber (taken from the Trophy-R) aren’t essential, but improve things even further.

The Golf R provides a more grown-up but still hugely entertaning alternative to the Mégane, while its relative, the SEAT Leon Cupra 280, is a real buzz, especially with the Sub8 pack (left) and sticky tyres. The Fiesta ST Mountune is our pick of the smaller hatches.

221/1750 243/1900 119/4750 142/5500 142/5500 118/4400 177/1750 206/2000 159/5400 158/5550 148/5250 148/5250 148/5250 147/5400 221/4650 221/3750 126/4500 122/3000 265/3000 265/3000 265/3000 265/3000 265/3000 251/3000 265/2000 229/3000 229/3000 236/1450 184/2000 258/1700 258/1750 221/2200 258/2500 206/2200 184/2000 229/1900 258/1500 258/1500 206/1700 288/3000 347/3400 118/4400 109/4800 206/1900 192/1980 206/2250 295/2500 236/2400 70/3000 236/1450 184/2000 280/1750 258/1500 280/1700 280/1800 207/1700 258/2500 207/1800 236/2500 236/2800 124/4600 109/3500 236/1500

1185kg 1205kg 910kg 1215kg 1199kg 1050kg 1204kg 1204kg 1204kg 1240kg 1110kg 1090kg 1090kg 1011kg 1400kg 1335kg 981kg 855kg 1376kg 1376kg 1387kg 1376kg 1297kg 1387kg 1470kg 1345kg 1220kg 1185kg 1259kg 1300kg 1300kg 1375kg 1375kg 1376kg 1218kg 1315kg 1345kg 1345kg 1395kg 1395kg 1505kg 1045kg 1030kg 1278kg 1166kg 1166kg 1475kg 1393kg 854kg 1280kg 1184kg 1377kg 1351kg 1375kg 1476kg 1318kg 1521kg 1336kg 1510kg 1477kg 960kg 840kg 1347kg

EC mpg

Weight

205/5800 266/6000 130/6000 167/6500 167/6500 131/6750 197/6000 217/6050 197/7100 194/7250 180/6500 180/6500 180/6500 170/6250 251/7150 227/6000 148/6100 118/5750 271/5500 271/5500 261/5500 271/5500 271/5500 247/5500 173/3750 227/5500 227/5500 189/4300 178/6200 286/5600 276/5600 237/5700 261/6000 222/5900 178/6200 130/4000 217/4500 227/4700 197/5100 251/5400 325/5400 134/6900 123/6800 202/5800 189/5850 202/5750 276/5500 237/5600 59/5000 189/4200 178/6200 181/3500 217/4500 286/5350 296/5500 207/5300 266/6000 197/5100 246/6300 237/6250 139/6100 112/5800 227/5000

CO2 g/km

lb ft/rpm

4/1598 4/1598 4/1905 4/1998 4/1998 4/1598 4/1618 4/1618 4/1998 4/1998 4/1998 4/1998 4/1998 4/1998 6/2946 6/2946 4/1988 4/1397 4/1998 4/1998 4/1998 4/1998 4/1998 4/1998 4/1995 4/1998 4/1998 4/1798 4/1390 4/1984 4/1984 4/1984 4/1984 4/1781 4/1390 4/1896 4/1984 4/1984 4/1998 4/2457 4/2457 4/1586 4/1586 4/1598 4/1598 4/1598 4/1998 4/1998 3/999 4/1798 4/1390 4/1968 4/1984 4/1984 4/1984 4/1984 4/1984 4/1984 6/3189 6/3189 4/1781 4/1781 5/2521

Max mph

bhp/rpm

£21,995 £28,250 ’88-’91 ’93-’01 ’98-’99 ’08-’13 £20,445 £21,780 ’09-’13 ’07-’09 ’04-’06 ’04-’06 ’05-’06 ’02-’04 ’03-’05 ’99-’02 ’93-’96 ’87-’91 £23,935 £25,935 ’12-’15 ’14-’15 ’14-’15 ’09-’12 ’07-’09 ’07-’09 ’08-’09 £18,100 ’10-’15 £28,375 ’14-’15 ’07-’11 ’10-’12 ’03-’06 ’10-’14 ’04-’07 £24,230 £26,350 ’05-’13 ’08-’10 ’08-’10 £13,999 ’05-’11 £18,125 ’07-’14 ’11-’13/’14 £27,850 ’05-’11 £8275+ £18,900 ’10-’14 £26,570 £27,135 c£29,000 £30,820 ’09-’13 ’10-’13 ’04-’09 ’06-’09 ’02-’04 ’88-’92 ’82-’84 ’08-’12

0-100mph

Engine cyl/cc

219 R 215 D 195 R 020 R 095 R 175 R 184 R 213 R 195 R 115 R 066 R 187 R 200 R 048 R 057 R 029 R 195 R 195 R 195 R 212 R 215 R 139 R 119 R 195 R 200 R 218 D 183 D 216 R 105 R 139 R 067 R 146 D 077 R 187 D 215 D 163 R 125 D 124 R 175 R 132 R 211 R 154 R 164 R 207 R 102 R 171 R 211 R 154 R 200 D 207 R 218 D 212 R 172 R 140 D 195 R 087 R 053 R 195 R 095 R 122 R

bhp/ton

Price

Peugeot 208 GTi by Peugeot Sport Peugeot 308 GTi 270 Peugeot 205 GTI 1.9 Peugeot 306 GTI 6 Peugeot 306 Rallye Renaultsport Twingo 133 Renaultsport Clio 200 Auto Renaultsport Clio 220 Trophy Renaultsport Clio 200 Cup Renaultsport Clio 197 Cup Renaultsport Clio 182 Renaultsport Clio 182 Cup Renaultsport Clio Trophy Renaultsport Clio 172 Cup Renaultsport Clio V6 255 Renaultsport Clio V6 Renault Clio Williams Renault 5 GT Turbo Renaultsport Mégane 275 Cup-S Renaultsport Mégane Nav 275 Renaultsport Mégane 265 Cup Renaultsport Mégane 275 Trophy Renaultsport Mégane 275 Trophy-R Renaultsport Mégane 250 Cup Renaultsport Mégane dCi 175 Cup Renaultsport Mégane 230 F1 Team R26 Renaultsport Mégane R26.R SEAT Ibiza Cupra SEAT Ibiza Cupra SEAT Leon Cupra 290 SEAT Leon Cupra 280 SEAT Leon Cupra SEAT Leon Cupra R SEAT Leon Cupra R 225 Skoda Fabia vRS (Mk2) Skoda Fabia vRS (Mk1) Skoda Octavia vRS (Mk3) Skoda Octavia vRS 230 (Mk3) Skoda Octavia vRS (Mk2) Subaru Impreza WRXS Subaru Impreza STI 330S Suzuki Swift Sport (Mk2) Suzuki Swift Sport (Mk1) Vauxhall Corsa VXR Vauxhall Corsa VXR Vauxhall Corsa VXR N’ring/Clubsport Vauxhall Astra VXR (Mk2) Vauxhall Astra VXR (Mk1) VW Up/SEAT Mii/Skoda Citigo VW Polo GTI VW Polo GTI VW Golf GTD (Mk7) VW Golf GTI (Mk7) VW Golf GTI Clubsport (Mk7) VW Golf R (Mk7) VW Golf GTI (Mk6) VW Golf R (Mk6) VW Golf GTI (Mk5) VW Golf R32 (Mk5) VW Golf R32 (Mk4) VW Golf GTI 16v (Mk2) VW Golf GTI (Mk1 , 1.8) Volvo C30 T5 R-Design

0-60mph

Car

Issue no.

Superminis / Hot Hatches

176 224 145 139 142 127 166 183 166 161 165 168 168 171 182 173 153 140 200 200 191 200 212 181 119 171 189 162 144 224 216 175 193 164 148 100 164 171 143 180 219 130 121 161 165 176 190 173 70 150 153 134 163 211 204 160 178 150 165 163 147 135 165

6.5 6.0 7.9 7.2 6.9 8.6 6.9 6.6 6.6 6.9 6.6 6.5 6.6 6.5 5.8 5.8 7.6 7.3 6.0 6.0 6.4 5.8 5.8 6.1 8.3 6.2 5.8 6.7 6.9 5.8 5.8 6.3 6.1 6.9 7.3 9.6 6.8 6.7 7.3 5.5 4.4 8.7 8.9 6.5 6.8 6.5 5.9 6.7 14.1 6.7 6.8 7.5 6.5 6.0 5.1 6.4 5.5 6.7 5.8 6.4 7.9 8.1 6.6

20.1 19.2 17.9 16.7 17.5 17.3 17.7 17.0 20.8 14.8 14.6 23.5 16.0 15.1 14.0 16.7 16.5 17.9 15.2 16.3 16.9

143 155 124 140 137 125 143 146 141 134 139 139 140 138 153 145 134 120 158 158 158 159 158 156 137 147 147 146 142 155 155 153 155 150 139 127 154 155 149 130 155 121 124 143 140 143 155 152 99 146 142 143 153 160 155 148 155 145 155 154 129 112 149

125 139 150 144 135 190 174 174 174 174 174 190 145 139 156 149 190 190 148 142 142 175 270 147 165 174 172 178 184 221 105 139 139 109 139 155 165 170 199 203

47.9 47.1 36.7 30.1 30.1 43.5 44.8 47.9 34.5 33.6 34.9 34.9 34.9 23.0 23.0 26.0 28.4 37.7 37.7 37.7 37.7 37.7 34.4 43.5 45.6 47.9 42.2 44.1 34.0 34.9 32.1 45.6 55.4 45.6 45.6 37.7 44.1 39.8 37.7 38.7 34.9 30.7 62.8 47.1 47.9 67.3 47.1 40.9 40.9 38.7 33.2 26.4 24.6 26.6 36.0 32.5

evo rating

+ The most focused small hatch on sale - Nearly £4k more than a Fiesta ST Mountune + A very capable hot hatch… - …that lacks the sheer excitement of the best in class + Still scintillating after all these years - Brittle build quality + One of the great GTIs - They don’t make them like this any more + Essentially a GTI-6 for less dosh - Limited choice of colours + Renaultsport experience for pocket money - Optional Cup chassis gives bouncy ride + Faster, more refined, easier to drive - We miss the revvy nat-asp engine and manual ’box + Improves on the 200 Auto - Still not a match for previous-generation Renaultsport Clios + The hot Clio at its best - They don’t make it anymore + Quick, polished and capable - Not as much sheer fun as 182 Cup + Took hot hatches to a new level - Flawed driving position + Full of beans, fantastic value - Sunday-market upholstery + The most fun you can have on three (sometimes two) wheels - Just 500 were built + Bargain old-school hot hatch - Nervous in the wet, no ABS + Supercar drama without the original’s edgy handling - Uninspired interior + Pocket supercar - Mid-engined handling can be tricky + One of the best hot hatches ever - Can be fragile + Clio Williams’ grand-daddy - Few unmodified ones left + Cup chassis, LSD, the same engine as the Trophy-R, bargain price - A bit basic inside + A more luxurious 275 - Cup chassis is an option + A hot hatch benchmark - Cupholder could be better positioned + Another cracking Trophy model - Stripped-out Trophy-R is even more thrilling + As absorbing as a 911 GT3 RS on the right road - Too uncompromising for some; pricey + Fantastic chassis… - …partially obscured by new-found maturity + A diesel with a genuinely sporty chassis - Could take more power + The car the R26.R is based on - F1 Team stickers in dubious taste + One of the true hot hatch heroes - Two seats, plastic rear windows + Quick, competent, refined, and manual only - Not exciting enough + Punchy engine, unflappable DSG - Lacks engagement, DSG only + As below, but with another 10bhp - As below + Serious pace and agility for Golf GTI money - The Mk7 Golf R + Great engine, composure - Doesn’t have adjustability of old Cupra R + Bold car, blinding engine - Lacks the character of its rival mega-hatches + Cross-country pace, practicality, value - Not as thrilling as some + Well priced, well made, with great engine and DSG ‘box - Dull steering + Fascinatingly fun and frugal hot hatch - A little short on steering feel + Quick, agile, roomier than a Golf - Ride is harsh for what could be a family car + Limited-slip diff makes for a sharper steer - It could handle more than the extra 10bhp + Drives like a GTI but costs much less - Green brake calipers? + An improvement over the basic WRX - Still not the WRX we wanted + A bit quicker than the STI… - …but not better + The Swift’s still a great pocket rocket - But it’s lost a little adjustability + Entertaining handling, well built - Lacking in steering feedback + Begs to be wrung out - You’ll need the £2400 Performance Pack + Looks snazzy, punchy engine - Lacks feel, uncouth compared with rivals + VXR gets more power and a limited-slip diff - But they come at a price + Better than the car it replaces; loony turbo pace - Lacks RS Mégane’s precision + Fast and furious - Lacks a little composure and precision + Accomplished city car is dynamically sound… - …but predictably slow + Smooth and brawny - Fiesta ST is more engaging + Modern-day mk1 Golf GTI gets twin-clutch DSG - It’s a little bit bland + Pace, fuel economy, sounds good for a diesel - Lacks the extra edge of the GTI + Brilliantly resolved - Mégane 265 beats it as a pure drivers’ car + A faster, sharper, more entertaning GTI - Some rivals are more exciting on track + A VW ‘R’ model you can take seriously - Mégane 275 just edges it as a pure drivers’ car + Still a very accomplished hot hatch - 207bhp isn’t a lot any more + Great engine, tremendous pace and poise - High price, ACC only optional + Character and ability: the GTI’s return to form - Lacking firepower? + Traction’s great and you’ll love the soundtrack - We’d still have a GTI + Charismatic - Boomy engine can be tiresome + Still feels everyday useable - Very hard to find a standard one + The car that started it all - Tricky to find an unmolested one + Good-looking, desirable Volvo - Lacks edge of best hatches. Avoid auto

Don’t miss out on these great evo playlists…

Track battles

Motoring adventures

Lap times

Behind the scenes

Ratings

Thrill-free zone

Tepid

Interesting

Seriously good

Our Choice

A truly great car

Best of the Rest

BMW M5. The turbocharging of BMW’s M-cars met with scepticism, but the current M5’s 4.4-litre twin-turbo V8 feels a perfect fit. It’s a brutally fast car, and there are clever (and useable) adjustable driving modes. The ‘30 Jahre’ special edition, which has an extra 40bhp, is especially worth a look.

Mercedes’ E63 AMG offers intoxicating performance, especially with the S upgrade (pictured). BMW’s M3 is an appealing allround package, but its C63 AMG rival has more approachable limits. If you must have an SUV, take a look at BMW’s X6 M or Porsche’s Macan Turbo, Macan GTS or Cayenne GTS.

Max mph

CO2 g/km

EC mpg

1585kg 1610kg 1495kg 1920kg 2040kg 1990kg 1990kg 1430kg 1685kg 1700kg 1795kg 1650kg 1620kg 1595kg 1910kg 1935kg 2025kg 1865kg 1920kg 1945kg 1990kg 1655kg 2342kg 2400kg 2347kg 2610kg 2610kg 1495kg 1430kg 1540kg 1585kg 1520kg 1605kg 1580kg 1685kg 1870kg 1755kg 1795kg 1653kg 1431kg 1875kg 2190kg 2265kg 2305kg 2020kg 1850kg 1928kg 1305kg 1220kg 1306kg 1750kg 1590kg 1635kg 1675kg 1800kg 1800kg 1892kg 1700kg 1805kg

0-100mph

516/1500 442/3000 332/2000 538/2800 538/2800 465/5500 443/5000 280/1800 324/2900 302/3500 317/4000 317/5500 325/2500 302/3000 398/3000 516/1750 479/1500 413/1950 516/1750 406/1400 553/2500 332/1600 487/1700 590/1600 664/1350 752/1750 811/1750 280/1750 258/1250 413/2000 295/1200 406/1850 295/3900 324/3750 295/1200 501/1500 384/6100 369/3800 295/4750 251/4500 501/1500 546/2000 553/2200 502/1500 480/2000 811/2100 551/3800 214/3500 204/4500 158/6700 402/5000 332/4500 332/4500 516/2000 461/2500 501/2500 501/2500 442/2000 502/2500

bhp/ton

Weight

345/4000 404/5500 211/4000 533/5200 533/5200 552/6650 470/6000 296/5500 328/5500 339/7000 444/8250 414/7800 375/6100 315/6500 429/6800 552/5700 572/6250 444/5700 552/5700 414/5000 597/6100 335/5300 500/6000 616/6000 600/5000 505/4200 530/4200 181/4000 242/5000 254/4000 302/5800 425/5500 414/8300 444/8300 302/5800 552/6000 500/7750 394/6600 340/6900 282/6500 552/6000 376/4000 567/6000 547/6000 449/5500 720/5100 556/6100 220/6250 204/6000 209/7200 359/6800 335/6500 375/6500 296/4000 503/6000 542/6500 542/6500 271/4000 542/6500

0-60mph

lb ft/rpm

Engine cyl/cc

192 D £46,950 6/2993 188 D £54,950 6/2979 120 R ’08-’12 4/1995 149 D £75,150 8/4395 134 D £98,800 8/4395 201 D £147,950 12/5935 141 R ’10-’13 12/5935 192 D £33,540 4/1984 166 D £39,610 6/2995 073 D ’05-’08 8/4163 216 R ’12-’15 8/4163 088 R ’05-’08 8/4163 192 R ’00-’02 6/2671 214 R ’94-’95 5/2226 091 D ’06-’11 10/5204 203 R £77,995 8/3993 116 R ’08-’10 10/4991 052 R ’02-’04 8/4172 208 R £84,480 8/3993 171 D £63,375 8/3993 217 D £97,700 8/3993 206 D £45,495 5/2480 200 D £142,800 8/3997 185 D £153,300 12/5998 217 D £160,200 12/5950 178 F £229,360 8/6752 210 D £252,000 8/6752 168 R £29,475 4/1995 165 D £30,470 4/1997 180 D £36,975 6/2993 203 D £41,865 6/2979 211 R £56,590 6/2979 123 R ’08-’11 8/3999 179 R ’11-’12 8/4361 141 D £44,560 6/2979 208 R £73,960 8/4395 129 R ’04-’10 10/4999 110 R ’99-’03 8/4941 110 R ’92-’96 6/3795 182 R ’86-’88 6/3453 190 D £98,145 8/4395 191 D £64,525 6/2993 212 D £93,080 8/4395 134 D ’09-’15 8/4395 174 D £71,575 8/4395 119 R c£330,000 12/6233 148 R £67,030 8/6162 141 R ’90-’93 4/1993 ’86-’90 4/1993 012 R ’98-’03 4/2157 195 D £39,995 6/3498 213 D £44,865 6/2995 214 D £49,945 6/2995 219 D £49,945 6/2993 181 D ’09-’15 8/5000 208 R ’13-’15 8/5000 203 R ’14-’15 8/5000 148 D £58,690 6/2993 191 D £91,755 8/5000

bhp/rpm

Alpina D3 Biturbo (F30) Alpina B3 Biturbo (F30) Alpina D3 (E90) Alpina B5 Biturbo Alpina B7 Biturbo Aston Martin Rapide S Aston Martin Rapide Audi S3 Saloon Audi S4 (B8) Audi S4 (B7) Audi RS4 Avant (B8) Audi RS4 (B7) Audi RS4 (B5) Audi RS2 Audi S6 Audi RS6 Avant (C7) Audi RS6 Avant (C6) Audi RS6 Avant (C5) Audi RS7 Audi S7 Audi S8 Plus Audi RS Q3 Bentley Flying Spur V8 Bentley Flying Spur Bentley Bentayga Bentley Mulsanne Bentley Mulsanne Speed BMW 320d (F30) BMW 328i (F30) BMW 330d M Sport (F30) BMW 435i Gran Coupe BMW M3 (F80) BMW M3 (E90) BMW M3 CRT (E90) BMW 535i (F10) BMW M5 (F10M) BMW M5 (E60) BMW M5 (E39) BMW M5 (E34) BMW M5 (E28) BMW M6 Gran Coupe BMW X5 M50d BMW X6 M BMW X6 M BMW 750i Brabus Bullit Cadillac CTS-V Ford Sierra RS Cosworth 4x4 Ford Sierra RS Cosworth Honda Accord Type R Infiniti Q50S Hybrid Jaguar XE S Jaguar XF S N Jaguar XF S Diesel Jaguar XFR Jaguar XFR-S Jaguar XFR-S Sportbrake Jaguar XJ 3.0 V6 Diesel Jaguar XJR

Price

Car

Issue no.

Saloons / Estates / 4x4s

221 255 143 282 265 282 240 210 198 206 251 255 236 201 228 290 287 242 292 216 305 206 217 261 260 197 206 123 172 168 194 284 262 285 182 300 289 223 209 200 299 155 245 241 226 395 293 159 169 163 208 214 233 180 284 306 291 162 302

4.6 4.2 6.9 4.5 4.6 4.2 5.2 5.3 4.9 5.4 4.5 4.5 4.8 4.8 5.2 3.6 4.3 4.8 3.9 4.6 3.8 4.8 4.9 4.3 4.0 5.1 4.8 7.4 5.8 5.6 5.5 4.1 4.9 4.4 6.1 4.3 4.7 4.9 5.9 6.2 4.2 5.3 4.2 4.7 4.7 3.8 3.9 6.6 6.2 6.1 5.1 4.9 5.0 5.8 4.8 4.4 4.6 6.0 4.4

10.5 10.9 12.1 13.1 8.2 9.7 11.6 8.6 10.7 10.4 11.5 13.6 17.4 10.2 -

173 190 152 198 194 203 188 155 155 155 174 155 170 162 155 155 155 155 155 155 155 155 183 200 187 184 190 146 155 155 155 155 165 180 155 155 155 155 155 151 155 155 155 171 155 217 191 144 143 142 155 155 155 155 155 186 186 155 174

139 177 244 230 300 355 162 190 249 299 229 333 229 225 229 203 254 343 296 342 342 120 149 129 174 204 290 295 185 232 232 173 258 325 199 365 144 194 198 144 270 270 297 167 270

53.3 37.2 52.3 26.9 28.5 21.9 26.4 34.9 26.4 17.0 18.0 22.4 28.8 20.2 19.3 28.8 28.2 32.1 25.9 19.0 21.6 19.3 19.3 61.4 44.8 57.6 34.9 32.1 22.8 34.9 28.5 19.6 28.5 42.8 25.4 20.3 18.1 24.4 29.4 45.6 34.9 34.0 51.4 24.4 24.4 22.2 46.3 24.4

evo rating

+ 173mph from a 3-litre diesel! Brilliant chassis, too - Auto only + Understated appearance, monster performance - E90 M3 is better on the limit + Excellent chassis, turbodiesel oomph - Rather narrow powerband + Big performance and top-line luxury - Driver not really involved + Massive performance and top-line luxury - Feels its weight when hustled + Oozes star quality; gearbox on 2015MY cars a big improvement - It’s cosy in the back + Better than its DB9 sibling - More a 2+2 than a proper four-seater + On paper a match for the original S4 - In reality much less interesting + Great powertrain, secure chassis - The RS4 + Effortless V8, agile handling - Lacks ultimate finesse of class leaders + Looks and sounds the part, thunderously fast - Unnatural steering, dull dynamics + 414bhp at 7800rpm! And there’s an estate version too - Busy under braking + Effortless pace - Not the last word in agility. Bends wheel rims + Storming performance (thanks to Porsche) - Try finding one + Even faster, and discreet with it - Very muted V10 + Performance, foolproof powertrain, looks - Feels a bit one-dimensional + The world’s most powerful estate - Power isn’t everything + The ultimate estate car? - Numb steering + Stonking performance, great looks - Numb driving experience + Looks and drives better than S6 it’s based on - Costs £8000 more + Fantastic drivetrain, quality and refinement - Dynamic Steering feels artificial + Surprisingly characterful; better than many RSs - High centre of gravity + Effortless performance with real top-end kick - Determinedly unsporting + More power than old Flying Spur Speed - Feels its weight; engine sounds dull + Sublime quality, ridiculous pace, capable handling - Inert driving experience, SUV stigma + Drives like a modern Bentley should - Shame it doesn’t look like one too + Characterful; superb build quality - A bit pricey… + Fleet-friendly new Three is economical yet entertaining - It’s a tad noisy + New-age four-pot 328i is great all-rounder - We miss the six-cylinder soundtrack + Great engine, fine handling, good value - Steering confuses weight with feel + Superb straight-six, fine ride/handling balance - 335i saloon weighs and costs less + Looks, performance, practicality - Body control on rough roads; engine lacks character + Every bit as good as the E92 M3 coupe - No carbon roof + Saloon chassis + weight savings + GTS engine = best E90 M3 - Just 67 were made + New 5-series impresses… - But only with all the chassis options ticked + Twin-turbocharging suits all-new M5 well - Can feel heavy at times + Close to being the ultimate supersaloon - SMG gearbox feels old-tech + Magnificent V8-engined supersaloon - We’d be nit-picking + The Godfather of supersaloons - The family can come too + The original storming saloon - Understated looks + Enormous performance, stylish looks - Price tag looks silly next to rivals, M5 included + Straight-line pace - Driving experience identical to standard X5, despite the M badge + Big improvement on its predecessor - Coupe roofline still of questionable taste + Fast, refined and comfortable - But it definitely lacks the M factor + Well specced, impressively refined - Lags far behind the Mercedes S-class + Seven hundred and twenty bhp - Three hundred thousand pounds + It’ll stand out among M-cars and AMGs - But the novelty might wear off + Fast and furious - Try finding a straight one + Road-going Group A racecar - Don’t shout about the power output! + One of the finest front-drivers of all time - Lack of image + Good powertrain, promising chassis - Lacklustre steering, strong rivals + Great chassis; neat design - V6 loses appeal in the real world + Outstanding ride and handling balance - Engine lacks appeal + Great chassis, good looks, better engine than V6 petrol - It’s still a diesel + Brilliant blend of pace and refinement - Doesn’t sound as special as it is + XF gets turned up to 12 - Tyres aren’t cheap + Looks fantastic, huge performance, nice balance - Not as sharp as the saloon + A great Jaguar - But not as great as the XJR… + Hot-rod vibe, fine cabin - Opinion-dividing looks

www.evo.co.uk

179

Ratings

3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car

310/1750 372/5200 419/4200 406/1750 406/4500 406/1750 479/2250 361/4750 361/4750 333/4500 339/4250 177/5500 332/2250 332/2250 479/1750 479/1750 516/1750 442/5000 376/4000 531/1750 590/1750 516/1750 465/5200 465/5200 516/2650 664/2250 590/1750 516/1700 464/2650 560/1750 560/1750 516/1750 560/2000 300/3500 363/3500 322/3500 387/3500 321/4600 363/3200 289/3500 289/3500 282/3500 275/2750 383/1750 383/3500 516/2250 590/2250 339/1450 369/1650 406/1350 442/1600 380/3500 533/2250 590/2500 251/1900 546/1750 460/2500 501/3500 516/1750 575/1500 531/3500 300/4000 300/4000 310/3000 289/4000 332/3750 299/4000 214/4000 260/4000 258/3500 265/3200 687 442 321/5250 262/1800 545/3850 369/3000

1863kg 1714kg 1658kg 1810kg 1810kg 1860kg 1900kg 1990kg 1990kg 1930kg 1930kg 1360kg 1510kg 1510kg 1640kg 1710kg 1655kg 1655kg 1635kg 1770kg 1795kg 1765kg 1765kg 1765kg 1760kg 1995kg 1795kg 1795kg 1905kg 2270kg 2275kg 2270kg 2475kg 1590kg 1560kg 1590kg 1560kg 1400kg 1400kg 1410kg 1400kg 1360kg 1365kg 1870kg 1925kg 1970kg 1995kg 1865kg 1895kg 1925kg 2110kg 2085kg 2185kg 2235kg 1670kg 2359kg 2335kg 2335kg 2360kg 2360kg 2560kg 1534kg 1505kg 1410kg 1495kg 1495kg 1470kg 1235kg 1283kg 1235kg 1270kg 2239kg 2100kg 1825kg 1580kg 1834kg 1759kg

poc k et buying guide Nissan 370Z

Years 2009-present Engine V6, 3696cc Power 326bhp @ 7000rpm Torque 269lb ft @ 5200rpm 0-62mph 5.4sec Top speed 155mph

EC mpg

Weight

187/3500 417/6600 377/5200 325/5000 404/5500 404/5500 523/6800 425/7000 433/7000 394/7000 396/7000 201/6750 355/6000 355/6000 469/5500 469/5500 503/5500 451/6800 367/5250 549/5500 577/5500 518/5250 518/6800 507/6800 476/6100 577/5500 577/5500 518/5250 507/6100 577/5500 577/5500 518/5250 537/5500 290/6500 354/6500 324/6500 403/6500 345/6800 366/6887 276/6500 305/6800 276/6500 276/6500 414/6000 434/6700 493/6000 542/6000 335/5500 355/6000 394/6000 434/6000 414/6500 513/6000 562/6000 237/6000 334/3500 503/6000 542/6000 334/3500 563/5250 453/5350 296/6000 296/6000 266/5700 276/6000 316/6000 300/6000 215/5600 276/6500 237/6000 276/6000 691 416 321/5250 276/5500 576/6150 345/5250

CO2 g/km

lb ft/rpm

4/2179 8/4969 6/3615 6/2979 6/2979 6/2979 8/3798 8/4691 8/4691 8/4244 8/4244 4/2498 4/1991 4/1991 8/3982 8/3982 8/3982 8/6208 8/5439 8/5461 8/5461 8/5461 8/6208 8/6208 8/5439 8/5461 8/5461 8/5461 8/6208 8/5461 8/5461 8/5461 8/5461 4/1998 4/1998 4/1998 4/1998 4/1997 4/1997 4/1997 4/1997 4/1997 4/1997 6/2997 8/4806 8/4806 8/4806 6/2997 6/2997 6/3604 6/3604 8/4806 8/4806 8/4806 4/1999 8/4367 8/5000 8/5000 8/4367 12/6592 12/6749 4/2457 4/2457 4/2457 4/2457 4/2457 4/1994 4/1994 4/1994 4/1994 4/2212 515kW 310kW 6/2792 6/2792 8/6162 6/2953

Max mph

bhp/rpm

£32,395 '07-'12 ’91-’93 £52,615 £63,760 £80,115 £108,185 ’08-’12 ’08-’12 ’04-’08 ’07-’08 ’89-’92 £42,270 £44,595 £59,800 £61,260 £66,545 ’07-’14 ’04-’08 £74,115 £84,710 ’11-’13 ’09-’11 ’06-’09 ’03-’06 £119,835 £86,500 ’11-’14 ’06-’11 £94,405 £96,555 £87,005 £124,000 '08-'13 '08-'13 ’08-’12 ’09-’10 ’05-’07 ’05-’07 ’03-’04 ’03-’05 ’02-’03 ’00-’01 £86,080 £93,391 £108,006 ’11-’13 £43,648 £55,188 £59,648 £72,523 ’12-’15 £93,574 £118,455 £46,660 £84,350 £84,350 £95,150 £80,850 £216,864 £310,200 £28,995 ’10-’13 ’07 ’05-’07 ’07 ’03-’05 ’98-’00 ’00-’01 ’99 ’98-’99 £79,080 ’14 £29,824 ’06-’09 £54,499 £49,775

0-100mph

Engine cyl/cc

205 D 151 R 170 R 186 D 198 D 184 D 179 D 137 R 141 R 085 R 113 D 185 F 186 D 205 R 209 D 216 R 211 R 151 R 088 R 187 D 208 R 165 R 134 D 096 D 052 R 191 D 199 D 178 R 099 R 218 D 213 D 176 R 172 D 118 R 122 D 134 R 181 R 088 R 181 R 055 R 057 R 031 R 200 R 186 D 208 R 137 R 159 D 205 R 217 D 207 D 211 D 173 D 212 D 184 D 160 D 186 D 212 D 180 D 186 D 054 R 201 R 151 D 109 D 090 R 105 R 073 R 011 R 200 R 187 R 188 R 208 D 196 R 189 D 102 D 215 D 197 D

bhp/ton

Price

Land Rover Discovery Sport Lexus IS F Lotus Carlton Maserati Ghibli Maserati Ghibli S Maserati Quattroporte S Maserati Quattroporte GTS Maserati Quattroporte S Maserati Quattroporte Sport GTS Maserati Quattroporte Maserati Quattroporte Sport GTS Mercedes-Benz 190E 2.5-16 Mercedes-Benz CLA45 AMG Mercedes-Benz GLA45 AMG Mercedes-AMG C63 Mercedes-AMG C63 Estate Mercedes-AMG C63 S Mercedes-Benz C63 AMG Mercedes-Benz C55 AMG Mercedes-AMG E63 Mercedes-AMG E63 S Mercedes-Benz E63 AMG (W212) Mercedes-Benz E63 AMG (W212) Mercedes-Benz E63 AMG (W211) Mercedes-Benz E55 AMG Mercedes-Benz S63 AMG L Mercedes-Benz CLS63 AMG S Mercedes-Benz CLS63 AMG Mercedes-Benz CLS63 AMG Mercedes-Benz GLE63 AMG S Mercedes-Benz GLE63 AMG S Coupe Mercedes-Benz ML63 AMG Mercedes-Benz G63 AMG Mitsubishi Evo X FQ-300 SST Mitsubishi Evo X FQ-360 Mitsubishi Evo X FQ-330 SST Mitsubishi Evo X FQ-400 Mitsubishi Evo IX FQ-340 Mitsubishi Evo IX MR FQ-360 Mitsubishi Evo VIII Mitsubishi Evo VIII MR FQ-300 Mitsubishi Evo VII Mitsubishi Evo VI Mäkinen Edition Porsche Panamera 4S Porsche Panamera GTS Porsche Panamera Turbo Porsche Panamera Turbo S Porsche Macan S Porsche Macan GTS Porsche Macan Turbo Porsche Cayenne GTS (Mk2, V6) Porsche Cayenne GTS (Mk2, V8) Porsche Cayenne Turbo (Mk2) Porsche Cayenne Turbo S (Mk2) Range Rover Evoque Coupe Si4 Range Rover Sport SDV8 Range Rover Sport V8 Supercharged Range Rover Sport SVR Range Rover SDV8 Rolls-Royce Ghost Rolls-Royce Phantom Subaru WRX STI Subaru WRX STI Subaru Impreza WRX GB270 Subaru Impreza STI Subaru Impreza RB320 Subaru Impreza WRX STI PPP Subaru Impreza Turbo Subaru Impreza P1 Subaru Impreza RB5 (PPP) Subaru Impreza 22B Tesla Model S P85D Tesla Model S Performance Vauxhall Insignia VXR SuperSport Vauxhall Vectra VXR Vauxhall VXR8 GTS Volvo V60 Polestar

0-60mph

Car

Issue no.

Saloons / Estates / 4x4s

100 247 231 182 227 221 280 216 221 207 208 147 239 239 291 279 309 277 228 315 327 298 298 292 271 294 327 293 270 258 258 232 220 185 231 207 262 250 266 199 221 206 205 225 229 254 276 183 190 208 209 202 239 255 144 144 219 236 144 242 180 196 200 192 188 215 207 177 219 195 220 314 201 179 177 319 199

9.8 4.7 4.8 5.6 5.0 5.1 4.7 5.1 5.1 5.1 5.5 7.2 4.6 4.8 4.1 4.2 4.0 4.4 5.2 4.2 4.1 4.2 4.5 4.5 4.8 4.4 4.1 4.2 4.5 4.2 4.2 4.7 5.4 5.2 4.1 4.4 3.8 4.3 3.9 5.1 4.8 5.0 4.6 4.8 4.4 3.6 3.7 5.4 5.2 4.5 5.2 5.6 4.5 4.1 7.0 6.5 5.0 4.5 6.5 4.7 5.7 5.2 5.1 5.2 5.3 4.8 5.2 5.4 4.9 5.0 5.0 3.2 4.2 5.6 6.1 4.2 5.0

10.9 10.6 12.1 9.7 10.2 13.9 10.9 13.0 8.9 11.1 12.9 14.6 13.3 14.1 13.1 -

117 173 176 163 177 177 190 174 177 171 167 142 155 155 155 155 155 160 155 155 155 155 155 155 155 155 155 155 155 155 155 155 130 155 155 155 155 157 157 157 157 140 150 177 178 188 190 157 159 165 163 162 173 176 135 140 155 162 140 155 149 158 158 143 158 155 148 144 150 143 150 155 130 170 161 155 155

159 270 223 242 242 274 365 365 161 175 192 196 192 280 230 229 230 295 237 231 231 345 276 278 276 322 256 328 256 328 208 249 270 270 204 212 208 228 251 261 267 199 219 298 298 229 317 377 242 243 0 0 249 363 237

46.3 24.4 17.0 29.4 27.2 27.2 23.9 18.0 18.0 17.9 24.4 31.0 37.7 34.5 33.6 34.5 23.5 23.7 28.8 28.8 28.8 22.4 19.8 21.9 27.9 28.5 28.5 19.5 23.9 23.7 23.9 26.2 19.9 20.5 20.4 31.7 26.4 24.6 24.6 31.4 30.7 30.7 28.3 26.4 25.2 24.6 33.6 21.7 21.7 32.5 20.8 18.0 27.2 26.9 25.9 27.2 25.0 n/a n/a 26.6 27.4 18.5 27.7

evo rating + Style, packaging, refinement - Will need to prove Sport tag in UK + Shockingly good Lexus - The M3’s available as a (second hand) four-door too + The Millennium Falcon of saloon cars - Every drive a work-out + Bursting with character; good value compared to Quattroporte - It’s still a big car + Stands out from the crowd; sounds good too - Chassis lacks finesse, engine lacks reach + Tempting alternative to V8 - Feel-free steering, secondary ride lacks decorum + Performance, sense of occasion - Lacks the charisma and edge of its predecessor + A QP with the bhp it deserves - Grille is a bit Hannibal Lecter + The most stylish supersaloon - Slightly wooden brakes, unforgiving ride + Redefines big-car dynamics - Don’t use auto mode + Best Quattroporte chassis so far - More power wouldn’t go amiss + M-B’s M3 alternative - Not as nimble as the Beemer + Strong performance, classy cabin - Pricey compared to A45 AMG hatchback + An aggressive and focused sports crossover - Low on driver interaction + Fast and feelsome - Lacks the ultimate finesse and response of the C63 S + Much more fun than it looks - Gearbox dim-witted at low speeds + Tremendous twin-turbo V8 power - Not quite as focused as an M division car + Monstrous pace and extremely engaging - Same-era M3 is just a little better… + Furiously fast, commendably discreet - Overshadowed by M3 and RS4 + Power, response and accuracy in spades - A little lacking in originality + Effortless power; intuitive and approachable - Dim-witted auto ’box + Turbo engine doesn’t dilute E63 experience - Sometimes struggles for traction… + As below, but with an extra 11bhp and squarer headlights - Steering still vague + Brilliant engine, indulgent chassis - Vague steering, speed limits + M5-humbling grunt, cosseting ride - Speed limits + Monster pace - Average steering feel + Remains quick and characterful - Dated gearbox, no four-wheel drive option in the UK + Monster performance, 549bhp an option - Not as desirable as a Bentley or Aston + Beauty, comfort, awesome performance - M5 has the edge on B-roads + Stonking pace, extreme refinement - Feels remote + Subtler than an X6 M - More force than finesse + Great engine, surprisingly good dynamics - £85K buys a Boxster and an ML350… + It exists; epic soundtrack - Ancient chassis, silly price + Evo gets twin-clutch transmission - Not as exciting as it used to be + Ridiculously rapid new Evo - A five-speed gearbox?! + Great engine and gearbox combo - It still lives in the shadow of the Evo IX + Most powerful factory Evo ever… - …about X grand too much when new + Gives Porsche drivers nightmares - Points. Lots of + Well-executed engine upgrades - Prison food + The Evo grows up - Brakes need beefing up + Extra pace, extra attitude - Extra money + Terrific all-rounder - You tell us + Our favourite Evo - Subtle it is not + Strong performance and typically fine Porsche chassis - Misses characterful V8 of old ‘S’ + Vivacious V8, entertaining balance - Can feel light on performance next to turbo’d rivals + Fast, refined and dynamically sound - It still leaves us cold + Pace, excellent ergonomics - Steering feel, ride + No less compelling than the Turbo - Although lacks its ultimate speed and agility + Handles like an SUV shouldn’t - Still looks like an SUV + Doesn’t feel like an SUV - Not a match for a proper sports saloon + The driver’s Cayenne… - …but why would a driver want an SUV? + Dynamically the best SUV of its era - At two tons, it’s still no sports car + Remarkable performance, handling, completeness - Vague steering, dated engine + More power and torque than a Zonda S 7.3 - In an SUV + Striking looks, sporting dynamics - Hefty price, and petrol version is auto-only + A brilliant long-distance machine - Doesn’t live up to the ‘Sport’ branding + Deceptively quick and capable sports SUV - It’s still got a weight problem + Characterful drivetrain; genuine off-road ability - Not a match for its rivals on the road + Lighter, more capable, even more luxurious - Diesel V6 model feels more alert + It’s quicker than you think - It’s more enjoyable driven slowly + Rolls reinvented for the 21st Century - The roads are barely big enough + Fast Subaru saloon returns (again) - Without a power increase + Fast Subaru saloon returns - Without the blue paint and gold wheels + Fitting final fling for ‘classic’ Impreza - End of an era + Stunning to drive - Not so stunning to look at + Fitting tribute to a rallying legend - Too hardcore for some? + A Subaru with real edge - Bit too edgy in the wet + Destined for classic status - Thirsty + Ultimate old-shape Impreza - Prices reflect this + Perfect blend of poise and power - Limited numbers + The ultimate Impreza - Doesn’t come cheap + Dual motors and 4WD equals extraordinary acceleration - Lack of charging points + Intoxicating performance, soothing refinement - Generic styling, charging limitations + A 170mph Vauxhall - Should be a more engaging steer + Great engine, effortless pace, good value - Numb steering, lumpy ride + Monster engine; engaging driving experience - Woeful interior + First Volvo to get a full Polestar makeover - Still a close relative of the standard V60

Why Would you?

Because it has rear-wheel drive, a gutsy V6 engine and a reputation for reliability. It may not be the last word in finesse, but it has a unique character and, above all else, is bloody good fun.

What to pay

Early, high-mileage examples start around £13k. £15k-20k gets a low-mileage 2010/2011 car. Nismo versions are available from £25k.

33332 33334 33333 33332 33342 33332 33332 33334 33332 33334 33334 33332 33322 33332 33334 33334 33334 33333 33332 33334 33334 33334 33332 33332 33332 33332 33332 33332 33332 33342 33332 33332 33322 33342 33332 33332 33342 33333 33333 33334 33334 33333 33333 33342 33334 33342 33342 33332 33334 33334 33334 33334 33332 33332 33332 33332 33332 33342 33332 33332 33332 33332 33334 33334 33332 33334 33334 33333 33333 33333 33333 33334 33334 33342 33332 33332 33342

What to look out for

Ensure the servicing schedule has been followed, as oil that’s in poor condition can lead to overheating. On manual cars, check the Synchro Rev system works on every downshift. Listen for suspension clonks or knocks – it could be a worn drop link. Early cars had weak hatch springs, so check they’re strong enough to pop the hatch clear of the latch. (Full guide, evo 215.)

www.evo.co.uk

181

Protect yourself from the Asteriod Belt Generation 2 Self Healing Protection has Arrived.

Having brought the first Generation of Self Healing Film to the UK two years ago, our Technicians have added the latest Second Generation self healing Protective technology to our Inventory.

In your intergalactic travels protecting yourself from those micro meteor impacts has never been more important. We all know respraying your ship in some far off location is a bit of a pain, much better to not have to. Best of all though wear and tear from scratches picked up in your travels is very disconcerting to the Locals; abductions go much easier when you have a scratch free shiny ship when visiting Earth.

For the best paint protection in the Galaxy drop in to planet earth and contact our specialists on 01733 390777, or fire up the Intergalactic net and warp to www.paintshield.co.uk and they will get you protected and on your way in next to no time (theory of relativity applies).

Paintshield Ltd · Unit 4 · Morley Court · Morley Way · Peterborough · Cambridgeshire · PE2 7BW t: 01733 390777 · f: 01733 390778 · web: www.paintshield.co.uk · e: info@paintshield.co.uk

stone chip protection combat swirl marks self-healing technologies protect from · stone chips · swirl marks · bird lime · brake fluid & oil resistant

concours winning finish best in class for durability

01733 390777 f: 01733 390778 t:

e: info@paintshield.co.uk w: www.paintshield.co.uk

Ratings

3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car

Our Choice

Best of the Rest

Porsche Boxster Spyder. The Boxster is the benchmark in its class for a good reason: it’s simply a fabulous all-rounder.

The new Spyder, which gets the 3.8-litre engine from the 911 Carrera S, would be our pick, but the 3.4-litre GTS and S, and even the basic 2.7, are all true five-star cars, too.

Lotus’s Exige S Roadster counters the Boxster with a more focused driving experience, while the more-affordable Elise continues to defy its age. Jaguar’s F-type also impresses in both V6 (left) and V8 forms, but for the ultimate thrills, get a Caterham 620R, Ariel Atom or Radical.

pa s t master It ate GT3s for breakfast and was the most desirable TVR yet. Here’s what Richard Meaden thought

CO2 g/km

EC mpg

940kg 1675kg 1815kg 550kg 550kg 500kg 550kg 550kg 550kg 670kg 1710kg 1690kg 1745kg 1760kg 1815kg 1810kg 1450kg 1455kg 1510kg 1875kg 1920kg 1845kg 1660kg 540kg 2395kg 2395kg 2420kg 2395kg 1600kg 1505kg 1310kg 1410kg 1375kg 1740kg 1750kg 1810kg 1655kg 1585kg 490kg 540kg 560kg 560kg 572kg 565kg 539kg 520kg 535kg 515kg 506kg 520kg 500kg 460kg 695kg 1729kg 1735kg 1260kg 1587kg 1604kg 1665kg 1585kg 1665kg 1725kg 1725kg 875kg 818kg 818kg 876kg

Max mph

258/2200 354/4750 516/1500 169/7200 243/6100 155/5200 162/7200 188/6000 284/7750 221/4300 346/5750 361/5000 457/5750 420/5750 443/5000 420/5750 280/1800 258/2500 332/1600 325/2900 317/4000 317/5500 317/6000 206/6000 487/1700 502/1700 605/1700 590/2000 332/1300 295/1300 232/2750 269/4900 258/4900 295/1200 406/1850 295/3900 269/5000 369/3800 79/3400 122/4100 143/6100 150/6300 219/7350 200/6200 120/5350 120/5790 143/6100 139/6000 177/7200 300/8500 130/5000 155/7200 350/1750 557/4750 372/5000 153/7500 332/3500 339/3500 501/3500 501/2500 461/2500 461/2500 502/2500 310/3200 295/3300 229/2000 118/4400

0-100mph

4/1742 237/6000 8/4691 450/7000 6/2993 345/4000 4/1998 310/8400 4/1998 350/8400 4/1998 245/8200 4/1998 300/8200 4/1998 270/8300 8/3000 475/10,500 4/2354 235/7200 8/4735 420/7000 8/4735 430/7300 12/5935 565/6750 12/5935 510/6500 12/5935 470/6000 12/5935 510/6500 4/1984 306/5800 4/1984 268/6000 5/2480 335/5400 6/2995 328/5500 8/4163 444/8250 8/4163 414/7800 8/4163 424/7900 4/2261 280/7700 8/3993 500/6000 8/3993 521/6000 12/5998 626/6000 12/5998 621/6000 6/2979 321/5800 6/2979 302/5800 6/2996 265/6600 6/3246 338/7900 6/3246 325/7400 6/2979 302/5800 6/2979 425/5500 8/3999 414/8300 6/3246 338/7900 8/4941 400/6600 4/660 80/7000 4/1595 135/6800 4/1999 180/7300 4/1999 210/7600 4/1999 310/7700 4/2261 256/7500 4/1595 125/6100 4/1595 140/6900 4/1999 180/7300 4/1999 175/7000 4/1999 263/8500 8/2398 550/10000 4/1796 160/7000 4/1796 230/8600 5/2480 375/5500 8/3855 552/7500 8/4297 483/7750 4/1997 237/8300 6/2995 335/6500 6/2995 375/6500 8/5000 542/6500 8/5000 567/6500 8/5000 488/6500 8/5000 503/6000 8/5000 542/6500 4/1984 281/6400 4/1984 296/5500 4/1984 237/5500 4/1598 134/6800

bhp/ton

£59,500 ’09-’11 £54,950 £38,000 £64,800 ’08-’12 ’09-’12 ’12-’13 ’10-’12 £33,000 £89,994 £108,995 £147,000 ’12-’14 £141,995 ’09-’12 £41,085 ’08-'14 '09-’14 £46,770 £69,505 ’06-’08 ’11-’15 £124,255 £150,200 £160,500 £181,000 ’10-’12 £37,710 £43,005 ’06-’09 ’06-’09 ’98-’02 £45,680 £61,145 ’08-13 ’01-’06 ’00-’03 £19,710 £23,795 £27,795 £30,795 £50,795 £47,295 ’07-’14 ’11-’14 ’13-’14 ’09-’12 ’08-’14 ’09-’10 ’02-’06 ’99-’06 £120,000 £154,460 ’08-’14 ’99-’09 £56,745 £65,745 £92,295 ’15 ’13-’14 ’09-’14 ’11-’14 £95,880 £87,480 ’08-’12 £30,900

0-60mph

Engine cyl/cc

211 D 161 R 212 D 180 D 198 R 113 D 138 R 165 R 165 R 210 R 130 R 161 R 212 R 175 R 150 D 133 D 207 D 122 D 133 D 130 D 179 D 094 D 186 D 189 R 168 R 194 D 187 D 147 D 207 D 186 D 094 D 091 R 002 R 194 D 202 D 119 D 035 D 026 R 198 R 219 R 209 R 214 R 187 R 094 R 105 R 165 R 180 D 150 R 123 R 131 R 068 R 200 R 185 R 212 D 171 D 118 D 186 R 183 R 212 R 183 R 130 R 167 R 183 D 165 R 138 R 144 D

Weight

Price

Alfa Romeo 4C Spider Alfa Romeo 8C Spider Alpina D4 Biturbo Convertible Ariel Atom 3.5 Supercharged Ariel Atom 3.5R Ariel Atom 3 245 Ariel Atom 3 Supercharged Ariel Atom Mugen Ariel Atom V8 500 Ariel Nomad Aston Martin V8 Vantage Roadster Aston Martin V8 Vantage S Roadster Aston Martin V12 Vantage S Roadster Aston Martin V12 Vantage Roadster Aston Martin DB9 Volante Aston Martin DBS Volante Audi TTS Roadster Audi TTS Roadster Audi TT RS Roadster Audi S5 Cabriolet Audi RS5 Cabriolet Audi RS4 Cabriolet Audi R8 V8 Spyder BAC Mono Bentley Continental GT V8 Convertible Bentley Continental GT V8 S Convertible Bentley Conti GT Speed Convertible Bentley Continental Supersports BMW M235i Convertible BMW Z4 sDrive 35i M Sport (Mk2) BMW Z4 3.0si (Mk1) BMW Z4 M Roadster BMW M Roadster BMW 435i Convertible BMW M4 Convertible (F83) BMW M3 Convertible (E93) BMW M3 Convertible (E46) BMW Z8 Caterham Seven 160 Caterham Seven 270 Caterham Seven 360 Caterham Seven 420 Caterham Seven 620R Caterham Seven CSR Caterham Seven Roadsport 125 Caterham Seven Supersport Caterham Seven Supersport R Caterham Seven Superlight R300 Caterham Seven Superlight R500 Caterham Levante Caterham Seven R300 Caterham Seven R500 Donkervoort D8 GTO Performance Ferrari California T Ferrari California Honda S2000 Jaguar F-type Convertible Jaguar F-type S Convertible Jaguar F-type R Convertible Jaguar F-type Project 7 Jaguar F-type V8 S Convertible Jaguar XKR Convertible Jaguar XKR-S Convertible KTM X-Bow GT KTM X-Bow R KTM X-Bow Lotus Elise 1.6

lb ft/rpm

Car

Issue no.

bhp/rpm

Sports Cars / Convertibles

256 273 193 573 647 498 554 499 877 365 250 258 329 294 263 286 214 187 225 178 235 228 259 527 212 221 263 263 204 204 205 244 240 176 247 232 207 256 166 254 327 381 551 460 235 273 342 345 528 1074 325 510 548 324 283 191 214 238 331 363 298 296 319 326 368 294 155

4.5 4.5 5.0 2.7 2.6 3.2 3.3 2.9 3.0 3.4 4.7 4.6 4.1 4.4 4.6 4.3 5.2 5.6 4.7 5.6 4.9 4.9 4.8 2.8 4.7 4.5 4.1 3.9 5.2 5.2 5.7 4.8 5.3 5.6 4.6 5.3 5.3 4.8 6.5 5.0 4.8 4.3 2.8 3.8 5.9 4.9 4.8 4.5 2.9 4.8 4.7 3.6 2.8 3.6 3.8 6.2 5.5 5.3 4.0 3.9 4.3 4.6 4.2 4.1 3.6 3.8 6.0

5.8 11.1 8.2 8.8 -

160 181 171 155 155 150 155 150 170 134 180 189 201 190 190 191 155 155 155 155 155 155 187 170 187 191 203 202 155 155 155 155 155 155 155 155 155 155 100 122 130 136 155 155 112 120 130 140 150 150 130 146 168 196 193 150 161 171 186 186 186 155 186 144 144 137 127

161 156 328 299 343 368 388 169 189 212 199 249 337 254 258 347 388 199 219 190 213 297 250 299 234 234 255 259 292 292 189 149

40.9 47.9 33.0 20.4 21.9 19.2 18.2 17.3 38.7 34.9 31.0 33.2 26.4 19.6 25.9 25.4 19.0 17.3 33.2 30.1 32.9 23.3 25.4 34.8 31.0 22.2 23.3 14.4 26.9 28.2 28.8 28.8 26.4 25.5 23.0 23.0 34.0 45.0

evo rating + Stunningly beautiful; better steering than coupe - Still has the coupe’s other foibles + Beauty meets beast. They hit it off - Boot is useless for touring + As much torque as a 997 Turbo - A diesel convertible wouldn’t be our choice of Alpina + As mad as ever - Rain + Remarkable balance, poise and pace - Pricey + The Atom just got a little bit better - Can still be a bit draughty… + It’s brilliant - It’s mental + Perfect engine for the Atom’s chassis - Only ten were made + An experience unlike anything else on Planet Car - £150K for an Atom + Off-road capabilities make for a super plaything - No Bluetooth + Sportiest, coolest drop-top Aston in years - Starting to feel its age + Sounds amazing, looks even better - Still not the best drop-top in its class + A brilliant two-seat roadster… - …let down by a frustrating gearbox + As good as the coupe, with amplified V12 rumble - Just a smidgen shakier + Consummate cruiser and capable when pushed - Roof-up wind noise + A feelgood car par excellence - It’s a bit of a heavyweight + A serious proposition, ranking close behind a Boxster S - Coupe still looks better + Effortlessly quick - Long-term appeal open to question + Terrific engine… - …is the best thing about it + Gets the S4’s trick supercharged engine - Bordering on dull + Pace, looks, interior, naturally aspirated V8 - Not the last word in fun or involvement + That engine - Wibble wobble, wibble wobble, jelly on a plate + More delicate and subtle than the V10 - The V10 sounds even better + The most single-minded track car available - That means no passengers… + One of the world’s best topless GTs - Still no sports car + A true drivers’ Bentley - Excessively heavy; feels like it could give more + Effortless performance, style - Running costs a tad on the high side + Fast, capable and refined - Coupe does the Supersports thing better + Neat styling; great drivetrain - Loss of dynamic ability compared with coupe + Looks, hard-top versatility, drivetrain - Clumsy chassis is upset by ragged surfaces + Terrific straight-six - Handling not as playful as we’d like + Exhilarating and characterful, that engine - Stiff suspension + Fresh-air M3, that motor, hunky looks - M Coupe drives better + Impressive chassis, smart looks, neat roof - Extra weight, not as composed as coupe + As good as fast four-seat drop-tops get… - …but still not as good as a coupe or saloon + M DCT transmission, pace, slick roof - Extra weight blunts the edge + That engine - Gets the wobbles on British B-roads + M5-powered super-sportster - M5’s more fun to drive + The fabulous Seven formula at its most basic - Gets pricey with options + Feisty engine, sweetly balanced, manic and exciting - The temptation of more power + Extra power is welcome - You’ll need the six-speed gearbox to make the most of it + It’s the one we built for ourselves - Trickier on the limit than lesser-powered Sevens + Banzai on track, yet still relevant on the road - £50k for a Seven? + Brilliant for high days, holidays and trackdays - Wet Wednesdays + Great debut for new Ford-engined model - Bigger drivers need SV model + One of the best Caterhams is also one of the cheapest of its era - It’s quite minimalist + One of the best road-and-track Sevens - Impractical, noisy, uncomfortable + Possibly all the Caterham you need - They’re not cheap + Better power-to-weight ratio than a Veyron - Until you add the driver + Twice the power-to-weight ratio of a Veyron! - Not easy to drive slowly + Our 2002 Trackday Car of the Year - Not for wimps + The K-series Seven at its very best - No cup holders + There’s nothing else like it - Pricey for a car with a five-cylinder engine + Turbocharged engine is a triumph - Still places daily useability above outright thrills + Revised with sharper performance and dynamics - We’d still take a 458 Spider + An alternative and rev-happy roadster - The Boxster’s better + Beautiful, enjoyable, responsive - Noticeably junior to the V6 S + Better-damped and more rounded than the V8 S - A Boxster S is £20k cheaper + Pace, characterful V8 - Costs £25k more than the S + Noise, performance, adjustability - Expensive, and not the GT3 rival we would have liked + Wilder than the V6 S - Could be too exuberant for some + Fantastic 5-litre V8 - Loses sporting ground to its main foes + Loud and mad; most exciting Jag in years - It was also the most expensive in years + Extraordinary ability, now in a more road-friendly package - Price + Sharper handling, more power - Pity it’s not even lighter, and cheaper + Mad looks; real quality feel - Heavier and pricier than you’d hope + New 1.6 Elise is light and fantastic - Smaller engine could put some off

33342 33334 33332 33333 33333 33334 33333 33333 33333 33333 33332 33334 33334 33334 33334 33332 33332 33332 33342 33332 33342 33322 33333 33334 33332 33334 33334 33332 33342 33342 33332 33334 33342 33342 33332 33332 33332 33322 33334 33333 33333 33333 33333 33334 33334 33333 33334 33333 33333 33334 33333 33333 33333 33332 33334 33332 33332 33334 33334 33334 33334 33332 33334 33334 33332 33332 33333

TVR Tuscan Speed Six Issue 020, June 2000 ‘Give the l-o-n-g travel throttle a decent blip and the 4-litre six responds instantly and cleanly, with the rough-edged rasp of a carb-fed E-type Jag. It’s not the reverberating V8 beat that traditionally explodes from a TVR’s tailpipes, but you can rest assured it’s no less grin-inducing.

‘Weighing just 1100kg, the 360bhp Tuscan is blisteringly

fast. In sheer accelerative terms it eats Porsche’s 911 GT3, hitting 60mph in 4.4sec, 100 in 9.3sec, a standing quartermile in 12.6sec and a top speed of “in excess of 180mph”.

‘It makes a devastating overtaking tool, snapping past slower traffic in clean, savage lunges of acceleration. You don’t need to work hard to make outrageous progress.’

www.evo.co.uk

183

# C OAC H E F F E

CT

GIVE YOURSELF SOME LOVE FREE! HEALTH / FITNESS / ACTIVITY / MOTIVATION / REWARD

The NEW health & ямБtness magazine

FREE EVERY WEDNESDAY Find out where at coachmag.co.uk

FITTER HEALTHIER HAPPIER

ISSUE 18 / FEBRUARY 10, 2016 / COACHMAG.CO.UK

DO SOMETHING

VALENTIN E'S _D AY_

HEART HEALTH SPECIAL L AV I S H S O M E A F F E C T I O N O N T H E R E A L L O V E M U S C L E

FITTER HEALTHIER HAPPIER EVERY WEDNESDAY

Ratings

3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car

CO2 g/km

EC mpg

852kg 924kg 905kg 932kg 1166kg 860kg 870kg 860kg 860kg 726kg 710kg 731kg 670kg 670kg 720kg 658kg 1022kg 1980kg 1980kg 1973kg 1000kg 1098kg 1080kg 1065kg 971kg 1465kg 1615kg 1575kg 1495kg 1710kg 1770kg 1875kg 1970kg 1955kg 2035kg 1660kg 525kg 1000kg 1100kg 1180kg 1100kg 1554kg 1310kg 1320kg 1345kg 1315kg 1335kg 1355kg 1275kg 1275kg 1320kg 1470kg 1485kg 1645kg 775kg 680kg 930kg 975kg 1050kg 1100kg 1060kg 1060kg 1060kg 875kg 930kg 725kg 725kg

Max mph

118/4400 184/4600 184/4600 184/4600 295/4500 133/6800 156/5000 127/4200 129/4650 129/4850 128/5000 122/3000 179/7000 179/7200 133/6800 146/5000 148/4200 332/4750 376/4750 383/4750 147/4600 139/5000 123/4500 124/5000 100/5500 273/3500 398/4500 376/4000 383/3750 516/1800 590/2000 737/2300 464/5200 516/2650 737/2000 479/4750 103/3250 370/3600 370/3600 370/3600 361/3400 269/5200 206/4500 265/4500 273/4500 310/4750 214/4400 265/5500 273/4750 192/4700 228/4700 288/5600 324/5600 479/1950 265/4000 260/8000 136/4500 125/4400 290/5500 315/6000 320/3750 305/4000 320/3750 150/4000 184/1950 310/3000 295/2500

0-100mph

4/1598 134/6800 4/1798 217/6800 4/1798 217/6800 4/1798 217/6800 6/3456 345/7000 4/1796 189/7800 4/1794 218/8000 4/1794 134/6200 4/1796 156/7000 4/1796 135/6200 4/1796 190/7800 4/1796 118/5500 4/1796 252/8000 4/1796 266/8200 4/1796 189/7800 4/1796 190/7800 4/1588 165/6600 8/4691 434/7000 8/4691 444/7000 8/4691 454/7000 4/1998 158/6000 4/1999 158/7000 4/1798 124/6500 4/1839 146/7000 4/1597 115/6500 6/3498 302/6500 8/5461 416/6800 8/5439 355/5750 8/5439 394/5750 8/4663 429/5250 8/5461 530/5500 12/5980 621/4800 8/6208 518/6800 8/5439 493/6100 12/5980 604/4800 8/6208 563/6800 2/1976 82/5250 8/4799 362/6300 8/4799 362/6300 8/4799 362/6300 8/4799 362/6300 6/3696 326/7000 6/2706 261/6700 6/3436 311/6700 6/3436 325/6700 6/3800 370/6700 6/2893 252/6400 6/3436 306/6400 6/3436 316/7200 6/2687 228/6300 6/3179 260/6200 6/3436 345/7400 6/3800 394/7400 6/3800 493/6000 4/2000 300/6000 8/2800 460/10,500 4/1998 148/6000 4/1794 138/6400 6/3605 350/7200 6/3996 365/6800 8/4988 320/5500 8/4280 280/5500 8/4988 320/5500 4/2198 145/5800 4/1998 197/5500 4/2000 285/5600 4/1999 250/7000

bhp/ton

£30,900 £37,200 £37,200 £43,500 £55,500 ’04-’11 ’08-’11 ’06-’10 ’02-’04 ’03 ’03 ’96-’01 ’07-’11 ’09-’11 ’07-’11 ’00 ’89-’95 £98,940 £104,535 £112,370 £22,505 ’09-’15 ’05-’09 ’98-’05 ’89-’97 £44,605 £55,345 ’05-’10 ’07-’08 £81,915 £112,510 £170,815 ’08-’13 ’02-’07 ’04-’10 ’12-’14 £25,950 £71,140 £86,345 £128,045 ’02-’08 '10-'14 £38,810 £47,035 £52,879 £60,459 ’05-’12 ’05-’12 ’10-’12 ’99-’04 ’99-’04 ’12-’15 12-’15 ’07-’12 £69,840 ’09-’12 ’96-’99 ’00-’06 ’01-’07 ’05-’07 ’93-’03 ’92-’93 ’93-’01 ’00-‘04 ’03-’05 £59,995 £30,595

0-60mph

Engine cyl/cc

183 R 172 R 189 D 207 D 186 R 068 R 131 R 104 R 049 R 040 D 044 R 126 R 123 R 138 R 126 R 126 R 095 R 142 D 161 D 185 D 219 R 212 R 091 R 017 R 131 R 161 R 186 R 087 R 110 R 169 D 171 D 183 D 117 D 070 R 071 D 167 R 198 R 202 R 171 R 145 R 105 R 143 R 172 R 186 R 203 D 215 F 219 R 161 R 188 R 049 R 070 R 183 R 171 R 139 D 174 R 138 R 183 R 187 R 070 R 091 R 007 R 068 R 009 R 023 R 066 R 215 D 214 R

Weight

Price

Lotus Elise 1.6 Club Racer Lotus Elise S Lotus Elise S Club Racer Lotus Elise S Cup Lotus Exige S Roadster Lotus Elise R Lotus Elise SC Lotus Elise S 1.8 Lotus Elise 111S Lotus Elise Sport 135 Lotus Elise Sport 190 Lotus Elise (S1) Lotus 2-Eleven Supercharged Lotus 2-Eleven GT4 Lotus 2-Eleven Lotus 340R Lotus Elan SE Maserati GranCabrio Maserati GranCabrio Sport Maserati GranCabrio MC Mazda MX-5 2.0i Sport (Mk4) Mazda MX-5 2.0i Sport Tech (Mk3.5) Mazda MX-5 1.8i (Mk3) Mazda MX-5 1.8i (Mk2) Mazda MX-5 1.6 (Mk1) Mercedes-Benz SLK 350 Sport Mercedes-Benz SLK 55 AMG Mercedes-Benz SLK 55 AMG Mercedes-Benz SLK 55 AMG Black Series Mercedes-Benz SL500 Mercedes-Benz SL63 AMG Mercedes-Benz SL65 AMG Mercedes-Benz SL63 AMG Mercedes-Benz SL55 AMG Mercedes-Benz SL65 AMG Mercedes-Benz SLS AMG Roadster Morgan 3 Wheeler Morgan Plus 8 Speedster Morgan Plus 8 Morgan Aero SuperSports Morgan Aero 8 Nissan 370Z Roadster Porsche Boxster (981) Porsche Boxster S (981) Porsche Boxster GTS (981) Porsche Boxster Spyder (981) Porsche Boxster (987) Porsche Boxster S (987) Porsche Boxster Spyder (987) Porsche Boxster (986 2.7) Porsche Boxster S (986) Porsche 911 Carrera Cabriolet (991.1) Porsche 911 Carrera S Cabriolet (991.1) Porsche 911 Turbo Cabriolet (997) Radical SR3 SL Radical SR8LM Renault Sport Spider Toyota MR2 TVR Tamora TVR Tuscan Convertible TVR Chimaera 5.0 TVR Griffith 4.3 TVR Griffith 500 Vauxhall VX220 Vauxhall VX220 Turbo Vuhl 05 Zenos E10 S

lb ft/rpm

Car

Issue no.

bhp/rpm

Sports Cars / Convertibles

160 239 244 237 301 223 254 158 197 189 272 164 382 403 267 293 164 223 228 234 161 146 108 140 120 209 262 229 268 255 304 336 278 256 302 345 159 368 334 312 334 213 202 239 246 286 192 229 252 182 200 238 270 305 393 687 157 141 338 337 307 268 307 168 215 405 350

6.0 4.2 4.2 4.2 3.8 5.6 4.5 6.3 5.1 5.4 4.7 6.1 3.8 3.7 4.3 4.5 6.7 5.2 5.0 4.9 7.3 7.6 9.3 8.6 9.0 5.5 4.6 4.9 4.9 4.6 4.3 4.0 4.6 4.6 4.1 3.7 6.0 4.2 4.4 4.2 4.5 5.5 5.4 5.1 5.0 4.5 5.9 5.3 5.0 6.3 5.5 5.0 4.7 3.8 3.4 3.2 6.5 7.2 4.5 3.8 4.6 4.8 4.8 5.6 4.7 3.7 4.2

13.9 11.4 18.7 12.1 18.5 12.5 11.2 10.2 21.2 8.1 11.2 11.2 -

127 145 145 140 145 150 148 127 131 129 135 126 150 155 140 126 137 177 177 179 133 138 122 123 114 155 155 155 174 155 155 155 155 155 155 197 115 148 155 170 170 155 164 173 174 180 163 170 166 155 164 177 187 194 161 168 131 130 160 195+ 167 148 167 136 151 152 145

149 175 175 175 235 196 199 337 377 337 161 181 167 195 212 231 270 328 308 215 282 256 262 192 206 211 230 221 223 221 216 228 275 -

45.0 37.5 37.5 37.5 28.0 34.4 33.2 37.2 40.9 39.4 21.0 19.5 19.5 19.5 40.9 36.2 32.5 39.8 33.6 23.5 31.0 24.4 20.0 21.4 30.3 23.3 25.7 25.2 25.2 34.5 32.1 31.4 28.5 30.0 29.7 29.1 29.1 26.9 30.7 29.1 24.1 38.2 26.4 22.1 34.4 -

evo rating + Even lighter, even more focused - A touch pricey for a stripped-out Elise + New supercharged Elise boasts epic grip and pace - £37K before (pricey) options… + Purist approach intensifies ability - Lightest, option-free spec requires commitment + Rewards precision like no other Elise - You can’t remove the roof + Like the hard-top Exige S, but more road-friendly - Boxster S is a better all-rounder + Most thrillsome Elise yet - Blaring engine note + All the usual Elise magic - Supercharged engine lacks sparkle + Brilliant entry-level Elise - Precious little + A genuinely useable Elise - Air-con? In an Elise? + One of our fave S2 Elises - Brakes need more bite and pedal feel + Fabulous trackday tool - Pricey + A modern classic - A tad impractical? + Impressive on road and track - Not hardcore enough for some + evo Track Car of the Year 2009 - It’s a 76-grand Lotus with no roof + Not far off supercharged car’s pace - Pricey once it’s made road-legal + Hardcore road-racer… - …that looks like a dune buggy from Mars + Awesome front-drive chassis - Rather uninvolving + As good to drive as it is to look at - Lacks the grunt of some rivals + Looks, performance, cruising ability - Brakes could be sharper + Most powerful GranCabrio yet - The GranCabrio is starting to show its age + Lightest MX-5 since the Mk1 - Lacks intensity + Handles brilliantly again; folding hard-top also available - Less than macho image + Gearchange, interior - Lost some of the charm of old MX-5s; dubious handling + Affordable ragtops don’t get much better - Cheap cabin + The original and still (pretty much) the best - Less than rigid + Best non-AMG SLK yet - Still no Boxster-beater + Quicker and more economical than ever - Needs to be sharper, too + Superb engine, responsive chassis - No manual option, ESP spoils fun + AMG gets serious - Dull-witted 7G-Tronic auto box, uneven dynamics + Wafty performance, beautifully engineered - Lacks ultimate sports car feel + Monster performance, lighter than before - Still heavy, steering lacks consistency + Chassis just about deals with the power - Speed limits + More focused than old SL55 AMG - Lost some of its all-round appeal + As fast as a Murciélago - Not as much fun + Gob-smacking performance - Gob-smackingly pricey + Loses none of the coupe’s talents - But (understandably) loses the gullwing doors + Quirky, characterful, brilliant - Can become a two-wheeler if you push too hard + Fantastic old-school roadster experience -Getsunsettledbybigbumps + Hilarious mix of old looks and new mechanicals-Refinementisdefinitelyold-school + As above, with a V8 and targa top - It’s proper supercar money + Glorious sound, view over bonnet, dynamics - Awkward-looking rear + The Zed’s old-school character remains intact - Its purposeful looks don’t + Goes and looks better; cleanest Boxster ever - Steering now electric to help cut CO2 + Boxster steps out of 911’s shadow - But gets 911’s less appealing electric steering + Superb dynamics, fantastic engine, great looks - Sport suspension is very firm + The fastest, most rewarding Boxster yet - Feedback trails the Cayman GT4’s + Another brilliant Boxster - Lighter steering than before + As above, but with more power - As above + Lighter, more driver-centric Boxster - Collapsed-brolly roof not the most practical + Still an impeccable sports car - Very little + Added power is seductive - As above + Brilliant engine - Doesn’t quite have the ‘magic at any speed’ character of previous 911s + Drives just like the coupe - Which means the same artificialsteering + Absurdly quick and capable drop-top - We’d still take the coupe + Our 2011 Track Car of the Year, and it’s road-legal - You’ll need to wrap up warm + Fastest car around the Nordschleife - Convincing people it’s road legal + Rarity, fabulous unassisted steering feel - Heavier than you’d hope + Tight lines, taut dynamics - Minimal luggage space + Well-sorted soft-top TVR - Awkward styling + Spirit of the Griff reborn - Over 195mph? Really? + Gorgeous noise, tarmac-rippling grunt - Details + The car that made TVR. Cult status - Mere details + Gruff diamond - A few rough edges + Absurdly good Vauxhall - The badge? + Nothing comes close for the money - Marginal everyday usability + Impressive pace and quality - You can get a more thrills from a Caterham at half the price + Neutral and exploitable - Prescriptive balance

33333 33333 33333 33333 33333 33333 33334 33333 33333 33333 33334 33333 33333 33333 33334 33333 33332 33334 33334 33332 33332 33334 33342 33333 33333 33342 33322 33332 33342 33332 33334 33332 33332 33334 33334 33333 33332 33332 33332 33332 33332 33332 33333 33333 33333 33333 33333 33333 33333 33333 33333 33334 33334 33334 33333 33333 33332 33334 33332 33334 33332 33334 33334 33334 33333 33332 33332

www.evo.co.uk

185

TIME TO GO Exclusively for newcomers to the sport, the Ginetta Racing Drivers Club fulfils your racing itch. Taking you to the UK’s top circuits, you’ll have step-by-step support as you earn those all-important racing stripes.

The all-inclusive package includes everything you need to go racing.

Buy the car for £33,300+VAT, and Ginetta gives you: -- Road-legal G40 Club Car -- 12 months road tax -- Two track days with expert tuition -- ARDS racing licence -- Four weekend racing series -- Full mechanical Ginetta support

ginettaTV ginettacars ginettacars

BEST OF ALL, THE CAR IS YOURS TO KEEP! WHAT ARE YOU WAITING FOR?

info@ginetta.com 0845 2 10 50 50

Ratings

3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car

Our Choice

Best of the Rest

Porsche Cayman GT4. Porsche’s Motorsport department has finally been let loose on the Cayman and the result is exactly what we all hoped for. In fact it’s so good it won our 2015 evo Car of the Year test – even despite the 991-generation 911 GT3 RS also being in attendance. Who saw that coming?

The 911 GT3 RS is still fabulous, of course (it came third at eCoty 2015). If you fancy something less hardcore, the 911 Carrera (left) and Carrera S haven’t been ruined by the addition of turbos, Aston Martin’s Vantages are thoroughly entertaining, and Jaguar’s F-type R Coupe is a hoot.

poc k et buying guide

Porsche Panamera

Years 2009-present Engine V8, 4806cc Power 394bhp @ 6500rpm Torque 369lb ft @ 3500-5000rpm 0-62mph 5.6sec Top speed 177mph (spec is for Panamera S)

CO2 g/km

EC mpg

895kg 1585kg 1585kg 1615kg 1535kg 1630kg 1610kg 1610kg 1665kg 1565kg 1680kg 1680kg 1785kg 1785kg 1695kg 1230kg 1335kg 1365kg 1395kg 1450kg 1450kg 1390kg 1675kg 1715kg 1560kg 2220kg 2220kg 2245kg 2245kg 2120kg 1495kg 1455kg 1510kg 1497kg 1580kg 1530kg 1495kg 1495kg 1385kg 1460kg 1165kg 1420kg 1375kg 1790kg 1850kg 1635kg 1485kg 1732kg 1539kg 1598kg 1711kg 1747kg 795kg 1101kg 1410kg 1270kg 1567kg 1584kg 1650kg 1730kg 1678kg 1678kg 1638kg 1765kg 1125kg 1176kg 930kg

Max mph

258/2200 354/4750 516/1500 442/3000 398/4500 346/5750 361/5000 361/5000 457/5750 461/5500 420/5750 420/5750 457/5500 457/5500 420/5750 273/1650 273/1600 280/1800 258/2500 332/1600 343/1650 236/2300 325/2900 317/4000 317/4500 487/1700 502/1700 516/1700 605/1700 518/1700 369/1500 332/1300 295/1200 406/1850 295/3900 324/3750 269/5000 269/5000 273/4900 258/3250 170/4600 269/4900 258/3250 465/1500 501/1500 384/6100 420/3700 481/4800 465/4600 650/3600 391/4250 631/4000 140/5000 131/7300 224/5300 224/5300 332/3500 339/3500 501/3500 501/3500 461/2500 502/2500 502/2500 391/4800 295/4500 295/4500 158/5500

0-100mph

237/6000 450/7000 345/4000 404/5500 402/6000 420/7000 430/7300 430/7300 565/6750 592/7000 510/6500 510/6500 510/6500 540/6750 510/6500 227/4500 227/4500 306/5800 268/6000 335/5400 355/5500 237/5700 328/5500 444/8250 424/7900 500/6000 521/6000 567/6000 626/6000 572/6000 335/5900 321/5800 302/5800 425/5500 414/8300 444/8300 338/7900 338/7900 355/7900 321/7400 212/6750 338/7900 325/7400 309/4400 552/6000 500/7750 357/5800 505/6100 460/6000 650/6400 410/6500 662/6500 175/6700 187/8000 276/7300 276/7300 335/6500 375/6500 542/6500 542/6500 503/6000 542/6000 542/6000 470/6400 345/7000 345/7000 218/7800

bhp/ton

Weight

4/1742 8/4691 6/2993 6/2979 6/2979 8/4735 8/4735 8/4735 12/5935 12/5935 12/5935 12/5935 12/5935 12/5935 12/5935 4/1984 4/1984 4/1984 4/1984 5/2480 5/2480 4/1781 6/2995 8/4163 8/4163 8/3993 8/3933 12/5998 12/5998 8/3993 6/2979 6/2979 6/2979 6/2979 8/3999 8/4361 6/3246 6/3246 6/3246 6/3201 4/2302 6/3246 6/3246 6/2993 8/4395 10/4999 3/1499 8/7008 8/6162 8/6156 8/4951 8/5812 4/1999 4/1797 6/3179 6/3179 6/2995 6/2995 8/5000 8/5000 8/5000 8/5000 8/5000 8/4969 6/3456 6/3456 4/1796

0-60mph

lb ft/rpm

£51,500 ’07-’09 £50,950 £58,950 ’12-’13 £84,995 £89,995 £94,995 £138,000 £250,000 ’09-’13 ’13 £133,495 £140,000 ’07-’12 £29,915 £32,860 £38,790 ’08-’14 ’09-’14 ’12-’14 ’05-’06 £43,665 £59,870 ’07-’15 £140,300 £149,800 £150,500 £168,300 £237,500 ’11-’12 £34,535 £42,365 £57,055 ’07-13 ’10-’11 ’00-’07 ’05-’07 ’03-’04 ’93-’98 ’86-’90 ’06-’09 ’98-’03 £62,295 £93,150 ’05-’10 £99,590 c£72,000 £62,450 £87,860 £34,495 ’12-’15 £35,940 ’96-’00 ’90-’05 ’02-’03 £51,260 £60,260 £85,010 £91,660 ’09-’14 ’11-’14 '14 £59,995 £55,900 ’12-’15 ’06-’11

bhp/rpm

209 R 120 R 206 R 206 R 176 D 169 D 218 R 168 R 190 R 214 R 146 R 181 F 178 R 214 D 142 R 204 R 203 D 209 R 193 R 158 R 185 D 081 D 189 D 206 R 201 R 178 R 204 F 152 D 212 D 203 D 188 R 209 R 189 D 218 R 196 R 171 R 066 R 219 R 200 R 148 R 165 R 097 R 005 R 165 D 218 R 106 R 210 R 216 R 197 R 206 R 219 R 178 R 165 R 200 R 188 R 100 R 204 D 211 D 218 R 217 R 168 R 168 R 193 R 206 R 218 D 209 R 105 R

Engine cyl/cc

Alfa Romeo 4C Alfa Romeo 8C Competizione Alpina D4 Biturbo Alpina B4 Biturbo Alpina B3 GT3 (E92) Aston Martin V8 Vantage Aston Martin V8 Vantage N430 Aston Martin V8 Vantage S Aston Martin V12 Vantage S Aston Martin Vantage GT12 Aston Martin V12 Vantage Aston Martin V12 Zagato Aston Martin DB9 Aston Martin DB9 GT Aston Martin DBS Audi TT 2.0 TFSI (Mk3) Audi TT 2.0 TFSI quattro (Mk3) Audi TTS (Mk3) Audi TTS (Mk2) Audi TT RS (Mk2) Audi TT RS Plus (Mk2) Audi TT Sport (Mk1) Audi S5 Audi RS5 Audi R8 V8 Bentley Continental GT V8 Bentley Continental GT V8 S Bentley Continental GT Bentley Continental GT Speed Bentley Continental GT3-R BMW 1-series M Coupe BMW M235i Coupe BMW 435i M Sport Coupe BMW M4 BMW M3 (E92) BMW M3 GTS (E92) BMW M3 (E46) BMW M3 CS (E46) BMW M3 CSL (E46) BMW M3 (E36) BMW M3 (E30) BMW Z4 M Coupe BMW M Coupe BMW 640d BMW M6 (Mk2) BMW M6 (Mk1) BMW i8 Chevrolet Camaro Z/28 * Chevrolet Corvette Stingray (C7) Chevrolet Corvette Z06 (C7) Ford Mustang 5.0 V8 GT Ford Shelby GT500 * Ginetta G40R Honda Integra Type R (DC2) Honda NSX Honda NSX-R * Jaguar F-type Coupe Jaguar F-type S Coupe Jaguar F-type R Coupe Jaguar F-type R Coupe AWD Jaguar XKR Jaguar XKR-S Jaguar XKR-S GT Lexus RC F Lotus Exige Sport 350 Lotus Exige S (V6) Lotus Exige S (S2)

Price

Car

Issue no.

Coupes / GTs

269 288 221 254 266 262 271 271 345 384 308 308 290 307 306 188 173 228 195 235 249 173 199 263 276 229 238 257 283 274 228 224 203 288 266 295 230 230 260 223 185 242 240 175 303 311 244 296 304 413 243 385 224 173 196 221 217 241 334 318 305 328 336 271 312 298 238

4.5 4.1 4.6 4.2 4.4 4.7 4.5 4.5 3.7 3.5 4.4 4.2 4.6 4.5 4.2 6.0 5.3 4.9 5.4 4.4 4.3 5.9 4.9 4.5 4.1 4.6 4.3 4.3 4.0 3.6 4.8 5.0 5.4 4.3 4.3 4.3 5.1 5.1 5.3 5.4 6.7 5.0 5.1 5.5 4.2 4.8 4.4 4.2 4.4 3.2 4.8 3.5 5.8 6.2 5.5 4.4 5.5 5.3 4.0 4.1 4.6 4.2 3.9 4.5 3.7 3.8 4.5

9.7 11.1 9.9 10.3 12.3 12.0 12.8 17.8 10.0 9.4 17.9 -

160 181 173 188 186 180 189 189 205 185 190 190 183 183 191 155 155 155 155 155 174 155 155 155 188 188 192 197 206 170 155 155 155 155 155 193 155 155 155 157 147 155 155 155 155 155 155 175 180 186 155 202 140 145 168 168 161 171 186 186 155 186 186 168 170 170 148

157 139 177 224 328 321 299 343 388 388 368 333 388 137 149 184 209 209 190 246 332 246 250 338 338 295 224 189 169 204 290 295 144 231 342 49 279 299 234 234 255 269 292 292 292 235 235 199

41.5 53.3 37.2 20.4 20.5 21.9 19.2 17.3 17.3 18.2 19.8 17.3 47.9 44.1 35.8 31.4 31.4 30.3 34.9 26.9 19.9 27.0 26.4 19.5 19.5 22.2 34.9 35.8 32.1 22.8 23.7 23.7 25.7 20.3 23.3 25.0 51.4 28.5 19.8 134.5 23.5 20.9 28.9 22.8 28.8 28.8 26.4 25.0 23.0 23.0 23.0 28.0 28.0 33.2

evo rating + Carbonfibre tub, mini-supercar looks - Hot hatch engine, clunky gearbox + Looks, exclusivity, noise, balance - They’re all sold + Fifth-gear oversteer - Sounds like a diesel; fuel economy not as good as you might hope + More fluid than the M4; better traction, too - Not as precise as the M-car over the limit + Alpina’s M3 GTS alternative - Auto gearbox frustrates when pressing on + 2012 upgrades keep the V8 Vantage on song - Starting to feel a little dated, though + Malleable, involving, can still hold its own - Never feels rampantly quick + Keener engine, V12 Vantage looks - Slightly sluggish auto only + Amongst the best Astons ever made - Old-school automated ’box + The GT3-style Vantage we’ve been waiting for - Only 100 being made + The car we hoped the V8 Vantage would be - Erm, a tad thirsty? + The looks, the noise, the way it drives - It’s several times the price of a V12 Vantage + Better than the old DB9 in every respect - Automatic gearbox could be quicker + More power; still has bags of character - Needs eight-speed auto ’box + Stupendous engine, gearbox, brakes - Pricey. Can bite the unwary + Desirable, grippy and effortlessly quick - Still not the last word in interaction + Looks, interior, decent performance and handling - Lacks ultimate involvement + The most dynamically interesting TT yet - Still not as interactive as a Cayman + Usefully quicker TT; great drivetrain - Still steers like a computer game + Sublime 5-cylinder turbo engine - Rest of package can’t quite match it + Stonkingly fast cross-country - Shockingly expensive for a TT + Deliciously purposeful interior, crisp chassis - Numb steering + Supercharged V6 makes S5 cleaner and faster - Poor body control + Brilliant engine and improved chassis - Lack of suspension travel; inconsistent steering + A true 911 alternative - Exclusivity comes at a price + A proper drivers’ Bentley with decent economy - W12 suddenly seems pointless + An even better drivers’ Bentley - Vast weight makes its presence felt in harder driving + 200mph in utter comfort - Weight, thirst + Desirability meets exclusivity and performance - We’d still have the V8 + The best-handling Continental ever - Expensive; it still weighs 2120kg + Character, turbo pace and great looks - Came and went too quick + Powertrain, chassis, looks, size - Limited-slip diff is an option, not standard + Better balance than 3-series saloon - Can feel characterless at lower speeds + Ferociously fast - A handful on less-than-perfect or less-than-bone-dry roads + Fends off all of its rivals - …except the cheaper 1-series M + Highly exclusive, one of the most focused M-cars ever - Good luck trying to find one + One of the best BMWs ever. Runner-up in eCoty 2001 - Slightly artificial steering feel + CSL dynamics without CSL price - Looks like the standard car + Still superb - Changes from the automated single-clutch ’box are… a… bit… sluggish + Performance, image - Never quite as good as the original + Best M-car ever! Race-car dynamics for the road - LHD only + A real drivers’ car - You’ve got to be prepared to get stuck in + Quick and characterful - Lacks finesse + Great engine and economy, excellent build - Numb steering, unsettled B-road ride + Mighty ability, pace, technology - You’ll want the Competition Package upgrade too… + Awesome GT, awesome sports car - SMG gearbox now off the pace + Brilliantly executed concept; sci-fi looks - Safe dynamic set-up + Scalpel-sharp engine, great chassis (really) - Feels very stiff on UK roads + Performance, chassis balance, supple ride - Body control could be better + Mind-boggling raw speed; surprisingly sophisticated - Edgy when really pushed + Looks, noise, performance, value, right-hand drive - Comes undone on rougher roads + Huge performance for the money - Putting it to use takes nerve + A race-compliant sports car for the road - Feels too soft to be a hardcore track toy + Arguably the greatest front-drive car ever - Too raw for some + ‘The useable supercar’ - 270bhp sounds a bit weedy today + evo Car of the Year 2002 - Honda never brought it to the UK + Drop-dead looks, brilliant chassis, desirability - Engine lacks top-end fight + Exquisite style, more rewarding (and affordable) than roadster - Scrappy on the limit + Looks, presence, performance, soundtrack - Bumpy and boistrous + Better in the wet - Less involving in the dry + Fast and incredibly rewarding Jag - The kids will have to stay at home + Faster and wilder than regular XKR - The F-type R Coupe + The most exciting XKR ever - Very limited numbers + Great steering, noise, sense of occasion - Too heavy to be truly exciting + Further honed, and with a vastly improved gearshift - Still not easy to get into and out of + Breathtaking road-racer; our joint 2012 Car of the Year - Gearshift not the sweetest + Lightweight with a hefty punch - Uninspiring soundtrack

Why Would you?

Because it’s practical, reliable, fast and not a Cayenne. It also comes in a variety of flavours, from a 247bhp diesel V6 to the 542bhp Turbo S. There’s even a Hybrid, but we’d go for the GTS, which has a 430bhp naturally aspirated V8.

What to pay

From £35k for a V6 diesel. Turbos start at around £50k, the GTS at £65k.

33342 33334 33334 33334 33334 33332 33333 33334 33334 33333 33333 33333 33334 33334 33334 33334 33332 33332 33332 33332 33332 33332 33322 33332 33333 33334 33334 33332 33334 33334 33333 33334 33334 33334 33333 33333 33333 33333 33333 33332 33333 33334 33332 33332 33334 33334 33334 33334 33334 33334 33342 33322 33332 33333 33334 33333 33332 33334 33333 33334 33334 33334 33334 33332 33333 33333 33333

What to look out for

Engines and transmissions are proving strong, but check the gearbox sump for oil leaks (a replacement is £300). Look for sagging air suspension, especially at the front, when the car has been left standing. Units have to be replaced in pairs, which could mean a bill for £2000. Listen for knocks and clonks, indicating wear to the lower arms and drop links. (Full guide, evo 214.)

www.evo.co.uk

187

CLASSIC & PERFORMANCE CAR THE WORLD’S GREATEST CARS FOR SALE...

SELL YOUR PERFORMANCE CAR FOR FREE SEARCH ONLINE FOR YOUR NEXT PERFORMANCE CAR

• Reach 1000s of car collectors and serious buyers • Free listing • Upload images and video

www.classicandperformancecar.com BROUGHT TO YOU BY

&

MAGAZINES

Ratings

Thrill-free zone

Tepid

Interesting

Seriously good

A truly great car

Visit evo.co.uk/ app

CO2 g/km

EC mpg

875kg 780kg 1382kg 1430kg 1395kg 1880kg 1880kg 1800kg 1680kg 1680kg 1429kg 1725kg 1655kg 1635kg 1755kg 1760kg 1995kg 2110kg 1570kg 1180kg 1496kg 1496kg 1532kg 1740kg 1740kg 1720kg 1560kg 1540kg 1080kg 1421kg 1280kg 1330kg 1320kg 1345kg 1340kg 1350kg 1295kg 1430kg 1440kg 1415kg 1465kg 1470kg 1425kg 1420kg 1320kg 1430kg 1420kg 1395kg 1370kg 1360kg 1395kg 1375kg 1380kg 1330kg 1350kg 900kg 940kg 1100kg 2360kg 1230kg 1240kg 1078kg 1100kg 1130kg 1369kg 1426kg

Max mph

133/6800 146/5000 258/4700 295/4500 302/3500 339/4750 383/4750 383/4750 333/4500 333/4500 156/5500 516/1750 442/5000 457/5200 464/5000 464/5250 664/2250 737/2300 479/1750 370/3600 268/5200 274/5200 264/4800 466/3200 466/3200 481/3200 289/4400 271/4400 350/3500 202/1700 243/1900 214/4500 273/4500 280/4750 310/4750 273/4750 273/4750 332/1700 369/1700 324/5600 324/5600 324/5750 310/4400 295/4600 258/4600 324/6250 339/6250 317/6250 317/6750 339/5750 298/5500 298/5500 284/5000 284/5000 273/5000 320/4250 500/3600 481/5000 590/1500 151/6400 151/6400 349/5000 315/5250 330/5000 258/1500 258/2500

0-100mph

189/7800 192/7800 276/6400 345/7000 400/7000 399/7100 454/7000 454/7000 390/7000 400/7000 228/8200 503/5500 451/6800 510/6800 481/6800 500/6800 577/5500 621/4800 503/6250 362/6300 323/7000 339/7400 309/6800 542/6400 542/6400 592/6800 276/7000 276/6800 352/6200 197/5500 266/6000 271/7400 321/7400 335/7400 380/7400 316/7200 325/7400 365/6500 414/6500 394/7400 394/7400 424/7500 380/6500 350/6600 296/6800 468/8250 493/8250 429/7600 444/7900 493/8250 409/7600 409/7600 375/7400 375/7400 360/7200 350/6750 454/6000 530/6100 624/5600 197/7000 197/7000 406/7500 400/7000 350/6800 217/4500 276/6000

bhp/ton

Weight

4/1796 4/1796 6/3456 6/3456 6/3456 8/4244 8/4691 8/4691 8/4244 8/4244 2R/1308 8/3982 8/6208 8/6208 8/6208 8/6208 8/5461 12/5980 8/3982 8/4799 6/3696 6/3696 6/3498 6/3799 6/3799 6/3799 6/2568 6/2568 6/2968 4/1598 4/1598 6/2706 6/3436 6/3436 6/3800 6/3436 6/3436 6/2981 6/2981 6/3800 6/3800 6/3800 6/3800 6/3824 6/3387 6/3799 6/3996 6/3797 6/3797 6/3996 6/3600 6/3600 6/3600 6/3600 6/3600 6/3700 6/3496 6/3496 12/6592 4/1998 4/1998 6/3996 6/3996 6/3996 4/1984 4/1984

0-60mph

lb ft/rpm

’04-’08 ’00-’01 £52,500 £63,950 £72,000 £82,890 £91,420 £110,740 ’03-’07 ’04-’07 ’03-’11 £68,070 ’11-’14 ’12-’13 ’06-’09 ’07-’09 £125,595 £183,075 £110,495 ’08-’09 £27,445 £37,585 ’03-’09 £78,020 £88,560 £125,000 ’99-’02 ’97-’99 ’03-’06 £27,150 £32,250 £39,694 £48,783 £55,397 £64,451 ’06-’13 ’11-’13 £76,412 £85,857 ’12-’15 ’13-’15 £95,862 ’08-’11 ’04-’08 ’98-’01 £100,540 £131,296 ’09-’11 ’10-’11 ’11-’12 ’07-’09 ’07-’09 ’03-’05 ’03-’05 ’99 £94,500 £129,000 £143,400 £229,128 £22,495 £22,495 ’05-’07 ’05-’07 ’98-’04 £26,125 £32,580

bhp/rpm

068 R 200 R 138 R 168 R 216 R 114 R 188 R 193 R 064 R 073 R 122 R 217 D 162 R 171 R 092 D 106 R 205 D 209 D 216 R 120 R 204 R 209 R 107 R 218 R 216 D 199 R 196R 196 R 200 R 155 R 209 R 209 R 202 R 219 F 216 R 132 R 158 R 218 R 217 R 201 R 179 R 208 D 121 R 070 R 008 R 206 R 216 R 182 R 200 R 187 R 182 R 105 R 082 R 068 R 182 R 189 R 205 R 209 D 205 D 204 R 219 R 097 R 076 R 004 R 155 R 200 D

Engine cyl/cc

Lotus Exige (S2) Lotus Exige (S1) Lotus Evora Lotus Evora S Lotus Evora 400 Maserati GranTurismo Maserati GranTurismo Sport Maserati GranTurismo MC Stradale Maserati Coupe Maserati GranSport Mazda RX-8 Mercedes-AMG C63 S Coupe Mercedes-Benz C63 AMG Coupe Mercedes-Benz C63 AMG Black Series Mercedes-Benz CLK63 AMG Mercedes-Benz CLK63 AMG Black Series Mercedes-AMG S63 Coupe Mercedes-AMG S65 Coupe Mercedes-AMG GT S Morgan AeroMax Nissan 370Z Nissan 370Z Nismo Nissan 350Z Nissan GT-R (2012MY onwards) Nissan GT-R Track Edition Nissan GT-R Nismo Nissan Skyline GT-R (R34) Nissan Skyline GT-R (R33) Noble M12 GTO-3R Peugeot RCZ 1.6 THP 200 Peugeot RCZ R Porsche Cayman (981) Porsche Cayman S (981) Porsche Cayman GTS (981) Porsche Cayman GT4 (981) Porsche Cayman S (987) Porsche Cayman R (987) Porsche 911 Carrera (991.2) Porsche 911 Carrera S (991.2) Porsche 911 Carrera S (991.1) Porsche 911 Carrera 4S (991.1) Porsche 911 Carrera 4 GTS (991.1) Porsche 911 Carrera S (997.2) Porsche 911 Carrera S (997.1) Porsche 911 Carrera (996 3.4) Porsche 911 GT3 (991) Porsche 911 GT3 RS (991) Porsche 911 GT3 (997.2) Porsche 911 GT3 RS (3.8, 997.2) Porsche 911 GT3 RS 4.0 (997.2) Porsche 911 GT3 (997.1) Porsche 911 GT3 RS (997.1) Porsche 911 GT3 (996.2) Porsche 911 GT3 RS (996.2) Porsche 911 GT3 (996.1) Radical RXC Radical RXC Turbo Radical RXC Turbo 500 Rolls-Royce Wraith Subaru BRZ Toyota GT86 TVR Sagaris TVR Tuscan S (Mk2) TVR Cerbera Speed Six VW Scirocco GT 2.0 TSI VW Scirocco R

Price

Car

Issue no.

Coupes / GTs

219 247 203 245 291 216 245 256 237 239 162 296 277 317 278 289 294 299 326 312 219 230 205 316 316 350 180 182 332 141 211 207 247 253 288 237 255 259 292 283 273 293 271 246 228 333 353 312 329 368 298 302 272 286 271 395 491 490 260 163 161 383 369 315 158 187

4.9 4.6 5.6 4.6 4.1 5.5 4.8 4.5 4.8 4.8 6.5 3.9 4.4 4.2 4.6 4.2 4.2 4.1 3.8 4.1 5.3 5.2 5.5 3.2 2.7 2.6 4.7 5.4 3.8 7.3 5.9 5.7 4.5 4.9 4.4 5.2 4.7 4.6 4.3 4.3 4.5 4.4 4.7 4.6 5.2 3.5 3.3 4.2 4.0 3.8 4.3 4.2 4.3 4.2 4.5 2.8 2.6 2.6 4.6 7.6 7.6 3.7 4.0 5.0 6.5 5.7

13.6 12.7 16.4 10.3 13.0 7.5 12.5 14.3 18.1 10.5 9.5 10.9 9.2 9.4 9.2 9.2 10.3 6.8 11.4 -

147 136 162 172 186 177 185 188 177 180 146 155 186 186 155 186 155 186 193 170 155 155 155 196 196 196 165 155 170 147 155 165 175 177 183 172 175 183 191 188 185 189 188 182 174 196 193 194 193 193 192 193 190 190 187 175 185 185 155 140 140 185 185 160+ 153 155

217 229 225 330 331 360 299 200 280 286 237 279 219 248 248 275 275 275 155 145 195 206 211 238 223 228 190 199 223 233 233 242 289 296 303 314 326 327 181 181 139 187

32.1 30.3 28.7 29.1 19.8 19.7 18.2 17.6 24.6 24.8 23.5 19.9 28.0 23.7 30.1 26.7 26.6 24.1 24.0 24.0 24.0 20.1 22.0 42.1 44.8 33.6 32.1 31.4 27.4 29.7 29.1 34.0 32.5 29.7 28.5 28.5 27.4 24.5 28.0 23.0 22.2 22.1 21.9 20.2 36.2 36.2 47.1 35.3

evo rating + Highly focused road and track tool - Lacks visual impact of S1 + Looks and goes like Elise racer - A tad lacking in refinement + Sublime ride and handling. Our 2009 car of the year - Pricey options + A faster and better Evora - But one which spars with the Porsche 911… + Evora excitement levels take a leap - Gearbox still not perfect; punchy pricing + Striking, accomplished GT - Doesn’t spike the pulse like an Aston or 911 + The best everyday GranTurismo yet - Starting to get long in the tooth + Brilliant blend of road racer and GT - Gearbox takes a little getting used to + Glorious engine, improved chassis - Overly sharp steering + Maser Coupe realises its full potential - Very little + Never mind the quirkiness, it’s a great drive - Wafer-thin torque output + Mouth-watering mechanical package - Might be too firm for UK roads + A proper two-door M3 rival - C63 saloon looks better + The C63 turned up to 11 - Too heavy, not as fiery as Black Series cars of old + Power, control, build quality - Lacks ultimate involvement + AMG goes Porsche-hunting - Dull-witted gearshift spoils the party + Thunderously fast S-class built for drivers - Lacks badge appeal of a Continental GT + Almighty power, fabulous luxury - Nearly £60k more than the S63! + Fantastic chassis, huge grip - Artificial steering feel; downshifts could be quicker + Weird and utterly wonderful - Only 100 were made + Quicker, leaner, keener than 350Z - Not quite a Cayman-killer + Sharper looks, improved ride, extra thrills - Engine lacks sparkle + Huge fun, and great value too - Honestly, we’re struggling + GT-R is quicker and better than ever - But costs over £20K more than its launch price + Recreates much of the Nismo’s ability, without the rock-hard ride - Interior feels dated + Manages to make regular GT-R feel imprecise - Compromised by super-firm suspension + Big, brutal, and great fun - Needs more than the standard 276bhp + Proof that Japanese hi-tech can work (superbly) - Limited supply + The ability to humble exotica - Notchy gearchange can spoil the flow + Distinctive looks, highly capable handling - Could be a bit more exciting + Rewarding and highly effective when fully lit - Dated cabin, steering lacks feel + Very enticing for the money in basic spec - You might still want the power of the ‘S’ + The Cayman comes of age - Erm… + Tweaks improve an already sublime package - Slightly ‘aftermarket’ looks + evo Car of the Year 2015; the Cayman we’ve been waiting for - Waiting lists + Still want that 911? - Yeah, us too + Total handling excellence - Styling additions not to all tastes + Forced induction hasn’t ruined the Carrera - Purists won’t be happy + As above, but blindingly fast - You’ll want the sports exhaust + A Carrera with supercar pace - Electric steering robs it of some tactility + More satisfying than rear-drive 991.1 Carreras - Choose your spec carefully + The highlight of the 991.1 Carrera line-up - Pricey for a Carrera + Poise, precision, blinding pace - Feels a bit clinical + evo Car of the Year 2004; like a junior GT3 - Tech overload? + evo Car of the Year 1998; beautifully polished - Some like a bit of rough + evo Car of the Year 2013 - At its best at licence-troubling speeds + Sensationally good to drive - They won’t all be painted Ultra Violet + Even better than the car it replaced - Give us a minute… + Our favourite car from the first 200 issues of evo - For people like us, nothing + evo Car of the Year 2011 - Unforgiving on-road ride; crazy used prices + Runner-up evo Car of the Year 2006 - Ferrari 599 GTBs + evo Car of the Year 2007 - A chunk more money than the brilliant GT3 + evo Car of the Year 2003 - Chassis is a bit too track-focused for some roads + Track-biased version of above - Limited supply + evo Car of the Year 1999 - Porsche didn’t build enough + A real trackday weapon - Can’t match the insanity of a Caterham 620R + Eats GT3s for breakfast - Might not feel special enough at this price + Huge performance, intuitive adjustability, track ability - Compromised for road use + Refinement, chassis, drivetrain - Shared componentry lets cabin down + Fine chassis, great steering - Weak engine, not the slide-happy car they promised + More fun than its cousin (above) - Same lack of torque, poor interior quality + Looks outrageous - 406bhp feels a touch optimistic + Possibly TVR’s best ever car - Aerodynamic ‘enhancements’ + Accomplished and desirable - Check chassis for corrosion + Golf GTI price and performance - Interior lacks flair + Great engine, grown-up dynamics - Perhaps a little too grown-up for some

Try the evo app!

Have you checked out the evo app? It’s free first benefits for the fi rst seven days and benefi ts include:

• New content delivered up to three times a week

• Early access to important stories • Access to the entire uploaded evo archive

• Videos and extra images The evo app is available on iPad, iPhone, Android and Kindle, with prices starting from just £1.49. Find out more at evo.co.uk/app www.evo.co.uk

189

BEST

SOLUTIONS FOR EVERY DEMAND

hls

coilo ver

club spor t

coilo ver

coilo ver spr ing kits

compe t it ion race-suspension

FOR MORE THAN 4600 TYPES AVAILABLE FOR EVERY DEMAND THE RIGHT SUSPENSION

THE PERFECT SUSPENSION FOR EVERY PURPOSE. KW automotive UK Ltd Phone: 0870 990 7536 Fax: 0845 021 2548 eMail: info@KWautomotive.co.uk

PARTNER OF

www.KWautomotive.co.uk

st ree t comfor t

www.MediaTel.biz

coilo ver

ddc coilo ver

Ratings

3 Thrill-free zone 33 Tepid 333 Interesting 3333 Seriously good 33333 A truly great car

Our Choice

Best of the Rest

McLaren 675LT. The ‘long-tail’ is the step forward we’ve been hoping for from McLaren’s super-series cars, adding a real sense of involvement to the incredible pace that’s been building since the 12C. In fact, the 675LT is so intense it might even make you question if you need a P1.

The Ferrari 488 GTB (left) has a stunning turbocharged engine and the chassis to exploit it. Lamborghini’s Aventador offers true supercar drama, especially in Superveloce form, while the Pagani Huayra rivals it for theatre (albeit at four times the price) and was our joint 2012 Car of the Year.

CO2 g/km

Max mph

0-100mph

0-60mph

lb ft/rpm

EC mpg

bhp/ton

Weight

203 R £192,995 12/5935 568/6650 465/5500 1739kg 332 3.6 - 201 298 22.1 + Much better than the DBS it succeeds, especially in 2015MY form - It’s no Ferrari F12 33334 110 R ’05-’07 12/5935 520/7000 425/5800 1875kg 282 4.9 10.1 200 - - + Vanquish joins supercar greats - A tad intimidating at the limit 33333 179 R ’10-’12 12/7312 750/6000 553/7600 1740kg 438 3.7 - 220+ - - + The engine, the looks, the drama - Gearbox hates manoeuvring; only 77 were made 33333 217 R £134,500 10/5204 602/8250 413/6500 1555kg 393 3.2 - 205 287 23.0 + Timeless drivetrain, huge performance - Needs to be driven hard to really engage 33333 181 D ’10-’15 10/5204 518/8000 391/6500 1620kg 325 3.9 8.4 194 346 19.0 + Real supercar feel - The V8 is cheaper, and still superb 33333 190 R ’13-’15 10/5204 542/8000 398/6500 1570kg 351 3.8 - 198 346 19.0 + An R8 fit to take on the 458 and 12C - Firm ride may be too much for some 33333 169 F ’10-’12 10/5204 552/8000 398/6500 1520kg 369 3.6 - 199 - - + Everything we love about the R8 - Not as hardcore as we wanted 33333 208 R ’15 10/5204 562/8000 398/6500 1595kg 358 3.4 - 198 299 21.9 + More of everything that makes the R8 great - S-tronic transmission not perfect 33333 134 R ’05-’11 16/7993 1000/6000 922/2200 1950kg 521 2.8 5.8 253 596 11.4 + Superbly engineered 4WD quad-turbo rocket - Er, lacks luggage space?

33333 151 R ’10-’14 16/7993 1183/6400 1106/3000 1838kg 654 2.5 - 268 539 12.2 + The world’s fastest supercar - Limited to 258mph for us mere mortals 33333 078 R ’91-’95 12/3500 552/8000 451/3750 1566kg 358 3.4 - 212 - - + Superbly engineered 4WD quad-turbo rocket - It just fizzled out 33334 133 R ’09-’13 8/6162 638/6500 603/3800 1528kg 424 3.8 7.6 205 355 18.8 + Huge pace and character - Take plenty of brave pills if there’s rain 33342 - 205+ 260 24.8 + Staggeringly capable - Lacks a little of the 458’s heart and excitement 216 R £183,964 8/3902 661/6500 561/3000 1475kg 455 3.0 33333 - 203+ 260 24.8 + As above, but with the wind in your hair - See left 216 D £204,400 8/3902 661/6500 561/3000 1525kg 440 3.0 33333 183 R ’09-’15 8/4497 562/9000 398/6000 1485kg 384 3.2 6.8 202 307 20.6 + An astounding achievement - Paddleshift only 33333 203 R ’14-’15 8/4497 597/9000 398/6000 1395kg 435 3.0 - 202+ 275 23.9 + evo Car of the Year 2014 - If you don’t own a regular 458, nothing 33333 163 R ’04-’10 8/4308 483/8500 343/5250 1449kg 339 4.0 - 196 - 18.6 + Just brilliant - Didn’t you read the plus point?

33333 121 R ’07-’10 8/4308 503/8500 347/5250 1350kg 378 3.5 7.7 198 - 15.7 + Successful F1 technology transplant - Likes to shout about it 33333 163 R ’99-’04 8/3586 394/8500 275/4750 1390kg 288 4.5 9.0 183 - 17.0 + Worthy successor to 355 - Not quite as involving as it should be 33334 068 R ’03-’04 8/3586 420/8500 275/4750 1280kg 333 4.1 - 186 - - + Totally exhilarating road-racer. It’s loud - It’s very, very loud 33333 163 R ’97-’99 8/3496 374/8250 268/6000 1350kg 281 4.7 - 183 - 16.7 + Looks terrific, sounds even better - Are you kidding?

33333 190 R £241,053 12/6262 730/8250 509/6000 1630kg 455 3.1 - 211 350 18.8 + 730bhp isn’t too much power for the road - Super-quick steering is an acquired taste 33333 217 R £339,000 12/6262 769/8500 520/6250 1520kg 514 2.9 - 211 360 18.3 + Alarmingly fast - Doesn’t flow like a 458 Speciale 33334 101 R ’06-’12 12/5999 611/7600 448/5600 1688kg 368 3.5 7.4 205 415 15.8 + evo Car of the Year 2006 - Banks are getting harder to rob 33333 161 R ’11-’12 12/5999 661/8250 457/6500 1605kg 418 3.4 - 208 - - + One of the truly great Ferraris - Erm, the air con isn’t very good 33333 200 R ’02-’06 12/5748 508/7250 434/5250 1730kg 298 4.2 9.6 202 - 12.3 + Fiorano pack makes 575 truly great - It should have been standard 33333 169 R ’97-’02 12/5474 485/7000 415/5000 1716kg 287 4.3 10.0 199 - 12.3 + Everything - Nothing 33333 194 R £238,697 12/6262 651/8000 504/6000 1880kg 347 3.7 - 208 360 15.4 + Four seats and 4WD, but a proper Ferrari - Looks divide opinion 33333 090 R ’04-’11 12/5748 533/7250 434/5250 1840kg 294 4.3 9.8 199 470 13.8 + Awesomely capable grand tourer - See above 33333 203 R ’13-’15 12/6262 950/9000 664/6750 1255kg 769 3.0 - 217+ 330 - + Perhaps the greatest Ferrari ever - Brakes lack a touch of precision on track 33333 203 R ’02-’04 12/5999 651/7800 485/5500 1365kg 485 3.5 6.7 217+ 545 - + Intoxicating, exploitable - Cabin detailing falls short of a Zonda or F1 ’s 33333 186 R ’96-’97 12/4699 513/8500 347/6500 1230kg 424 3.9 - 202 - - + A better drivers’ Ferrari than the 288, F40 or Enzo - Not better looking, though 33333 199 R ’87-’92 8/2936 471/7000 426/4000 1100kg 437 4.1 - 201 - - + Brutally fast - It’s in the dictionary under ‘turbo lag’ 33333 200 R ’04-’06 8/5409 550/6500 500/3750 1583kg 353 3.7 - 205 - - + Our 2005 Car of the Year - Don’t scalp yourself getting in 33333 180 R £900,000 8/7000 1244/6500 1155/4000 1244kg 1016 2.5 - 270 - - + 0-200mph in 14.5sec, and it handles too - Looks like an Exige 33333 217 R c£140,000 6/3493 565 476 1725kg 333 2.9 - 191 - - + Like a baby Porsche 918 - Lacks typical Japanese character 33334 157 R ’92-’94 6/3498 542/7200 475/4500 1470kg 375 3.7 - 213 - - + Britain’s greatest supercar… - …until McLaren built the F1 33332 180 R c£1.09m 8/5032 1124/7100 885/2700 1435kg 796 2.8 - 273 - - + As fast and exciting as your body can handle - It’s Veyron money 33333 202 R c£2.0m 8/5065 1341/7500 1011/6000 1360kg 1002 2.9 - 273 - - + The most powerful car we’ve ever tested - It’s sold out; we couldn’t afford one anyway… 33333 118 R ’08-’10 8/4800 1004/7000 796/5600 1280kg 797 2.8 - 250+ - - + One of the world’s fastest cars - Spikey power delivery 33333 218 R c£160,000 10/5204 572/8000 397/6500 1389kg 418 3.4 - 199 278 23.7 + More seductive than the 4WD Huracán - Feels like there’s more to come 33334 209 D £186,760 10/5204 602/8250 413/6500 1532kg 399 3.2 - 202+ 290 22.6 + Defies the numbers; incredible point-to-point pace - Takes work to find its sweet-spot 33334 180 D ’08-’13 10/5204 552/8000 398/6500 1410kg 398 3.7 - 202 325 16.0 + Still a missile from A to B - Starting to show its age 33332 152 R ’10-’13 10/5204 562/8000 398/6500 1340kg 426 3.5 - 202 325 20.6 + Less weight and more power than original Superleggera - LP560-4 runs it very close 33334 094 R ’06-’08 10/4961 513/8000 376/4250 1520kg 343 4.3 9.4 196 - - + On a full-bore start it spins all four wheels. Cool - Slightly clunky e-gear 33334 104 R ’07-’08 10/4961 522/8000 376/4250 1420kg 373 3.8 - 196 - - + Lighter, more agile - Grabby carbon brakes, clunky e-gear 33332 194 R £260,040 12/6498 690/8250 509/5500 1575kg 445 2.9 - 217 370 17.7 + Most important new Lambo since the Countach - Erm… expensive?

33333 216 R £321,723 12/6498 740/8400 509/5500 1525kg 493 2.8 - 217+ 370 17.7 + More exciting than the standard Aventador - ISR gearbox inconsistent 33333 089 D ’01-’06 12/6192 570/7500 479/5400 1650kg 351 4.0 - 205 - - + Gorgeous, capable and incredibly friendly - V12 feels stressed 33333 093 R ’06-’11 12/6496 631/8000 487/6000 1665kg 385 3.3 - 211 - 21.3 + Compelling old-school supercar - You’d better be on your toes 33333 200 R ’09-’11 12/6496 661/8000 487/6500 1565kg 429 3.2 7.3 212 - - + A supercar in its truest, wildest sense - Be prepared for stares 33333 019 R ’00-’02 12/5992 550/7100 457/5500 1625kg 343 3.8 - 200+ - - + Best-built, best-looking Diablo of all - People’s perceptions 33334 200 R ’10-’12 10/4805 552/8700 354/6800 1480kg 379 3.7 - 202 - - + Absurd and compelling supercar - Badge and price don’t quite match 33333 079 R ’04-’05 12/5998 621/7500 481/5500 1445kg 437 3.8 - 205 - - + Rarer than an Enzo - The Ferrari’s better 33332 217 R £143,250 8/3799 562/7500 443/5000 1313kg 435 3.1 - 204 258 25.5 + A truly fun and engaging sports car - McLaren doesn’t call it a supercar(!)

33333 196 R £195,250 8/3799 641/7250 500/6000 1428kg 456 3.0 - 207 275 24.2 + Better brakes, balance and looks than 12C; more power too - Costs an extra £19k 33333 216 R £259,500 8/3799 666/7100 516/5500 1328kg 510 2.9 - 205 275 24.2 + Runner-up at eCoty 2015; asks questions of the P1 - Aventador price tag 33333 187 R ’11-’14 8/3799 616/7500 442/3000 1434kg 435 3.1 - 207 279 24.2 + Staggering performance, refinement - Engine noise can be grating 33333 205 R ’14-’15 8/3799 903/7500 664/4000 1395kg 658 2.8 - 217 194 34.0 + Freakish breadth of ability - At its mind-bending best on track 33333 205 R ’94-’98 12/6064 627/7500 479/4000 1137kg 560 3.2 6.3 240+ - 19.0 + Still the most single-minded supercar ever - There’ll never be another 33333 159 R ’10-’15 8/6208 563/6800 479/4750 1620kg 335 4.1 8.4 197 308 21.4 + Great engine and chassis (gullwing doors too!) - Slightly tardy gearbox 33333 204 R ’13-’15 8/6208 622/7400 468/5500 1550kg 408 3.6 - 196 321 20.6 + Stunning engine, superb body control - Be careful on less-than-smooth roads…

33333 073 R ’04-’07 8/5439 617/6500 575/3250 1693kg 370 3.7 - 208 - - + Zonda-pace, 575-style drivability - Dreadful brake feel 33332 186 R c£200,000 8/4439 650/6800 604/3800 1198kg 551 3.8 7.7 225 - - + Spiritual successor to the Ferrari F40 - It’s a bit pricey 33333 185 R c£1m 12/5980 720/5800 737/2250 1350kg 542 3.3 - 224 - - + Our joint 2012 Car of the Year - Engine isn’t as nape-prickling as the Zonda’s 33333 170 R £1.5m 12/7291 750/6300 575/4500 1210kg 630 3.3 - 217+ - - + One of the most extreme Zondas ever - One of the last Zondas ever (probably) 33333 096 R ’02-’05 12/7291 555/5900 553/4050 1250kg 451 3.6 - 197 - - + evo Car of the Year 2001 (in earlier 7.0 form) - Values have gone up a fair bit since then 33333 186 R ’05-’06 12/7291 602/6150 575/4000 1230kg 497 3.6 - 214 - - + Everything an Italian supercar ought to be - Looks a bit blingy next to a Carrera GT 33333 147 D ’09-’10 12/7291 669/6200 575/4000 1400kg 485 3.4 - 217+ - - + The best Zonda ever - Doesn't come up in the classifieds often 33333 210 R ’13-’15 6/3800 513/6000 524/2100 1595kg 327 3.4 - 195 227 29.1 + Incredible pace, whatever the weather - More involvement wouldn’t go amiss 33334 217 R ’13-’15 6/3800 552/6500 553/2200 1605kg 349 3.1 - 197 227 29.1 + Superb everyday supercar - At times disguises the thrills it can offer 33333 218 R ’09-’13 6/3800 493/6000 479/1950 1570kg 319 3.2 7.3 193 272 24.4 + The Turbo at the very top of its game - Favours outright grip over adjustability 33333 204 R ’10-’13 6/3600 611/6500 516/2250 1370kg 453 3.5 - 205 284 - + More powerful than a Carrera GT. Handles, too - Erm… 33333 094 R ’06-’09 6/3600 472/6000 457/1950 1585kg 303 4.0 8.7 193 - 22.1 + Monster cornering ability - A bit woolly on its standard settings 33333 017 R ’00-’06 6/3600 414/6000 413/2700 1540kg 273 4.1 10.0 190 309 21.8 + evo Car of the year 2000; the 911 for all seasons - We can’t find any reasons 33333 072 R ’04-’06 6/3600 475/5700 472/3500 1420kg 338 4.0 8.3 198 309 21.8 + Revisions made it even more of a star than the 456bhp 996.1 GT2 - Care still required 33333 066 R ’95-’98 6/3600 402/5750 398/4500 1500kg 272 4.5 - 180 376 18.0 + Stupendous all-weather supercar - It doesn’t rain enough 33333 003 R ’95-’98 6/3600 424/5750 398/4500 1295kg 333 4.4 - 183 368 18.3 + Hairy-arsed homologation special; last 21 had 444bhp - Only 193 were made 33333 200 R ’13-’15 8/4593 875/8500 944/6600 1674kg 531 2.6 - 211 79 85.6 + Blistering performance; cohesive hybrid tech - Added weight and complexity 33333 200 R ’04-’06 10/5733 604/8000 435/5750 1380kg 445 3.8 7.6 205 432 15.8 + Felt ahead of its time - Needs modern tyres to tame its spikiness 33333 126 R c£357,000 6/3746 691/7600 656/4000 1400kg 501 3.2 - 235 - - + The best 911 that Porsche never made - But not the best looking…

33333 097 R ’87-’89 6/3366 469/5950 408/5100 1170kg 345 4.1 - 211 - - + A true legend - We can’t all drive like Stefan Roser 33333

Engine cyl/cc

Aston Martin Vanquish (Mk2) Aston Martin Vanquish S (Mk1) Aston Martin One-77 Audi R8 V10 Plus Audi R8 V10 Audi R8 V10 Plus Audi R8 GT Audi R8 LMX Bugatti Veyron 16.4 Bugatti Veyron Super Sport Bugatti EB110 Chevrolet Corvette ZR1 Ferrari 488 GTB Ferrari 488 Spider Ferrari 458 Italia Ferrari 458 Speciale Ferrari F430 Ferrari 430 Scuderia Ferrari 360 Modena Ferrari 360 Challenge Stradale Ferrari F355 F1 Berlinetta Ferrari F12 Berlinetta Ferrari F12tdf Ferrari 599 GTB Fiorano Ferrari 599 GTO Ferrari 575M Fiorano Handling Pack Ferrari 550 Maranello Ferrari FF Ferrari 612 Scaglietti F1 Ferrari LaFerrari Ferrari Enzo Ferrari F50 Ferrari F40 Ford GT Hennessey Venom GT Honda NSX Jaguar XJ220 Koenigsegg Agera R Koenigsegg One:1 Koenigsegg CCXR Edition Lamborghini Huracán LP580-2 Lamborghini Huracán LP610-4 Lamborghini Gallardo LP560-4 Lamborghini LP570-4 Superleggera Lamborghini Gallardo Lamborghini Gallardo Superleggera Lamborghini Aventador LP700-4 Lamborghini Aventador LP750-4 SV Lamborghini Murciélago Lamborghini Murciélago LP640 Lamborghini Murciélago LP670-4 SV Lamborghini Diablo 6.0 Lexus LFA/LFA Nürburgring Maserati MC12 McLaren 570S McLaren 650S McLaren 675LT McLaren 12C McLaren P1 McLaren F1 Mercedes-Benz SLS AMG Mercedes-Benz SLS AMG Black Series Mercedes-Benz SLR McLaren Noble M600 Pagani Huayra Pagani Zonda 760RS Pagani Zonda S 7.3 Pagani Zonda F Pagani Zonda Cinque Roadster Porsche 911 Turbo (991.1) Porsche 911 Turbo S (991.1) Porsche 911 Turbo (997.2) Porsche 911 GT2 RS (997.2) Porsche 911 Turbo (997.1) Porsche 911 Turbo (996) Porsche 911 GT2 (996.2) Porsche 911 Turbo (993) Porsche 911 GT2 (993) Porsche 918 Spyder Porsche Carrera GT Ruf CTR3 Ruf CTR ‘Yellowbird’

Price

Car

Issue no.

bhp/rpm

Supercars

evo rating

www.evo.co.uk

191

TrackTimes

Key

N = new this month. Red denotes the car is the fastest in its class on that track.

ANGLESEY COASTAL CIRCUIT N LOCATION Anglesey, UK N GPS 53.188372, -4.496385 N LENGTH 1.55 miles

Car Radical RXC Turbo 500 (fastest coupe) McLaren P1 (on P Zero Trofeo R tyres) (fastest supercar) Porsche 918 Spyder McLaren P1 Porsche 911 GT3 RS (991) Porsche 911 Turbo S (991) Ferrari 458 Speciale Porsche 911 Turbo (991) Aston Martin Vantage GT12 Nissan GT-R (2014MY) Mercedes-AMG GT S Porsche 911 Carrera S Powerkit (991) Porsche 911 Carrera (991) Porsche Cayman (981) Aston Martin N430 Lotus Exige S (V6) SEAT Leon Cupra 280 Sub8 (fastest hot hatch) BMW M4 BMW i8 Honda Civic Type R (FK2) Renaultsport Mégane Trophy 275 BMW M5 Competition Pack (F10M) (fastest saloon) Audi TTS (Mk3) Audi R8 V8 (Mk1) BMW M135i Nissan 370Z Nismo Alfa Romeo 4C Mercedes-AMG S65 Coupe VW Golf R (Mk7) Peugeot RCZ R Toyota GT86 TRD Jota Mazda MX-5 GT (Mk3) (fastest sports car)

Lap time

issue no.

YouTube

1:10.5 1:11.2 1:12.4 1:12.6 1:13.6 1:13.6 1:14.2 1:15.2 1:16.0 1:16.9 1:17.0 1:17.6 1:17.8 1:18.9 1:19.1 1:19.1 1:19.1 1:19.2 1:19.4 1:19.5 1:19.6 1:19.7 1:19.9 1:20.1 1:20.4 1:20.5 1:20.7 1:21.4 1:21.6 1:22.0 1:23.7 1:24.6

200 200 200 198 210 214 210 210 201 199 209 210 209 212 199 210 212 212 209 201 212 209 209 212 209 193 193

Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes -

Tyre Pressure Monitoring System

Save Your Tyres

Tyre Pressure Monitoring

BEDFORD AUTODROME WEST CIRCUIT N LOCATION Bedfordshire, UK N GPS 52.235133, -0.474321 N LENGTH 1.8 miles (track reconfigured May 2015; earlier times not comparable) SEAT Leon Cupra 280 Ultimate Sub8 (fastest hot hatch) BMW M3 (F80) (fastest saloon) Renaultsport Mégane 275 Trophy-R Mercedes-AMG C63 S Saloon Honda Civic Type R (FK2) VW Golf R (Mk7) Audi RS3 Sportback (2015MY) Ford Fiesta ST Mountune Mazda MX-5 2.0i Sport (Mk4) (fastest sports car) Toyota GT86 (fastest coupe)

1:23.1 1:23.3 1:23.6 1:24.0 1:24.9 1:26.1 1:26.6 1:29.5 1:29.8 1:29.9

215 211 215 211 215 213 -

Yes Yes Yes Yes Yes Yes

BLYTON PARK OUTER CIRCUIT

192

www.evo.co.uk

Tyre defects contribute to over 3% of all motorway accidents and are the most common form of fault relating to an accident.

Fitting a tyre pressure monitoring system and keeping your tyres correctly inflated has the following benefits: ● Improves fuel economy ● Reduces accidents and blow-outs

N LOCATION Lincolnshire, UK N GPS 53.460093, -0.688666 N LENGTH 1.6 miles Ariel Atom 3.5R (fastest sports car) Radical RXC Turbo (fastest coupe) BAC Mono Porsche 911 GT2 RS (997.2) (fastest supercar) Porsche 911 GT3 (991) Caterham Seven 620R Nissan GT-R Nismo Mercedes SLS AMG Black Series Pagani Huayra McLaren 12C Radical RXC Ariel Atom 3.5 310 Audi R8 V10 Plus (Mk1) Lotus Exige S (V6) Porsche 911 Carrera (991) Porsche 911 GT3 (997) Porsche Boxster S (981) Porsche Cayman GTS (981) Porsche Cayman S (981) Caterham Seven 420R Jaguar F-type S Convertible Zenos E10 S Mercedes-Benz C63 AMG Black Series Renaultsport Mégane 275 Trophy-R (fastest hot hatch) Litchfield Subaru BRZ Spec S Alpina B3 GT3 BMW M135i Porsche Cayman (981) BMW M235i Mini John Cooper Works GP (R56) Renaultsport Mégane R26.R Ford Focus RS500 VW Golf GTI Performance Pack (Mk7) Audi A1 quattro Toyota GT86 Caterham Seven 160

Drive safely with Tyre Pilot from Snooper, the new wireless Tyre Pressure Monitoring System.

● Lessens vehicle aquaplaning 0:58.9 1:00.4 1:01.4 1:01.8 1:01.9 1:02.1 1:02.1 1:02.5 1:02.5 1:02.7 1:02.9 1:03.4 1:03.4 1:04.4 1:05.1 1:05.2 1:05.5 1:05.5 1:05.5 1:05.8 1:06.5 1:06.6 1:06.9 1:07.3 1:07.5 1:07.7 1:07.7 1:07.7 1:08.7 1:08.7 1:08.9 1:09.4 1:10.3 1:11.2 1:12.8 1:17.6

205 205 189 204 205 189 205 204 177 187 189 189 177 177 177 189 214 214 177 205 189 177 177 181 181 181 192 181 177 205

Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes

● Improves stopping distances

Tyre Pilot STP116 Features ● Monitors tyre pressures up to 116 PSI ● Displays pressure and temperature in realtime ● Alerts to pressure drops and FROM ONLY temperature rises ● Supports up to 8 wheel sensors.

INC. 4 WHEEL SENSORS ● Stand Alone PND device.

£179.99

Buy yours today at snooper.co.uk, or by calling 0333 240 1000. snooperuk @snooperuk Snooper UK

www.snooper.co.uk

Performance Products Ltd, Cleaver House, Sarus Court, Manor Park, Runcorn, WA7 1UL Subject to terms and condition, Performance Products Ltd reserve the right to amend or remove this promotion at anytime. Subject to availability. From £179.99 price is for the STP 116 device, including 4 wheel sensors. Extra wheel sensor combinations available but will be charged at a higher price.

Artofspeed

Nissan R34 Skyline GT-R multifunction display

by R ic h a R d l a n e | P h o t o g R a P h y by d R e w g i b s o n

I

I f y o u e v e r wa n t t o o w n a n r 3 4 n I s s a n Skyline GT-R, buy now. Just get it done, because members of the so-called PlayStation Generation – now in their 30s and early 40s – are coming for it. During their formative years they were indoctrinated by the R34’s exotic heritage, contract-killer aesthetic and earth-shaking powertrain, so their bond with the fifth-gen Skyline GT-R is lifelong. And guess what? In a few years’ time they’re going to want it back.

Of course, only a handful will have driven one, and in truth this bond has more to do with the fact that the HICAS rear-steer and four-wheeldrive stability made the digital version an extraordinarily dependable companion on Gran Turismo. It was relentlessly fast, endlessly forgiving and tuneable beyond even the wildest dreams of a teenager, much like the real thing, and for this it has been rewarded with unconditional loyalty.

It’s also a car whose reputation precedes it, not least in terms of technology, because as well as being an icon of the digital world, the R34 famously came with Nissan’s interpretation of a games console crowning the dashboard. A gimmick? Big time, but entertaining all the same.

As per the interior as a whole, the LCD’s housing wasn’t exactly elegant,

and as far as interaction went the software was limited – the driver could set the revs for the upshift light (evo recommends 7500rpm). But in terms of what the display could tell you it was borderline encyclopaedic. Oh-so critical measurements of boost and injector pressure, throttle opening, oil, water and cabin temperature and torque split could be imparted in 30-second increments via graphs for attentive drivers to quickly read and react to (although how exactly we’re still not sure).

V-spec cars – and doesn’t this just show that Nissan knew owners would take the twin-turbo straight-six some way past its claimed 276bhp?

– even displayed temperatures within the intake and exhaust manifolds, and a final Nismo version could record lap times and monitor G-forces.

All extremes recorded during a drive were stored to later substantiate outrageous claims, and the telemetry data could be downloaded to a computer in spreadsheet form for ‘post-race analysis’.

It all sounds oppressively techy, but the R34’s multifunction display wasn’t representative of the driving experience, which remained the same as the R33 GT-R before it: raw. And with all those pretty graphics, owners could be forgiven for thinking they’d accidentally signed on the line for a Nismo GT500 racer. Surely that can only be a good thing? L

N e x t m o N t h The ultimate? Bugatti Chiron

On sale wedNesday march 23

194

www.evo.co.uk

N M4 Competition N Why you should buy a used Aston N Driven: Audi S1 Rallycross

WORRIED ABOUT EXPENSIVE CAR

REPAIR BILLS? If your car goes wrong, you could be faced with wallet busting repair bills. Not to mention the hassle of dealing with the garage and being without your motor for days, or even weeks on end.

A used car repair plan from Warrantywise gives you total peace of mind when your car goes bang! All of our plans include car hire, hotel & onwards travel expenses as well as recovery as standard. You can also take your car to any VAT registered garage in the UK or Europe for repairs!

Prices start from just £19 per month. Best of all its been designed by motoring consumer champion, Quentin Willson.

Designed by Quentin Willson

Warrantywise work in partnership with global feedback engine Feefo and were awarded their Gold Trusted Merchant award for 2015.

QUENTIN VIDEO GUIDE Watch as motoring expert, Quentin Willson, explains the benefits of a used car warranty.

Watch Quentin’s Guide

warrantywise.co.uk/guide

THEO IS WARRANTY WISE Warrantywise are delighted that Theo Paphitis has done the wise thing and protected his jaw-dropping Maybach with a Warrantywise warranty.

Read the full article at: www.warrantywise.co.uk/theo

Terms and conditions apply. Accurate at the time of printing.

Get a Quote Online

warrantywise.co.uk or call us on Freephone 0800 030 4569

Simply the Best in the Business