Volante - Issue 5 - September 2015 by Firefly Communications

1962 Mercedes Benz 300SL disc brake roadster, DB353 Silver-Blue metallic with red, blue convertible top, S/N 19804210 003010, 3.0 litre in-line 6 cylinder engine, 4 speed gear box, factory disc brakes from new, European headlights, factory hard top, fitted luggage, tool roll and jack, original engine, superb Rudi & Company show quality restoration completed 2010.

Copley Motorcars 37 Chestnut Street Needham, Massachusetts 02492 USA Tel. +1 781.444.4646 | e-mail copleycars@gmail.com | www.copleymotorcars.com

1954 Ferrari 500 Mondial Pinin Farina Spyder, Serial Number 0426 MD, Engine Number 0426 MD, the 9th of just 22 Series 1 500 Mondial spyders, completed by Pinin Farina April 1954, Aurelio Lampredi 2.0 litre engine, raced immediately following completion by regular Scuderia Ferrari driver Franco Cortese in the 26th Mille Miglia May 1954, finishing 14th overall. (Signori Cortese known too as the driver with the most Mille Miglia finishes ever.) Raced again at the 1957 Mille Miglia by Alfredo Vaccari. 0426 MD is documented by noted Ferrari historian Marcel Massini and is matching numbers, a Mille Miglia Storica veteran, and undoubtedly welcomed at any concours or rallye worldwide.

Copley Motorcars 37 Chestnut Street Needham, Massachusetts 02492 USA Tel. +1 781.444.4646 | e-mail copleycars@gmail.com | www.copleymotorcars.com

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VOLANTE

F SUR TO

BIA - A S RA

PLEME N UP

TERRE A LA

SEPTEMBER - NOVEMBER 2015

ROLLS-ROYCE UNVEILS NEW CONVERTIBLE

RIDE THE WIND

BEHIND THE WHEEL OF THE PAGANI HUAYRA HYPERCAR

IN THE FR A ME

EXPERIENCE A LIGHTNESS OF BEING IN THE ZENOS E10S

BHD4 AED40 QR40

A NEW DAWN

KWD3

OMR4

A JOURNAL FOR THE GENTLEMAN DRIVER

A WAVE OF STYLE

CLIMB ABOARD THE PERSONAL SUPER YACHT OF CARLO RIVA

Cover image: The 2016 Rolls-Royce Dawn, courtesy of Rolls-Royce Motor Cars

think it’s fair to say that the mighty Volkswagen Group has enjoyed happier times. The German car maker has been thrust into disarray over the emissions scandal surrounding its diesel engines – a scandal that has shaved millions of Euros off the company’s share price and is likely to cost it billions more in punitive costs. Cue the scramble in Wolfsburg to batten down the hatches and assume battle stations. Within the space of a few days, the company’s embattled CEO, Martin Winterkorn fell on his sword, and Porsche CEO, Matthias Müller was appointed to the top job – a turn of events that we’re sure will have pleased former group chairman, Ferdinand Piëch, in his forced retirement. A few days earlier there was no inkling that the wheels were about to fall off one of the world’s biggest automotive conglomerates in such spectacular fashion, as VW’s septimana horribilis followed hot on the heels of a hugely successful showing at the recent IAA Frankfurt Motor Show. Among the VW brands to wow the crowds was Bugatti with its “Vision Gran Tourismo” concept, Bentley’s final revelation of its longawaited Bentayga luxury SUV and Lamborghini’s unveiling of the inevitable “Spyder” iteration of its magnificent Huracán V10. Sticking with the VW Group, in our Garage, Phill Tromans puts the second generation Audi R8 through its paces in Portugal, as well as bringing the Zenos E101 into the frame with a Vol an t e | September - November 2015 |

drive through the English countryside in the little open two-seater. We also have a first drive of the ultra rare Pagani Huayra, courtesy of Damien Reid, who got to hammer it around Yas Marina under the watchful eyes of its creator himself. At the same time that James Nicholls was enjoying a sojourn aboard Vespucci, the personal super yacht of the master boat builder, Carlo Riva, I headed to Monaco for an exclusive first look at the all new Rolls-Royce Dawn, a stunning new cabriolet to ghost its way out of Goodwood. Rolls-Royce features heavily in this issue, with a special Fitting Room photoshoot featuring our regular columnist, Qatar’s quad-biking wunderkind Mohamed Abu Issa, alongside the gorgeous Rolls-Royce Wraith. It’s difficult to tell which of the two looks best. Finally, we welcome another new contributor into the fold as Dejan Jovanovic takes a look back at the life and legacy of the late Bruce McLaren who is this issue’s Driven Man. All of this alongside all the regular grooming, gadgets, gear and automobilia makes for a great fifth issue of Volante. Gentlemen, start your engines...

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ignition 20 | Contributors

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driven men 92 | Bruce McLaren

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contributors “They had holes to fill on every page and jammed in any vaguely newsworthy string of words provided it did not include expletives, which they were apparently saving for their own use around the office.” - Tom Rachman, The Imperfectionists

With at least half a century’s worth of writing experience between them, we can promise that these fine chaps take a little more care over their literary machinations than the protagonists of Tom Rachman’s novel. With that in mind, we encourage you to raise a glass in salute of this league of extraordinary wordsmiths, without whom, this issue of Volante would not have been possible.

Dejan Jovanovic While Dejan’s Serbian/South African demeanour can often come across blunter than a rubber-headed lump hammer, his rapier fast wit and surprising eloquence more than makes up for it. He has been turning his love of fast cars into golden prose and stunning imagery for the past 12 years, contributing both words and pictures to the likes of Crank & Piston, Jalopnik, GT Porsche and Top Gear Middle East, among many other international magazines, websites and newspapers. While he is a self-confessed Porsche enthusiast, he is usually happy behind the wheel of pretty much anything that can reach the “double ton,” as that tends to be his average driving speed. He once owned one of Piero Ferrari’s cars, and thus considers him to be a personal friend, even though Mr Ferrari might not necessarily agree.

James Nicholls James is a writer, lecturer and broadcaster based in Sydney, Australia. He specialises in writing about and photographing classic cars, boats and any of the other finer things in life. He has spent a great deal of time on the other side of the fence, too. As well as running the Motorclassica Auction on behalf of Theodore Bruce Auctioneers &

Valuers (Australia’s oldest auction house), he was head of the car department for Bonhams & Goodman and Sotheby’s Australia, which means he knows a good deal when he sees one and can spot a knacker from 200 yards, in poor light. A regular contributor to high profile magazines around the world, including Invictus, Rewind, Jetgala, Ocean, ArteNavale, he’s now added Volante magazine to his list of literary conquests.

Damien Reid Damien once interviewed Fangio. Nothing further really needs to be said, but it is worth noting that he began writing motorsport columns and assisting with car tests for major motoring magazines and newspapers even before he left school at the age of 15. He was the youngest full-time motoring editor and F1 correspondent of a national broadsheet newspaper - News Corp’s, The Australian - at age 18. He has travelled the world covering motoring and motor racing at all levels, spearheading the Middle East editions of Autocar and F1 Racing magazines. He is currently a freelance contributor to radio, TV, print media and various websites across the Middle East, South East Asia, Australia, the United States and Europe. He also does a passable impersonation of Australian cricketing legend, the late Richie Benaud.

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Phill Tromans Phill has written about cars professionally for the past decade, firstly in the UK and then over a six-year period in the Middle East. Formerly part of the editorial teams at Car Middle East, Evo Middle East and Crank & Piston, he now freelances on automotive and luxury topics for magazines and newspapers around the world. Highlights of his career include driving from the Nürburgring to Abu Dhabi in a Cadillac, spending three months crossing the US in a Buick, and drifting Bentleys on ice with rally ace Juha Kankkunen. He’s also interviewed numerous Formula 1 drivers, three different Bond girls and fought in a reenactment of the English Civil War. When he’s not writing, Phill enjoys lusting over fine watches that he can’t afford, building model cars from Lego Technic and rollerblading. Why? Because, damn it, he’s an adult and can do what he wants.

first gear

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nick craig waller, exhibitions director at dubai world trade centre, waxes lyrical about the upcoming dubai motor show.

the ORGANISER

he Dubai International Motor Show is quickly developing into a major drawcard on the global automotive scene and is one of the most important events for Dubai as a city and on Dubai World Trade Centre’s calendar. If you have even a passing interest in the automotive world, then we suggest you take time out to visit the 13th edition of the show this November. We are confident that the visitor experience will be beyond comparison with the who’s who of the automotive industry gathering under one roof. The show is the ultimate showcase of global brands and the trusted voice for the industry in the region. This year we are expecting to welcome more than 100,000 visitors, many who will stream through the doors from all

corners of the globe over five days of action-packed entertainment. It only happens every two years, and each time we aim to offer a better visitor experience with more features, attractions and activities for the whole family. Visitors are becoming increasingly knowledgeable with unprecedented access to a wealth of insights on the latest car launches and the newest industry innovations. Information can be obtained at the click of a mouse but there is still a great demand to have a truly experiential consumer experience where, as well as learning about the latest in technology and manufacturing, visitors can speak to some of the people with the highest levels of expertise from within the motoring industry. It gives me an incredible buzz to be part of the largest international and most

established motoring event in the Middle East and it’s clear, the love affair with all things automotive shows no sign of relenting here. as we are committed to making sure our visitors see the very latest in technology and manufacturing. Car enthusiasts are eclectic in their tastes and we need to satisfy their needs. The showing of the latest supercars will

“The Dubai Motor Show is the trusted voice for the automotive industry in the region." be complemented by equally significant and exciting reveals from the industry’s leading luxury cars, SUVs, LCVs, tuning and motorcycle manufacturers.

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As part of our focus to involve the whole family and to ensure there’s something for everyone, we are expecting huge interest in our new additions including the Dubai International Motor Show Motoring Nostalgia Museum, which will showcase around 80 classic cars from the 1950s, 60s, 70s, and 80s, comprising the likes of the Ferrari 250 (1957), a Lamborghini 350 G7 (1966), a Rolls-Royce Silver Cloud III (1965), a Porsche 959 (1988) and a Mercedes-Benz 300SL Gullwing (1955) among many other motoring beauties. We look forward to welcoming you to the show. The 2015 Dubai International Motor Show takes place between November 10th and 14th at Dubai World Trade Centre. For more information visit the show’s website at: www.dubaimotorshow.com

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qatar’s quadbiking superstar, mohamed abu issa, returns to chat about world cup silver, dakar prep and a career as a male model.

“Winning in my home country is the target, especially after coming so close in the World Cup earlier this year."

the racer

ell, what a year it’s been so far: blistering deserts and freezing cold mornings; pyramids and the beautiful mountain tracks of Sardinia. With the Cross Country Rally World Cup campaign winding down, I will be able to claim second place and my FIM World Cup Silver Medal after the final race in Morocco if all goes to plan. I won’t be attending the race, as the points’ difference between first, second and third place means it's not viable for me to usurp the leader, as there is too big a gap between us. The team has decided that it is better instead to focus that energy and expense on preparing for Dakar. So, I am planning to head to Dubai for some more intense preparation and one-on-one testing with my team. It’s always a shame to miss a rally, but

with World Cup Silver almost guaranteed regardless, it makes sense to get a jump on things. Dakar is the biggest race of the year and it’s my dream to win. Throughout the upcoming three months, I will be training everyday, both physically and on the bike, as well managing my diet vigorously. I am lucky enough to have British quad-biking star Paul Holmes as a mentor and trainer. He is a very good friend and we will be living and training together until Dakar. With British and European quad-biking titles under his belt, Paul will be an invaluable asset to team Abu Issa, as both a training partner and as part of my Dakar assistance team in South America. While it has been an incredibly busy period, with far more to come, strong developments across both my business and my racing have ensured that morale is high and I am ready for the

challenges ahead. One of which will be the local Qatar International Endurocross Championship starting at the end of October. For once, with dates that don’t overlap with World Cup rallies, and as part of the preparation for South America, I will be able to fully dedicate my time to the championship this year. Winning in my home country is the target, especially after coming so close in the World Cup earlier this year. I will be racing on a new Yamaha YFZ with a custom set up. This will be my long-suffering companion as I compete against some of the sport’s top regional and global competitors. Despite all of this, I have enjoyed a little bit of downtime, getting the chance to play the part of fashion model. I was asked by Rolls-Royce to take part in a photoshoot, produced by Fotoarabia, to appear in this issue

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of Volante. Despite the blistering summer heat, the Wraith held its astounding beauty with effortless grace – which is more than can be said for me and the production team! The quality of the RollsRoyce, though, is staggering and can be seen in every small detail. It was not only the inside that amazed me but also the exterior. The lines are beautiful and it certainly took me by surprise. How can a Rolls-Royce look so sporty and still remain unbelievably elegant? This is a car targeted at the younger, sportier generation and they have got it on point. The only problem, as is the case with all Rolls-Royces, is the rather large price tag. I truly believe it’s worth it, though, and I have the Wraith bug now! Maybe if I win Dakar, I’ll treat myself. Mohamed was talking to Sebastian De Groot van Embden

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Technology

Car Makers Agree On Auto Braking Tech Rollout collision-avoiding automatic stopping features are set to become standard

n one of the industry’s biggest safety moves for over a decade, a group of major car manufacturers will make automatic emergency braking a standard feature on all new vehicles bound for the US market, according to news agency, Reuters. The car makers, which include Volkswagen and its luxury car division Audi, BMW, Ford, General Motors, Mazda, Mercedes-Benz, Tesla Motors, Toyota and Volvo, have said that they will

work with regulators and the insurance industry to roll out collision-avoiding braking technology across their lineups over the next few years. It is yet to be reported if the move will extend to the companies’ European, Middle Eastern and Asian operations, but the American National Highway Traffic Safety Administration, which is overseeing the effort, said that other car and truck manufacturers are still considering joining. Earlier this year, Japanese manufacturer,

Peugeot

makes driving, apparently, more instinctive and enriching information through the use of acoustics. The real headline news, however, is not that the lithium-ion batteries are housed in the central tunnel, which lowers the centre of gravity and improves weight distribution. Nor is it that they power two electric motors, fitted to both the front and rear axles, each delivering 102hp. What we at Volante found most fascinating is that Peugeot is genuinely looking at the Fractal concept as an “ideas factory” to explore new materials and manufacturing processes for its actual road cars. For example, the wheels of the Fractal feature dihedral components to lower aerodynamic noise. Based on echo chambers, these additions reduce the intensity of sound waves – and therefore their noise levels – by causing them to bounce from one surface to another. Peugeot says that this type of design is impossible to produce using conventional methods and so they were created using a 3D printer. Additionally, as much as 80 percent of the Fractal’s i-Cockpit has been created using 3D printing techniques. Looking at the pictures above, we wonder how much longer it will be before 3D printing on an industrial scale becomes the standard process for high-volume car companies to manufacture interior trim panels – and other components – for their mass-market models. 

Peugeot Offers A Glimpse Of A 3D Printed Future french company’s frankfurt motor show concept

explores new manufacturing processes

ince it debuted the stunning copper and recycled paper Onyx at the 2012 Paris Motor Show, Peugeot’s concept car game has been pretty strong, and this year’s IAA Frankfurt Motor Show offering continues the French company’s recent record for stealing the show with crowd-pleasing creative concepts. Roll-up to see the Fractal, an electric urban coupé that Peugeot says

Toyota, said that by the end of 2017 it would offer such systems for nearly all models as part of its range of option packages, with the upgrades ranging from $300 to $500. While the major benefactors of the move will be automotive technology suppliers such as Bosch (which we featured last issue), that has been testing this and other autonomous safety technology, the Reuters report suggests that it could still take years for car manufacturers to redesign the electrical and braking systems of their cars to install autonomous braking. Currently, only about four percent of cars built in North America has automatic emergency braking, according to the business information firm IHS Inc. The new agreement echoes earlier voluntary moves by big-name car makers. In the late 1980s, Chrysler began installing airbags in all its vehicles. In the 2000s, GM, Ford and others agreed to make anti-rollover technology standard on most sport utility vehicles, while stability control is now mandatory on light vehicles. Federal officials say automatic braking can help avoid rear-end collisions, which accounted for one-third of all police-reported car crashes in the US in 2013. Studies, including a recent IIHS report, also show that that the technology can reduce insurance injury claims by as much as 35 percent.

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Bentley bentayga

Bentley’s Bentayga Breaks Cover queen elizabeth II is said to be getting the first of the luxury, 187mph SUVs

news in brief

or the past few weeks, the company has teased us with abstract images of some of its new SUV’s details, from headlights to wheel trims. As recently as a week before the IAA Frankfurt Motor Show, the crewe-based company released a short video of the SUV doing its thing, accompanied by screamy headlines about it being the fastest SUV in the world. Finally, Bentley pulled the covers off the long-awaited Bentayga to a divided reception. While most people accept the fact that established luxury brands like Bentley, Lamborghini and Jaguar have to diversify in line with market trends to ensure that their core, sportier, products can continue

to thrill, some of the internet’s automotive blogs and forums were less than complimentary. However, that will matter very little to Bentley, as the people whose opinions really matter are those that have already put their considerable deposits down and will be looking forward to driving their new Bentaygas down the thoroughfares of Mayfair, Shanghai and, of course, the GCC, early next year. The car already has the Royal seal of approval, as reports suggest that Her Majesty, Queen Elizabeth II will be the first to take delivery of the super-luxe off-roader and will apparently be using it for hunting excursions on her Balmoral estate in Scotland.

Google Hires Ex-Hyundai Boss Google has appointed John Krafcik, former CEO of Hyundai Motors America, as the first CEO of its driverless cars division. Krafcik is an auto-industry veteran with previous roles in product development at Ford and president of car price comparison website, TrueCar. Many see it as a sign that the company is getting serious about commercialising its autonomous car project and turning it into a fully-functioning business as self-driving cars are becoming a hot topic in Silicon Valley, with Apple also reportedly working on a similar project.

The pumped-up 6.0-litre, twin-turbo W12 engine puts out 600bhp and 900Nm of torque to propel the two-and-a-half tonne Bentayga to 60mph from a standing start in just four seconds and to a top speed of 187mph. For the cost- and environmentally-conscious bazillionaire, there will be a “high performance, clean technology” diesel and a plug-in hybrid option joining the launch model when deliveries start in 2016. As one would expect, every possible life-enhancing technology is available, from head-up displays and night vision cameras that spot obstacles in the dark, to passenger tablets and trunk-loaded, Mullinerbuilt, custom hamper sets, replete

Ferrari Hints At V6 Could there be a modern Ferrari Dino in the offing? Rumours are abound in Internetland that Ferrari is attempting to create a smaller, 2.9-litre turbocharged V6 car and comments made to UK-based Top Gear magazine in an interview with Ferrari CEO Amedeo Felisa about reducing CO2 emissions, seem to confirm it. In the interview Felisa is reported as saying: “For sure, over time we can reduce emissions by downsizing the displacement. There is probably a V6 in our future.” Meanwhile, another UK publication, CAR, believes that it has captured spy shots of a possible Dino prototype.

Vol an t e | September - November 2015 |

with fine china, crystal glassware and a Champagne fridge. The interior is a cosseting womb of fine woods, precision-cut metal and luxuriant leather, but perhaps the best option of them all is the Mulliner Tourbillon clock by Breitling. Machined from either white or rose gold with eight diamond indexes on the face, the Mulliner Tourbillon clock features a mechanical movement that is actually wound by the car. We’ve no idea how much that optional extra costs, but as they say, time is money, and money is something that Bentley is practically printing with the launch of the Bentayga – regardless of what the critics think.

Borgward Back From The Dead Legendary German marque, Borgward, has returned with the brand's first new model in 55 years – a fairly handsome SUV. The BX7 is joined by a sportierlooking crossover sibling, the BX7 TS and a plug-in hybrid version is reportedly on the way. While ostensibly German, the company has Chinese backing and initial production will be located in Beijing. Borgward is targeting 500,000 annual sales in the medium term, with CEO Ulrich Walker stating that the “goal is to turn Borgward back into the major international automobile manufacturer that it was in its heyday.” 

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Bugatti Concept

the vision gran tourismo concept touches on the brand’s future design language

Bugatti’s Vision Hints At Veyron Successor

ith all of its Veyrons now sold, work at Molshiem has undoubtedly begun in earnest on the mighty hypercar’s successor. Those at the 66th IAA Frankfurt Motor Show who were hoping to get a hint of what that may look like will no doubt read a lot into the Vision Gran Tourismo concept car that rolled out onto the stage at Bugatti’s presentation. As a thank you to the marque’s millions of fans worldwide, the company plucked its Bugatti Vision Gran Turismo from the world of the Playstation 4 and created a real life carbon-fibre racer especially for show. It pays homage in a number of ways to the colourful past of the marque, taking inspiration from the Bugatti Type 57 G Tank, victor of the 24 Hours of Le Mans in 1937 with its same twotone blue paint. The model also boasts a centre fin inspired by the 1936 Type 57 Atlantic. While unveiling the car at the VW Group Night, Wolfgang Dürheimer, President of Bugatti Automobiles, hinted: “This project showcases Bugatti’s new design language, which we have developed to celebrate this new chapter in our company history. “Bugatti Vision Gran Turismo is the first stage on a new journey that Bugatti is embarking on following the successful completion of its Veyron chapter, and which will culminate in the

unveiling of the next Bugatti super sports car in the not too distant future,” he added. This led to a flurry of speculation about what elements of the extreme-looking car would carry over into the new Chiron, which is expected to make an appearance in some form or another at next year’s Geneva Motor Show. One US motoring magazine reported that its sources had confirmed that the Vision Gran Tourismo looks very much like what we can expect when Bugatti pulls the covers off, just without all of the Gran Turismo 6 fripperies like the exaggerated aero, mirrors and protruding central spine. The aggressive C-scallop that cossets the door, however, will make the transition from this to the Chiron, Motor Trend claims.

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As the successor to the Bugatti Veyron, the Chiron promises even greater performance. Rumours suggest that its 8.0-litre quad-turbo W16 engine will generate as much as 300 more horsepower than its predecessor and will come paired with a dual-clutch transmission. Two of the engine's four turbos will be electrically powered to deliver more than 1,300Nm of torque. In terms of performance, the Vision Gran Turismo will deliver in the virtual world as one would expect it to in the real one. Bugatti has calculated that the concept can hit 250mph on four sections of the virtual Le Mans track. “With our extreme speed on the long straights, we could make up for any disadvantages on the bends, and would then be as quick in the virtual world as the fastest real-life LMP1 race Bugatti unveiled car,” claims Florian a real-life version of its Gran Umbach, head of Tourismo 6 race chassis development car at Frankfurt. at Bugatti. 

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TOPLESS ITALIANS

Ferrari & Lamborghini Display Topless Models ferrari and lamborghini both lop the tops off their critically-acclaimed

488 and huracán models

t was hardly a surprise, but within a year since the launch of both the Lamborghini Huracán and the Ferrari 488 GTB, the two Italian automotive powerhouses have pulled the covers off their cars’ respective cabriolet siblings, and both of them look breathtaking. Let’s start with the Ferrari 488 Spider. We raved about the coupé version in the last issue after driving it in June, and the new drop top promises to be equally as impressive, employing the same 3.9-litre turbo-charged V8. In fact, there will be little to separate the two, apart from maybe a few kilos of weight gain and an increased price tag. Unfortunately, Ferrari didn’t report the full spec sheet, nor the price. What the Maranello chaps did note was that a light, high performance spaceframe chassis, made of 11 different aluminium alloys containing varying percentages of magnesium and with specific characteristics to meet the demands of the different areas of application, provides the backbone of the car. Apparently, this yields the same torsional rigidity and beam stiffness figures as the coupé and is a 23 percent improvement in chassis performance over the 458 Spider. All 661 horsepowers are available with the retractable hard top down (which takes 14 seconds to drop, even while in motion, though, again, Ferrari didn’t specify exactly at what speed), and 0-60mph takes a mere three seconds. We can assume that the top speed will be just shy of the coupé’s 205mph, but all of the driving characteristics of the GTB will remain relatively identical. The Spider benefits from the same aero package, as well as the SSC2 Side

Slip Angle Control system and dynamic driving enhancements, as well. The addition of the new Blu Corsa livery to the colour options, unique to the 488 Spider, also offers a compelling argument in favour of the drop top. Lamborghini offers a similar conundrum with its Huracán Spyder. The coupé is, again, a car we absolutely love, but this new topless model has our eyes wandering. Like the Ferrari above, the Lambo Huracán Spyder LP 610-4 promises to deliver the same thrills as its hard-headed sibling. It certainly offers the same powertrain – a naturally aspirated 5.2-litre V10 that lays down the power of 610 braying horses. The Lambo hits 0-62 in 3.4 seconds and boasts a top speed of 201mph, pretty much matching the figures of the coupé, give-ortake 3mph and 2 seconds. That’s not a bad return,

Both Ferrari (above) and Lamborghini have unveiled thier latest convertible models in Frankfurt.

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given the additional 120kg weight gain over the hard top. The new electro-hydraulic, lightweight soft top opens in just 17 seconds and can be operated at speeds up to 31mph. Whether the soft top is up or down, the driver can also open the rear window, which functions as a windshield when closed and when open, as an amplifier of the sound of the naturally-aspirated V10. The Spyder inherits the brilliant 7-speed dualclutch ‘box, ANIME and ESC controls from the coupé and it gets a new electronically controlled allwheel drive set-up for improved driving behavior. It also features the company’s new “cylinder on demand” feature which runs in concert with the stop-and-start system to lower CO2 emissions. Customer deliveries are expected to begin next spring, with the Huracán Spyder LP 610-4 priced at around $212,500.

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the best bits of kit for car and driver

Garmin Rearview Radar

eing a cyclist, or a motorcyclist, is no easy feat in the GCC. You’re sharing the road with big cars, SUVs and trucks, which are often being driven fast and with nolittle amount of bravado. So much so, it can sometimes seem like you need an extra set

of eyes in the back of your head. Well, while that particular advance in medical science has yet to be evolved into a viable, non-fatal procedure, sat-nav experts Garmin have stepped in to, quite literally, have your back. The new Varia Rearview Radar uses a rearfacing unit to detect oncoming vehicles up

to 450 feet behind you, and flashes warnings to both you and the approaching vehicle with increasing frequency as they get closer, allowing you to keep your eyes on the hazards in front of you, rather than worrying about a tailgating Land Cruiser behind. www.garmin.com

Yolk Solar Paper

n this modern age of magnets and miracles, there is nothing worse than one of our plethora of gadgets and devices running out of juice – especially if you’re in the middle of the desert or at some remote beach where your chances of finding somewhere to charge them are non-existent. However, if there is one thing that this region has in abundance that’s free for all, it’s sunshine, so take advantage of this natural source of battery-charging power with this Solar Paper from Yolk. It can charge a power-hungry iPhone 6 in just 2.5 hours and it's easily expandable thanks to a magnetic hinge design. At just 0.15-inch thin, it's also the lightest, thinnest solar charger in the world, weighing in at less than the iPhone you need to charge and small enough to fit easily into any of the storage nooks or compartments in your car. www.yolkstation.com

Silica HX-One Toolbox

talian company, SILICA, founded way back in 1917 is the oldest company in the bicycle industry to have been continually owned by the same family. Constantly innovating and producing quality products for nearly a century, one of their newest releases is a toolkit, the HX-One, that’s as functional as it is pretty to look at. Each of the pieces in the kit start as a lump of S-2 Tool Steel before getting coated with thin-dense chrome and then spray coated with a textured polymer for maximum grip and control. You also get a proprietary magnetic adapter to turn the hex key into a 1/4-inch socket drive. You’ll probably enjoy owning it so much, you will be planning trips to Ikea every weekend, just so you can use it over and over again.

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Tech Dopp Kit

editor's pick

TL3 Racing Simulator

here’s enjoying driving games, and then there is this, the TL3 Racing Simulator from Motion Simulation. Developed through five years of intensive research and development, alongside a world-leading automotive university and a world championship Formula 1 team, it is quite possibly the ultimate professional level simulation system that $53,000 can buy. Using the world’s first 200-degree spherical projection system to display a 5760 x 1080 image more than seven feet across, the TL3 delivers a breathtakingly immersive environment. The realistic motion and the variable cockpit position ensures the correct viewpoint and the most true-to-life experience, whether you're behind the fake wheel of a Honda Accord, a Lamborghini Aventador SV, or an F1 car. www.motionsimulation.com

ith all of the electronic devices we carry with us these days, keeping their respective chargers, cables, adapters and accessories in check can become a chore in itself. The auxiliary inputs to your car’s audio system looks more and more like knotted electronic spaghetti and you can never find the cable or adapter you actually need when you really need it the most. Well, those days are over. Let us introduce you to the Tech Dopp Kit from This Is Ground; an essential item for the modern man. Like the dopp kit in which you store your shaving and grooming weapons, this zipup organiser has a designated home for each of your tech accessories. With room on both sides to strap down your cords, adapters, headphones and other necessities, as well as a centrally-located internal zipped pouch to hold bulkier items. Available in grande or regular sizes, it’s a necessary travel companion for the 21st century man. www.thisisground.com

GazeBox Garage

eeping your treasured ride safe from the harsh elements of the region has always been a problem, especially if you don’t have covered parking. Heat and dust can take their toll on cars and bikes, especially older or classic vehicles. That’s where this innovative armadillo-shaped product from Italian company GazeBox comes in handy. Employing a revolutionary foldable cover system, special anti-UV polycarbonate panels offer protection from the searing Middle Eastern sun, as well as from high winds and dust storms. Most importantly, the panels do not retain heat, meaning that your car doesn’t feel like an oven every time you climb in, either. There are varying packages you can buy – in a range of sizes – with a raft of add-ons to enhance the GazeBox, from aerators and air-con units to theft alarms and solar panels. www.gazebox.net

Vol ant e | September - November 2015 |

| Fi r s t G e a r | C a l e n da r |

1. frankfurt motor

4 2

show When: September 17 - 27 Where: Frankfurt, Germany The 66th International Motor Show (IAA) in Frankfurt will showcase the automotive wares of around 1,000 exhibitors from 40 countries. All of the latest trends and technological highlights of the 2015 automotive year will be on display, including numerous world premieres. The slogan for the 2015 iteration of this bi-annual event is “Mobility connects” – with a number of displays and exhibits showcasing the growing trend of connected and automated driving.

www.iaa.de/en

2. us grand prix

When: October 23 - 25 Where: Austin, USA The Formula One racing circus lands on the shores of the United States once again, with all eyes focused on the stunning Circuit of the The Americas in Austin Texas. The first purpose-built F1 facility in the US, COTA is a 20-turn, clockwise 3.4 mile track that not only draws inspiration from the world’s best circuits, but also makes great use of the natural topography of its surroundings, with dramatic changes in elevation up to 40 metres – the steep, uphill run into the Turn One hairpin is the signature corner.

alendar 34

Vol an t e | September - November 2015 |

www.circuitoftheamericas.com

3. motorclassica

When: October 23 - 25 Where: Melbourne, Australia In its sixth year, Motorclassica is Australia’s premier exhibition of unique, classic, collectable and historically significant cars. The centrepiece of this year’s event will include a “50 Years of the Supercar” tribute, a

global automotive genre that began with the legendary Lamborghini Miura. An extraordinary line-up of “supercars” from around the globe has been assembled, featuring a McLaren F1, a rare Pagani Zonda and from the Ferrai stable, an F40, the 288 GTO and the beautiful 365 GTB/4 Daytona.

www.motorclassica.com.au

4. sema ignited

When: November 6 Where: Las Vegas, USA Like your American muscle cars customised? How about a hot-rodded pick-up truck? If so, then SEMA Ignited is a must attend event. After a week behind closed doors at the Las Vegas Convention Centre, visible only to industry professionals, the hundreds of customised cars and trucks from the SEMA Show will roll out and assemble at SEMA Ignited, an open-to-all after-party extravaganza that will include food, music, celebrities, iconic builders and displays.

www.semaignited.com

5. dubai motor show When: November 10 - 14 Where: Dubai, UAE Arguably the GCC’s most influential motor show, the Dubai International Motor Show returns on its bi-annual cycle this November. As well as the latest regional releases from all of the major motoring marques, this year’s stellar event is set to stun with a host of new features and exhibits. The UAE Motoring Museum will show off some superb examples of classic and vintage cars, while the Boulevard of Dreams will show some of the world’s most extreme supercars.

International motor shows, classic car meets, auctions and motor sport events that shape the industry and fuel our petrol-driven passion are happening every day, all over the world. Now is a good time to start planning that road trip.

www.dubaimotorshow.com Vol ant e | September - November 2015 |

the garage

Vol ant e | September - November 2015 |

Elemental Force barely a month after news broke that the last one had been sold, damien reid joined the ranks of the elite few motoring journalists who have taken the wheel of the ultra-exclusive $1.4m pagani huayra hypercar.

Vol an t e | September - November 2015 |

| T h e G a ra ge | Pa ga n i H u ayra |

Words: Damien Reid | Photography: Pagani Automobili

ometimes life throws you amazing opportunities, unscripted and without plan, it’s just being there at the right time and place. In this case, it was about a 30 second window where, for a brief moment I felt like one of the daredevil test pilots from the 1920s or 1950s, an Alberto Ascari or one of the fabled Bentley Boys. I’d just completed a few very fast laps behind the wheel of the $1.4 million, 225mph, Pagani Huayra supercar at the Yas Marina Circuit, dumbfounded by its poise, acceleration and overall track manners. Breathless and nearly speechless from a combination of exhaustion after a few blisteringly quick, heart-racing laps and genuine admiration, I walked toward the garage removing my helmet and straight to the diminutive, smiling, grey-haired man standing, watching on. “Congratulations Mr Pagani, you have built an outstanding car.” Do you know how long I have wanted to do that? To hand the keys to one of the world’s fastest supercars, after giving it a proper spanking, back to the man who’s

VW and the trademark of Ferrari is owned by Fiat; Pagani the man is Pagani the car and here he was, listening to me of all people and asking what I thought of his newest baby, the Huayra. Horacio Pagani was in Abu Dhabi to announce the collaboration with the Dubaibased Aladiyaat Group which will market and distribute his cars across the region. Headed by chairman and CEO, Montaser Al-Kuzbari. Mr Pagani’s life-long love affair with cars began in his native Argentina, no doubt influenced by his countryman, the great, five-time world champion, Juan Manuel Fangio, but as a budding designer, Italy was the only place to be. With his wife Christina, a suitcase, two bicycles and a tent, he made his way to Italy and eventually found work as a designer with Lamborghini. “At a time when only McLaren was producing carbon-fibre components for its Formula One cars in the 1980s, I was pioneering the research of composite material in production cars and after five years I began working with Lamborghini to

“I expected it to bark into life like a ferocious animal before settling to an angry idle but it was completely the opposite. Almost like a jet engine spooling up, it was a smooth whir of starter motor followed by a gentle burble.” name is on the badge? For that brief moment, and after some honest appraisal, I had given at his request and while the adrenalin was still coursing, I knew how someone like Ascari felt when he climbed from his post-war Ferrari Tipo 375 Grand Prix car to report back to Enzo Ferrari, or Sir Henry Birkin when he spoke to W.O. Bentley after scaling down off the high-speed banked turns of Brooklands. Sure, there’s a hint romanticism in my writing, but our generation of motoring journalists and test pilots are the first who never got to meet the pioneers of supercars like Mr Ferrari, Ferrucio Lamborghini or Dr. Ferry Porsche after driving one of their creations. In today’s world of global amalgamation where the brand name Bentley belongs to Vol ant e | September - November 2015 |

create the first chassis in carbon-fibre for the Countach evolution,” Mr Pagani said. “While this was happening, I worked around the clock to build my dream which was my own car company that came to fruition in 1999. I slowly created a niche market that was probably not there at the time, for very highly customised cars, especially with craftsmanship that you can only get from Italy. “Pagani the company, today has 100 people based in Italy for research, development and production, so it’s a small team with everything created in-house under my leadership.” Being small enough to listen to customers, Pagani has toyed with the idea of building a smaller, more affordable supercar in the range of $890,000 to

supplement the Huayra which would also take advantage of the access it has to AMG’s other, smaller V8 turbo engines. However this has been held back after his US distributors preferred to keep the brand at the top of the supercar tree as a stand-alone model. “At the time, we had six dealers in the US who all represented multi-brands and all of them turned down this offer saying that Pagani should always be the one to target the very high-end supercar customer,” Mr Pagani said. “This was disappointing for me as a car designer as it would have been a new challenge and I came back from the US a bit disappointed but I haven’t given up. “It’s interesting to see the Middle East market looking to Pagani considering it is a young brand, there’s always people trying to come to the factory asking what’s next? “In consideration of the new production plant we are building in Modena in the land surrounding the original plant, which is about five times larger, Pagani could be ready to include something else. “The Middle East has always been a key

market for us. We developed a high performance supercar from scratch to cater to a global audience and one that is compliant with the toughest safety requirements.” The Dubai-based Aladiyaat Group is a private investment company established last year and works mostly with businesses involved in art, design, construction, luxury products, tourism and hospitality. It’s headed up by Chairman and CEO, Mr Montaser Al-Kuzbari. “As a regional investment and advisory company, our local knowledge combined with the strength of our shareholders’ success will help support the establishment of the Pagani name in the region,” Mr Al-Kuzbari, who is a former Lotus executive partner and Europcar executive, said. To grasp the carbon-fibre steering wheel of the Huayra; to sink into the leather race seat and gaze your eyes over the ridiculously ornate polished metal dash and trim is something you need to do slowly; to savour; to drink in. Everything is designed and built in-house with the exception of the Xtrac transmission and the Mercedes AMG-sourced engine. However Vol an t e | September - November 2015 |

the engine is a bespoke unit not shared with any other Mercedes product and even has its own engine number, M158. As there’s no start button, I twisted an oldschool key that looked like a model of the Huayra carved from a solid billet of steel. I expected it to bark into life like a ferocious animal before settling to an angry idle but it was completely the opposite. Almost like a jet engine spooling up, it was a smooth whir of starter motor followed by a gentle burble. After selecting first it was eerily quiet idling down pit lane which only added to the tension as I reached pit exit. Knowing that it’s rear wheel drive only, I cautiously eased on the gas, feeding in even less than my usual throttle percentage but with this car, that was still akin to firing me out of a canon straight over the blind crest to the first chicane. Brakes, brakes! That tends to get your attention. On track, the Huayra is simply breathtaking and is one of the fastest cars I’ve driven at Yas Marina Circuit in any form, road or race. Touching 170mph on the main straight was almost too easy which was probably aided by the

“In every sense this car is alive with each corner, reacting in split seconds with every command of your feet, fingers and brain, it’s a car I connected with and felt that I was a part of its performance success instead of simply being the controller behind the wheel.” fact that it’s so quiet. There’s no ear-shattering snarl from the 6-litre, V12 behind your head, just masses of whirs, fizzes and pops from the two turbochargers. Horacio deliberately tuned this car to be quiet but in such a seductive way that it still stirs emotions. He based his research on jet engines and so aside from the cockpit’s aviator look and

feel, the Huayra also sounds like a fighter jet. Pure genius! In stark contrast when the rest of the supercar world is trying to make their cars louder and smoother, the Huayra is quiet yet rough on the gear change. To save about 70kg in weight, Horacio decided to pass on the industry standard double clutch Vol ant e | September - November 2015 |

boxes and go with a single clutch Xtrac unit which gives a meaty smack to the back of the head on up changes and throws you forward with each down click. Apparently it’s also what his owners like. The giant waste gates in the turbochargers sound like multiple cat sneezes each time you jam the throttle and lift off, suddenly as your right foot is playing a 12-cylinder, wind instrument

| T h e G a ra ge | Pa ga n i H u ayra |

Horacio Pagani's life-long love affair with cars started in Argentina, but now manifests itself in the motoring heartlands of Modena, Italy.

AT A GLANCE

behind your head. But then there’s the brakes. They take some time to get used to as the giant carbon ceramic discs need a lot of pressure and you have to push hard to get them to bite. They feel grainy through the ball of your foot which is reassuring as I liked the connection, but for a moment, getting the car to pull up seemed like a task too far and then, without warning, they bite. The car stops on a needle and turns in bang on the apex. It’s not the most reassuring feeling I’ve had in this situation but it got the job done, corner after corner, lap after lap, so you can’t argue with that. The AMG engine pumps out 750bhp, but maybe it’s because of its lithe 1,350kg weight that it felt more like the 1000-plus of the Veyron Supersport or LaFerrari. However its power and traction out of tight bends seemed superior to either of those hypercars which is amazing considering this doesn’t benefit from all-wheel drive like the Bugatti or the top shelf Lamborghinis.

Pagani Huayra Engine: AMG 6-litre V12 twin-turbo Power / Torque: 730bhp @ 5,800rpm / 1,000Nm @ 2,250rpm Transmission: Seven-speed sequential Weight: 1,350kg Performance: Top speed 225mph / 0-60mph in 3.0 sec Price: $1.4m

The tight hairpin leading on to the back straight at Yas can snap the tail of just about any car, yet planting the right foot on the apex exit ensured the rear simply squatted as it put its power to the road through the rear wheels and off it went. No catching slides, it just did the job. The active aero takes much of the credit for this as it has two small rear wings which operate independently depending on pitch angle, brake position etc., as well as two front wings mounted ahead which do the same thing. Vol ant e | September - November 2015 |

Looking over the snout as you jump on the stoppers, two air brakes appear in front of you. Watching them flick from left to right as the car changes direction and throttle position is like watching a frill neck lizard preparing for attack. In every sense this car is alive with each corner, reacting in split seconds with every command of your feet, fingers and brain, it’s a car I connected with and felt that I was a part of its performance success instead of simply being the controller behind the wheel. When I pulled into the garage, switched off the engine and gave the steering wheel a gentle pat on its Pagani badge in thanks, I handed the key back to the man who breathed life into this astounding creation and seeing him smile, in reaction to my sweaty, adrenalin-pumped, exuberant face, proved the difference between this and driving a Ferrari or Lamborghini. This is his car and it carries his name and it was nothing short of an honour and a privilege. Thank you Mr Pagani.

Vol an t e | September - November 2015 |

| T h e G a ra ge | Au di R 8 |

Not So Second

first drive

volante heads to portugal to put the second

generation audi

R8 through its paces

Words: Phill Tromans | Photogrpahs: Audi

In its presentation to journalists

at the media launch, Audi keeps mentioning that this new Audi R8 is born from motorsport. Frankly, that seems an unnecessary message. We’re at the Autodromo do Algarve racetrack in Portimao, southern Portugal and the 2000 Le Mans-winning R8 prototype is sitting outside, alongside the new R8 LMS that’s been developed with the new road car. Audi works driver Marco Werner is sauntering around the paddock in a race suit, offering passenger laps to anyone interested, and a projector is showing numerous Audi motorsport highlights in 20-foot high Technicolor. Yes, the message is clear that this new, second-generation R8 is hewn from knowledge gained through racing. For the first time, both the road car and the racing version, built to GT3 specifications, have been designed alongside each other and share some 50 percent of the components. It’s apt really, seeing as the original R8 road car also had roots on motorsport, but in a slightly different way. The R8 name first appeared on the Le Mans race car that’s sitting outside, and in 2003, after two more Le Mans wins for Audi, the Le Mans Quattro concept car appeared looking remarkably like the production car that followed in 2006 and revived the race car name. That’s sat outside too.

Vol ant e | September - November 2015 |

| T h e G a ra ge | Au di R 8 |

Since the launch of the original road car, Audi adapted it to create a GT3 version for Audi Sport Customer Racing. It was during the development of the car that the road car team and the racing team discovered that talking to each other was extremely beneficial, and that all sorts of tweaks and tips about crash data, engine wear, aerodynamics and so on could be gleaned from each other. So when it came time to start work on the second generation R8, both road and race engineers sat alongside each other to figure out what the new car needed to feature to keep both the general public and racing customers happy. And here’s the result – a machine that bears an unmistakable resemblance to the original R8 but is simultaneously evolved, sharpened,

“We take the R8 V10 Plus for a cruise along the motorway, a serious test of its Audiness. Within a couple of minutes, it passes with flying colours, equipped as it is with optional magnetic dampers providing a cultured and supple ride.”

Vol an t e | September - November 2015 |

hunkered down and more aggressive. That’s all well and good, but here’s a point to ponder – the new R8 shares much of its architecture with the Lamborghini Huracán. The Huracán is designed to be a car of huge performance and few compromises, which is great for Lamborghini customers. But forget ye not that the R8 still carries an Audi badge, and for customers that means it carries expectations of quality and a certain level of comfort. The challenge for the new R8 then, with its plethora of racing DNA, is to mix the new, improved performance with everyday comfort and practicality. While Lamborghinis are great fun, their raw, visceral delivery of performance means that spending a full day driving one is more of an ordeal than a pleasure. Let’s look at that new performance in a bit more detail. Under the new R8’s sleek exterior is a platform evolved from that of the first generation. The aluminium structure now sports substantial carbon-fibre reinforced plastic elements – the transmission tunnel, B-pillar and rear bulkhead are all made of the black stuff which helps towards a substantial drop in weight. The new V10 Plus has a kerb weight of just 1,555kg, and that’s the car I’ll be focusing on. A word on the new model line up. So far at least, the V8 of the first-gen R8 has been ditched, meaning only naturally aspirated 5.2-litre V10s are available. The standard car has 533bhp, while the V10 Plus ups power to 602bhp – the same as the Huracán - and also features a fixed carbon wing on the back end, 19-inch forged alloys as standard and various other carbon bits dotted around inside and out. Inside, the interior has been designed around the driver and once again features plenty of motorsport influences, most obviously on the steering wheel, which is bejewelled with buttons. These include a big red engine start button and the drive mode selector to pick a motoring mood. Under the instrument binnacle is the car’s only screen, which displays both infotainment content and the car’s instruments and is controlled from the steering wheel or a dial on the centre console. It’s all very tight and focused, but plenty of highquality leather and really solid plastics make it feel like the sturdy Audi experience we’ve come to expect. Before the motorsport comparisons can begin in earnest, we’re taking the R8 V10 Plus for a cruise along the motorway, which will be the first serious test of its Audiness. And within a couple of minutes, it passes with flying colours. Our test car is equipped with optional magnetic dampers

The new Audi R8 shares much of its architecture, as well as its epic V10 powerplant, with the Lamborghini Hurucán.

“Even when pushed hard the R8 feels superb, with the balance tweaked slightly towards oversteer on the few moments where I do overestimate the front-end grip levels. I’d rather that than an unexpected journey to the barriers, backwards.” V ol ant e | September - November 2015 |

which provide a cultured and supple ride. Squint a bit to blur your immediate surroundings, and you could be in an Audi saloon. Wind and road noise is kept to a minimum and there are no unwanted intrusions into the cabin. The sound system is a good one too, so the prospect of crossing continents in it is, so far, rather appealing. Turn off the motorway that snakes inland from the Algarve coast, and the journey to Portimão becomes a very different proposition. The Portuguese toll motorways are relatively new and well-maintained stretches of asphalt, but the side roads are older and in seriously variable states of repair. They also twist and wind up the numerous mountains that peer out towards North Africa, offering a completely different challenge. With little-to-no traffic it’s a chance to open the V10 Plus up so I switch the car from Comfort mode to Dynamic. The exhaust flaps open up behind me, which loudens and harshens the car’s tone to a rasp. The adaptive dampers stiffen, the throttle becomes more alert for input and the electro-mechanical steering gets quicker. The R8 suddenly feels prepped for action, ears pricked and hackles raised. I hit the throttle and BAM! The air shivers around the car as it fires forward. The cruiser is gone and we’re instantly into supercar territory. In just a fraction over three seconds it’ll hit 60mph from standstill and keep pulling like a pack of startled rockets. I’ve been cruising in auto until now, but with the gearstick tipped to one side the wheel-mounted paddles come into play, and the dual-clutch S-tronic transmission makes the old clunky, slow robotised manual ‘box a distant memory. It’s silky smooth and almost instant to respond, which means I can brake late, leaning hard on the huge carbon-ceramic discs and feeding the R8’s nose into the bends. The unreliable road surface throws a few curveballs at me as I get more and more confident, but even mid corner bumps can’t unsettle the suspension – it’s stiff, but the damping is beautifully judged and the Pirelli P Zeros have rebounded back to the surface before the R8’s attitude can be ruffled. The result is a car that inspires confidence in bounds, even at rather ludicrous speeds. It’s quickly clear that the limits of the R8 aren’t to be found on any road, but that doesn’t make progress frustrating. Rather it’s an experience that rewards concentration and involves the driver. As I thread through bend after bend I become engrossed in micro transactions between chassis and road, trying to weave from apex to apex and translate the feedback coming to my hands, feet

| T h e G a ra ge | Au di R 8 |

“I switch the car from Comfort mode to Dynamic. The R8 suddenly feels prepped for action, ears pricked and hackles raised. I hit the throttle and BAM! The cruiser is gone and we’re instantly into supercar territory.”

and backside. Even when pushed hard the R8 feels superb, with the balance tweaked slightly towards oversteer on the few moments where I do overestimate the front-end grip levels. I’d rather that than an unexpected journey to the barriers, backwards. I’m already exhilarated when we arrive at the track and try the R8 on what must be one of the best “new” circuits in Europe. Portimão, as everyone calls it, is an enthralling masterpiece that uses the natural rolling countryside to great effect, and to bat around in anything decent is brilliant fun. Even though our time is restricted to less than ten laps, I feel so in tune with the R8 that I’m hammering it into fast corners very quickly, braking ever later and getting on the gas earlier, the Quattro all-wheel drive diverts torque to the optimum wheels and hauls me off towards the next bend, gobbling up the distance to the 8,700rpm redline. The brakes show no sign of fade and unlike some carbon affairs give really excellent feedback, letting me lean on the lenient stability control under trail braking and stretch the rear end grip to sliding point. By the time we’re kicked out of the circuit, well after darkness has fallen, I’m breathless. I’m sure that the R8 is fast – that was never in doubt – but it also feels fast, it gives that rush that is always in danger of being lost when you try and insulate comfort back into a modern performance car. I’ve only spent a very short amount of time in the Lamborghini Huracán, so it wouldn’t be fair to either car to give a definitive comparison between it and its new cousin. But on the basis of my day in the R8 V10 Plus, Audi has done a really, really good job. The original R8 was a fine car to drive, but the new one is brilliant – a proper supercar that you can thrash to the absolute limit on a race track and then drive home in luxurious comfort when you’re finished. It is a remarkable machine.

AT A GLANCE

2016 Audi R8 V10 Plus Engine: 1.2-litre V10 Power / Torque: 602bhp @ 8,250rpm / 559Nm @ 6,500rpm Transmission: Sevenspeed S-tronic twin clutch Weight: 1,555kg Performance: Top speed 205mph / 0-60mph in 3.2sec Price: TBC

The standard R8 has 533bhp, while the V10 Plus delivers 602bhp and features a fixed carbon-fibre wing.

Vol an t e | September - November 2015 |

| T he G a ra ge | Ro l l s -Royc e D aw n |

Out Of The

Darkness In the dead of night, James McCarthy is secreted away to Monaco to witness the emergence of a new Dawn.

Vol an t e | September - November 2015 |

Words: James McCarthy photography: Rolls-Royce Motor Cars

exclusive first look

t felt like I was taking part in some elaborate spy movie. Under the cover of night, I boarded a plane bound for the south of France. At Nice airport, I was met by a sultry beauty who directed me to a waiting helicopter, which flew me to a helipad in central Monaco. From there I was whisked, by a sleek black limousine, to one of the Côte d’Azur’s finest and most luxurious hotels. I wasn’t allowed to tell anyone why I was there, nor with whom I was supposed to be meeting. All the while, any outgoing missives to social networks and photographic dispatches were being monitored and censored. It was real clandestine stuff. That being said, if there is one car company in the world that knows how to keep the cream of Middle Eastern motoring hackery quiet, it’s RollsRoyce. Offering us a four-day, all-expenses paid retreat to the millionaire’s playground that is Monte Carlo, pampering our every need and telling us how important we all are – while keeping our mimosas and martinis topped up – is one way. Alternatively, offering up a global scoop on its all-new car, with unfettered access to the design team behind it, works just as well. 

Vol ant e | September - November 2015 |

| T he G a ra ge | Ro l l s -Royc e D aw n |

And that, fundamentally was why I was there. To witness a new Dawn; the birth of an unprecedented fifth product line from the Goodwood-based company, when you take into account the recently-announced all-terrain vehicle. In the build-up to the unveiling, opinion around the dinner table was divided about what this new car would be. It was certainly a drophead of some sort, but some expected it to be a derivative of Ghost II, while others argued that the sportier nature of the Wraith lent itself better to the concept. The Rolls-Royce top brass remained tight-lipped. We would know at dawn, was the pithy reply. In the interim, regular contributor Kevin Hackett and myself spent some quality time with Rolls-Royce director of design, the incredibly affable Giles Taylor, chatting about car design in general; what inspired us, what inspires him, and how he has to adapt to working creatively

“As the whisper quiet mechanism

pulls the roof back to reveal the bold mandarincolour interior, it’s obvious that this is how Taylor and his team wanted their creation to be viewed. From the raking windscreen to undulating belt line, the quiet swiftness of the car comes into sharper focus.” 52

Vol an t e | September - November 2015 |

within the strictures of such a recognised and established brand identity. His opinions were both enthusiastic and telling and would, as we were to see for ourselves the following morning, manifest themselves in the lines of an all-new Rolls-Royce. A little too early the next day, bleary-eyed and quickly wilting in the humid Monaco summer heat, we were met by the boundless and infectious enthusiasm of the ever ebullient and erudite Richard Carter, global communications director for the company, who welcomed us all with wide open arms and an even wider smile. “The Dawn,” he proclaimed, “is the sexiest Rolls-Royce we’ve ever created. It is our most sensual car to date.” He went on to wax lyrical on the nomenclature of the new car, evoking memories of the sweeping lines of the 1952 Silver Dawn drophead. A car that embodied hope in a depressed post-war Europe; of how it represented a new age of optimism as it emerged from a period of economic austerity into an era of great invention and achievement – man conquered Everest, Queen Elizabeth ascended the throne and the first commercial jet liner took to the skies. The original car also represented a new beginning for the brand, the original Silver Dawn coupé was the first Rolls-Royce to be offered with a factory-built body. However, the dropheads that carried the name continued to be coach-built for individual customers, as society’s great and good once again began to enjoy life and embrace la dolce vita. The Silver Dawn name was

| T h e G a ra ge | Ro l l s Royc e |

“It’s neither a Ghost, nor a Wraith; with 80 percent of the Dawn being newly-designed to create a truly distinctive persona, it will carve out its own route through the Goodwood automotive canon.”

The short overhang of the forward axle, the driving position just behind the mid-point of the car and the long, slightly raked overhang at the rear give the Dawn a purposeful stance.

only ever applied to 28 drophead bodies during its production between 1950 and 1954. The Dawn moniker was again resurrected briefly in the 1980s; the Silver Dawn was a variant of the unremarkable Silver Spirit series which was most notable for the introduction of the spring-loaded retractable Spirit of Ecstasy on the hood, which remains to this day. Again, the use of the name followed a period of economic hardship in the UK, with rolling blackouts and an imposed three-day working week throughout the 1970s. However, the dawn of 80s heralded the beginning of the Margret Thatcher era, a period which would restore Britain’s reputation as an economic powerhouse.

Like the Phantom drophead’s boat-like teak deck in principle, the Dawn utilises beautiful, unvarnished book-matched Canadel wood panelling that you find in abundance in the Wraith and Ghost II.

The resonance with current affairs, and the timing of this new Dawn, was not lost on the assembled media. Finally the moment had arrived for the big reveal, and we were herded downstairs to a darkened garage. In the centre of the room, the Dawn sat under parachute-silk, which clung to certain parts of its body, offering tantalising glimpses of the sweeping lines of the car. “At Rolls-Royce, we pride ourselves as creators of fine motor cars that also serve as social spaces,” explained Taylor as he prepared to unveil the car. “The idea of creating a car like Dawn that can be used in comfort by only two adults on a day to day basis is anathema. In creating Dawn we have accepted no compromise to the comfort and luxury of four adults who want to travel together in the pinnacle of style. “We design without compromise,” he continued. “This uncompromising approach brings new challenges with each new motor car. In the case of the new Rolls-Royce Dawn, we have designed it from the road up to deliver a striking, seductive encounter. It is a contemporary homage to a life on the Côte d’Azur.” With that, to the dramatic musical accompaniment of Nina Simone’s “Feeling Good,” the covers were finally pulled back to a susurrus of journalistic approval. From where I was positioned as the car was seductively unwrapped, I was able to get a full profile view of the Dawn. And honestly, there’s not a bad line on it. From recessed parthenon prow, to Vol ant e | September - November 2015 |

the Wraith-like drooping snout, you follow the waist line, highlighted in a vivid orange against the midnight sapphire exterior, all the way to the sweeping, subtly flared haunches of the car. It’s a wonderfully balanced looking machine, with perfect proportions. From front to rear, the short overhang of the forward axle, the driving position just behind the mid-point of the car and the long, slightly raked overhang at the rear – when coupled with the upwardly sweeping travel of the waistline – make for a purposeful stance. The cloth roofline is just short of being a fastback, looking like a true hybrid of both Wraith and Ghost, as it elegantly meets the slightly tapered boot lid. From the front three-quarters, it’s easier to see the muscular lines run the length of the car, such as the curvy hips at the rear and the soft flaring of the wheel arches. From this position, the Dawn looks more crouched forwards, but that is in part to the wide, narrow windscreen and sweeping bonnet that incorporates the wonderful “wakeline” detail of the Ghost II as well as that sportier, drooping prow and leaning-forward incline of the ethereal Spirit, which is employed to great effect on the Wraith. With the roof up, Rolls-Royce claims the ride is as silent as if you were travelling in one of the company’s fine coupés. This is due, in part, Taylor explains, to the smooth French seams that stitch through the fabric. It reduces turbulence, he says, thus reducing cabin noise. However, with the push of a button, in little over 20 seconds while 

| T he G a ra ge | Ro l l s -Royc e D aw n |

cruising at 30mph, you can enjoy what Taylor and the Rolls-Royce chaps refer to as the silent ballet and open yourself up to the elements. As the whisper quiet mechanism pulls the roof back to reveal the bold mandarin-colour interior, it’s obvious that this is how Taylor and his team wanted their creation to be viewed. From the raking windscreen to the undulating belt line, the silent swiftness of the car comes into sharper focus. In this exposed state, the rear end of the car, having swelled over the feminine “hips” of the rear axle, tapers gently in towards the back end of the car, echoing the elegant design of the Phantom drophead, itself inspired by the boat tails of mid-20th century Rivas. Additionally, the long, rear-hinged coach doors not only allow for elegant ingress and egress, but provide a bulk of the torsional rigidity required to deliver an uninterrupted waft line along the elongated wings, all the way through the flanks to blend seamlessly with the graceful stern. Inside, all the familiar fineries that you would expect from a Rolls-Royce are there in a 2+2 cabin that is deceptively voluminous. It’s a full four-seater, with deep, cosseting bucket seats, all encompassed by the high belt line that wraps around the cabin. The piece d’resistance, however, is the deck under which the retracted roof sits. Like the Phantom drophead’s boat-like teak deck in principle, the Dawn utilises beautiful, unvarnished bookmatched Canadel wood panelling that you find in abundance in the Wraith and Ghost II. The panelling traces the horseshoe around the back of the rear seats and cascades down into the central divide between them, running all the way through the car’s interior in a chevron pattern pointing forward, creating a feeling of momentum. When you sit inside the cabin, front or rear, there is an unmistakable sense of occasion. In my humble opinion it’s an absolute triumph of a car and Taylor and his team can rightfully pat themselves on the back for a job well done. It’s neither a Ghost, nor a Wraith; with 80 percent of the Dawn being newly-designed to create a truly distinctive persona, it will carve out its own route through the Goodwood automotive canon. If the aim was, as I suspect, to create a top-down experience that was less imposing than that offered by the behemoth Phantom; to deliver a drophead that would appeal to the Ghost and Wraith driver – a mostly younger, more dynamic and social generation of owner

“If the aim was, as I suspect, to create a top-down experience that was less imposing than that offered by the behemoth Phantom, then they have knocked it out of the park. With its masculine sense of purpose and hauntingly erotic rear lines, the Dawn screams

sophistication, but with a youthful

vigour.”

AT A GLANCE

Rolls-Royce Dawn Engine: 6.6-litre V12 Power / Torque: 563bhp @ 5,250rpm / 780Nm @ 1,500rpm Transmission: Satellite aided eight-speed automatic Weight: 2,540kg Performance: Top speed: “adequate” / 0-62 4.9 sec Price: Around $380,000

Vol ant e | September - November 2015 |

– then they have knocked it out of the park. This gorgeous, four seat convertible, with its masculine sense of purpose and hauntingly erotic rear lines, screams sophistication, but with a youthful vigour. It’s distinctly a Rolls, but with a newfound, modern edge. That is perhaps why, as my helicopter left the ground and I looked back over Monte Carlo, I was left feeling distinctly unfulfilled. There was, within me, a deep sense of regret that, for the time being at least, I can only imagine the thrill one would get when piloting this masterpiece along the sun dappled, sweeping coastal highways of southern Europe – pulled along by that mighty, continent-crushing 6.6-litre V12 while the wind ruffles through one’s hair. With that being said, I am deeply honoured that Volante and I were chosen to be among the few to see it first, and it is because of that, and with a sense of optimism that such Rolls-Royces have historically heralded, I look forward to the moment when I am finally given the opportunity to drive it. A day that I’m confident will soon Dawn.

| T h e G a ra ge | Ze n o s E1 0 S |

Phill Tromans experiences a lightness of being behind the wheel of the Zenos E10S Words: Phill Tromans

Pictures: Tim Brown

o you want a lightweight sports car. You want it honed for the track, but you want to be able to use it on the road. What do you look at? Ariel Atom? Awesome, but expensive. Lotus Elise? Closer to affordable, but still not cheap with prices starting at $47,000 and going up from there. What about a Caterham? Now we’re talking. Prices start at less than $25,000 and it’s a design classic. Except… well, it’s a design classic, based on a Lotus design from the 1950s and not radically changed since. Even with the evolutions made over the years, it’s hardly cutting edge. This was the thought process of two men who’d worked for both Lotus and Caterham and felt something was missing. Ansar Ali and Mark Edwards decided that they should fill the niche for something that offers scintillating performance at an affordable price, both for the car and during its ownership, and offered innovative, contemporary engineering. The result stands before me in a warehouse on an unremarkable business park in the town of Wymondham, just outside Norwich in eastern England. This is the home of Zenos cars, and it’s where the new E10 car is being put together in a building that houses just 22 employees. What’s remarkable is that Zenos has designed and built the E10 in just two years. In the middle of 2013 it was a blank piece of paper with just a brief attached to it. “We knew what price point we wanted to retail at and we knew what investment we had,” says Ansar Ali, the company’s director. “We had the market we were going after and the price points the products had to be, and then we worked back from there. “It’s very easy in the car market to get very carried away with engineering very, very good cars, and there are lots of them out there. There is a danger however that the engineering costs tend to determine the price points, rather than the other way around. They can spiral very, very easily and I’d be lying if

Vol an t e | September - November 2015 |

Vol ant e | September - November 2015 |

| T h e G a ra ge | Ze n o s E1 0 S |

“What’s remarkable is that Zenos has designed and built the E10 in just two years. In the middle of 2013 it was a blank piece of paper with just a brief attached to it.” 58

I said it wasn’t a challenge for us. It obviously helps to start with a blank piece of paper and work backwards.” The resultant E10 comes in two flavours – the standard 200bhp E10 and the turbocharged E10S, which has 250bhp. In the workshop, Ansar shows me the production line, which has cars in various states of finish being attended to by black-clad mechanics working largely with hand tools – there are no robots here. Closest to the door is a build that’s just got underway, and it shows off the unusual, literal backbone of the car – a single piece of extruded aluminium to which a rear subframe, and the various chassis components are mounted. Five pieces of recycled carbon-fibre, filled with a thermoplastic honeycomb, form the floor, rear bulkhead and sides of the car, and a rear subframe is bolted onto the back to support the engine and the rear suspension. “The spine concept means less labour,” explains Ali. “Spaceframe chassis are very good for what they are but they have a fair amount of labour content and we’re looking to take more labour out of this. It’s a very versatile architecture and it all fits in with the price point. This is the best solution for this price.” The engine mounted to the back, in front of the rear axle, is one of two four-cylinder, 2-litre Ford units – a naturally aspirated motor in the E10 and a turbocharged Ecoboost unit from the Focus ST in the E10S. The engines arrive in a crate and are fitted unchanged into the car, mated to a Ford gearbox and with the option of the Focus ST’s differential. Keeping the engines standard Vol an t e | September - November 2015 |

means reliability and ease of servicing, and no need to invest in costly and complex upgrades. This “ease of servicing” talk is a common thread in the design of the car. Zenos wants customers to enjoy the car to its maximum, and let’s be real about this – some will run out of talent. When that happens, the E10 is designed with repairs in mind. The front Bilstein dampers are mounted inboard on the extrusion so they won’t be annihilated if you take a corner off the car, and the steering rack goes through the spine too so that it’s well protected. The car’s signature GRP body panels aren’t mounted separately just to look cool (although they do). They can be individually replaced in case of an accident, with all six available, painted, for around $2,300. “When you have a one piece clam and hit a corner, you’re probably talking three or four thousand pounds ($4,600 - $6,280) just for the clam,” says Ali. “We want people to have fun in it and not have reparability at the forefront of their minds every time they drive the car, because then they don’t enjoy it.” It probably wasn’t wise to say those words when a journalist gets to try the car, especially as the Norfolk weather is being somewhat threatening, but nevertheless I prepare for the Zenos experience. The E10S test car is actually a well-worn development mule – being a small company it doesn’t make sense for them to have a dedicated production car just for the press – but it’s still a sleek, contemporary presence. Weighing just 725kg it’s diminutive – you can actually see through the body to the other side if you crouch by the wheel – but clambering over the side panel and settling into the optional composite seat feels like getting into a proper performance machine. It’s helped by a bevy of options on this particular car, including a removable steering

“Weighing just 725kg it’s diminutive – you can actually see through the body to the other side if you crouch by the wheel – but clambering over the side panel and settling into the optional composite seat feels like getting into a proper performance machine.” 59

| T h e G a ra ge | Ze n o s E1 0 S |

“You can choose between flicking gears for the sheer hell of it, or sticking in third or fourth and threading the Zenos through the countryside on a wave of torque.”

wheel and six-point harness, as well as a six-speed manual gearbox in place of the standard five-speed. But luxuries are few, save for heated seats. The Alcantara-lined wheel is small and unadorned with buttons, the gearstick plain and perhaps a little high for ultimate comfort. The pedals are nicely spaced for heel and toe and the only dashboard distraction comes from two multifunction screens that show digital instrumentation. A blip of the key fob disables the immobiliser and the Ford engine is started with a pulsing blue button on the centre console. The engine noise is unremarkable, but easing out into the Norfolk countryside shows that engine noise isn’t everything. The Ford unit sucks in its air right behind my head and the induction noise is simply glorious as the throttle goes down. It’s a complex sound that changes with every slight adjustment, and it’s akin to playing a musical instrument with your right foot. Release the gas and the turbo trills and chirps away, and it’s exceedingly moreish. The roads around the factory are traditional British A and B roads, in varying states of repair and rarely straight. That means they’re fun to drive, but represent a challenge, especially for a track-focused car. Thankfully Zenos has judged the suspension set up exceedingly well – it’s stiff enough keep things level through fast changes of direction, but soft enough not to bounce and skip over the uneven surfaces. This adds to the E10S’ inherent sense of confidence and composure. Driving a Caterham for the first time terrified me as I bunny hopped away from standstill, but driving through the small country villages at 30mph in the Zenos is like driving a regular hatchback. And then the open road beckons and the orchestra behind my head strikes up once again. The E10S hits 60mph from standstill in four seconds dead, and the Ecoboost is beautifully torquey low down and then delivers peak horsepower at 7,000rpm. You can choose between flicking gears for the sheer hell of it, or sticking in third or fourth and threading the Zenos through the countryside on a wave of torque. The steering feels reassuringly analogue and hefty, with a confidenceinspiring front end that responds quickly, but doesn’t feel twitchy. The brakes, also sourced from Ford, are excellent and give plenty of messages through the pedal – just as well, with no ABS or ESC to save you from big mistakes. The

semi-slick Avon ZZRs grip superbly, meaning I can get on the gas out of corners hard without setting the rear aflutter. Thankfully the rain has restricted itself to a few spits rather than a downpour – I don’t know how the tyres would respond on a slippery surface. And the E10 doesn’t come with a roof. To really get into the limits of the Zenos requires track time, which I haven’t had. But my experience on the road is enough to tell me that the company is onto a winner with the E10, and with this architecture too. The aluminium spine concept can be adapted for more cars in the future, and Zenos has already announced an E11 roadster, complete with doors, for 2016, and an E12 coupé after that. Those will come with more creature comforts, such as air conditioning and a roof, which should enhance its appeal abroad, including the Middle East. Only 150 cars will be made in 2015, expanding to a maximum of 250 after that, and the Zenos intends to keep the numbers low to ensure it can keep up a personal rapport with its customers. I fully expect that those that try the car will be extremely tempted to drop the $46,480 required for a base E10S, or the $38,720 for the naturally-aspirated E10. Those that do will be rewarded with a cleverly thought out and very well executed machine that delivers performance and smiles in large dollops, and shouldn’t cost the earth to fix if you get carried away, and based on my experience, getting carried away would be extremely easy to do.

V ol ant e | September - November 2015 |

AT A GLANCE

Zenos E10S Engine: 1.9-litre turbocharged Inline 4-cylinder Power / Torque: 250bhp @ 7000rpm / 400Nm @ 2500rpm Transmission: Six-speed manual (optional) Weight: 725kg Performance: Top speed 144mph / 0-60mph in 4.0sec Base price: $46,480

You can choose between flicking gears for the sheer hell of it, or sticking in third or fourth and threading the Zenos through the countryside on a wave of torque.

| T h e G a ra ge | Ve s pu c c i |

Lunga Vita, Vespucci!

James Nicholls enjoys a sojourn aboard the superyacht Vespucci, the boat owned by the master boat-builder himself, Carlo Riva. 62

Vol an t e | September - November 2015 |

Words & photography: James Nicholls

arlo Riva, born in 1922, is recognised the world over as the genius behind the classic runabout boats which epitomise la dolce vita. The Riva legend has been propagated by the many famous owners of Riva boats: Rex Harrison; Roger Vadim; Jean-Paul Belmondo; Kirk Douglas; Brigitte Bardot; Elizabeth Taylor; Anita Ekberg; Sophia Loren; Gunter Sachs; Sean Connery; Peter Sellers, notable names amongst the rich and famous who, in that golden period from 1955 to 1975, were playing in the waters of the Côte d’Azur, Monaco and the Italian Riviera. It was at that time that Carlo Riva took the runabout or speedboat to its apotheosis. Developing the innovative production methods initiated by the American small fast boat pioneers, (Chris Smith of Chris Craft and Gar Wood), he added a touch of Mediterranean luxury and a splash of Italian style, designing iconic boats that still live on today. Watch any modern film set in the period (think Guy Ritchie’s latest blockbuster The Man from U.N.C.L.E, much touted for its emphasis on the finer things in life including beautiful clothes, beautiful people and beautiful settings) and a Riva runabout will be to the fore. A Riva is the floating equivalent to James Bond’s silver birch Aston Martin DB5. It is the glorification of water-borne transportation. Despite the fact that Carlo Riva had taken his nautical art to an almost divine level, by the end of the 1970s, times had

Vol ant e | September - November 2015 |

Vol an t e | September - November 2015 |

changed and he had sold the company which had been in his family since the mid-19th Century. Even though his reputation was built on constructing boats between six metres in length to just under nine metres, Carlo was also keen on larger boats and in the 1960s had produced seven “Caravelle” of approximately 22 metres. In 1970 he began a collaboration with Sanzio Nicolini who in 1963 had established the CRN boat yard in Ancona on the Adriatic coast. Nicolini’s vessels were made of steel and aluminium – a radical choice when most boats were still being made of wood. Nicolini’s first boats were 23 metre hulls called the Conero and Super Conero, after the large mountain which dominates the ancient sea port of Ancona, itself founded by Greek settlers from Syracuse in 387 BC. With input from Riva, Nicolini built on Carlo’s behalf eight motor yachts: six of these were in the series Marco Polo which were derived from the Super Conero. The other two were of the models known as Vespucci, one of which, built in 1978, became Carlo Riva’s personal super yacht. The styling of Vespucci, with its distinctive “on the edge” bow has carried through to this day and is a characteristic of all the important boats that have left the CRN yard, including Head of Fiat, Gianni Agnelli’s F100. In 1999 CRN became part of the Ferretti Group which of course, in a nice piece of symmetry, now also owns Riva, thus bringing together once again the ties that Sanzio and Carlo established in the 1970s. As a Riva afficionado and the son of a woman also born under that same shadow of Monte Conero near Ancona, it was with much excitement that I was invited to pay a visit to Vespucci, which is now lying in Spain. This was the very boat that Carlo Riva and his family used to cruise the Aegean Sea discovering the Greek Islands and the coast of Turkey before, in the 1980s, stepping back to the water’s edge to concentrate on his study of archaeology and astronomy. Vespucci is 100 feet (30.5 metres) in length and having just completed a refit on the Costa Brava, looks very much as she would have done when leaving CRN in the late Seventies. The yacht is in immaculate, pristine condition and, as I stepped aboard, I was delighted to see that Vespucci is still incredibly original. Matching my view to images I found in the definitive Riva tome by Piero Maria Gibellini, Carlo la leggenda, Riva il mito, first published by Ufficio Tecnico Gribaudo of Turin in 1996, I’m pleased to note that little has changed over almost 40 years.

“Inside the main saloon, the only concession to modernity or change is a television now mounted on the wall – elsewhere though, the prints which were there at the time of Carlo Riva’s ownership still adorn the walls.”

Vespucci, having just completed a refit on the Costa Brava, looks very much as she would have done in the 1970s. The yacht is in immaculate, pristine condition and is still incredibly original.

Vol an t e | September - November 2015 |

“There is no vulgarity or gaucheness here, but merely the reflection of the taste of Carlo Riva, a man lionised by those with sophisticated tastes.”

Vespucci has literally just come from the boatyard the day before with a new lick of brilliant white paint and I am the first guest of any sort to be invited aboard. I can only marvel at the period detail still to be found, and all of it in exquisite state of preservation and quality. This even extends to the marvellous silver serving dishes sculpted in the shape of a lobster and a seal, whilst the beds are freshly made in the crisp monogramed linen of the first owner. The current owner, meanwhile, provides a guided tour and coupe of champagne as I wonder at this amazing vessel in its time-warp condition. There is no vulgarity or gaucheness here, but merely the reflection of the taste of Carlo Riva, a man lionised by those with sophisticated tastes. Praise should not only be heaped upon the great man though, for the current owner and the other custodians who have maintained Vespucci throughout its life also deserve a pat on the back. It is, after all, they who have had the foresight and intelligence to leave well alone and simply to keep everything up to scratch, ship shape and Bristol fashion. All is unmolested, the period communication system telephones still remain for the owner to speak with the wheelhouse - a comfortable,

| T h e G a ra ge | Ve s pu c c i |

practical space that doubles as the current owner’s business office. The engine room is large and spacious, the only changes here being upgraded safety systems. But it is in the living areas, the main saloon and the cabins that one truly appreciates the subtle luxury, touches of class and style that exude all around. By modern standards this is not a particularly large boat but it is certainly a craft that will turn heads wherever it is moored or lying at anchor. That night we took dinner al fresco aboard this classy classic. Simple but delicious fish with a good champagne served by the smart on board crew of four. The meal was indicative of our surroundings. A balmy early summer evening on the Med, appreciated from the original round mahogany table sheltered from the breeze. Vol an t e | September - November 2015 |

Inside the main saloon we sipped cocktails standing at the dramatic bar, the only concession to modernity or change is a television now mounted on the wall – elsewhere though, the prints which were there at the time of Carlo Riva’s ownership still adorn the walls. Elegant and stylish, words synonymous with the glory days of the Riva yard and words that reflect too, Carlo Riva’s own yacht, the 100 foot Vespucci. This was the second launched by CRN in steel in Ancona in the series, at 30.5 meteres x 6.75 metres it was completely designed inside and out by Carlo Riva and his team. Many of its technical features can still be seen on modern boats today, such as the large sliding glass doors from the saloon to the exterior, and the excellent use of glass and light throughout. In 1980 Carlo, perhaps of financial necessity, regretfully parted with Vespucci selling to Leon Melchior, a Dutchman from Maastricht. Melchior, like the Biblical Magi from whence his name derives, was in the right place at the right time. As I finish writing this, I see that I have just received a note from the current gentleman owner who is cruising with his family on Vespucci along the French Riviera. Oh how I envy thee!

telemetry

Vol ant e | September - November 2015 |

| Te l e m e t r y | F 1 Te c h n o l o gy |

An Inventive Formula phill tromans examines the wider influence of formula one technology innovation and the racing teams that have built successful businesses by exploiting its potential.

McLaren's 2014 Winter Olympics bobsleigh

Vol ant e | September - November 2015 |

Words: Phill Tromans Photography: Williams Advanced Engineering / McLaren Applied Technologies

Although

World Endurance Championship fans might disagree, it’s generally acknowledged that Formula 1 is the cutting edge of motorsport. Since the F1 World Championship started in 1950 the teams involved have worked tirelessly to improve their machines, and the rate of evolution has risen exponentially. By the 1980s the cars were so advanced that they were heading beyond the limits of the drivers. But a subsequent restriction on permissible features didn’t stop the innovation as it became clear that the smallest advantages were hugely important to grab an extra tenth of a second per lap. Teams grew massively, from less than a dozen people in the ‘60s to hundreds and thousands today, all striving to update the cars from race to race. The push for extra speed can have a huge effect, such is the financial reward for success in F1, and the penalty for failure. The net result is that F1 teams today are corporations that foster a huge amount of technical talent and expertise. In recent years, team bosses have realised that this expertise could be expanded beyond F1 itself and bring financial benefits. With the cost of F1 skyrocketing into the hundreds of millions of dollars per season, extra revenue is not something to be sniffed at.

“WAE is working with a new aerofoil company to reduce the energy consumed by supermarket refrigerators and working with solar energy company Hanergy to develop storage solutions for renewable energy. It also has several defence projects that staff are, understandably, tightlipped about.” Williams is one of the most famous teams in F1. Its founder, Sir Frank Williams, has been a team owner since 1969, and Williams Grand Prix Engineering – to give it its full title – has won nine constructors’ titles and seven drivers’ championships over its history. Consequently, the organisation has built up a reputation for engineering excellence, which has led to a few side projects, usually in other forms of motorsport. Then in 2009, the F1 rulebook introduced a new type of technology. As well as the conventional combustion engine, cars would be allowed a Kinetic Energy Recovery System to harvest energy generated by braking and store it for redeployment as extra power. Williams developed a system based around flywheel technology, and 

V ol ant e | September - November 2015 |

it soon became clear that it had potential for use outside of F1. A separate department was formed in 2010, called Williams Hybrid Power, which sought to develop the technology further. By 2013 the F1 rules changed so that the KERS system Williams had developed was no longer legal in F1, but by now Williams Hybrid Power was supplying other racing teams with hybrid expertise – including the successful Audi programme at Le Mans – and had also developed similar systems for mass transit applications such as buses. At around the time KERS was being introduced, carmaker Jaguar was also working on a new project. Mike O’Driscoll, Jaguar’s then-managing director, was overseeing the development of the C-X75 supercar and needed a partner with expertise in performance, in order not to divert resources from Jaguar’s more mainstream cars. He chose Williams. In 2011, Williams was floated on the Frankfurt McLaren works with the likes of pharmaceutical company, GlaxoSmithKline.

McLaren Advanced Tecchnologies is currently working with bike-builder, Specialised

“There could well be a necessity for teams, especially smaller teams, to do something to bring in extra revenue, but it’s not that easy to just create an advanced engineering business. You need to have a lot of determination and commitment to it.” Aerial view of the McLaren Production Centre

Vol an t e | September - November 2015 |

stock exchange, and suddenly the company had to keep investors happy. It dawned on the management that with all these factors happening at once, the opportunity to diversify in a more formal way was in front of them. And so, in 2013, Williams Advanced Engineering was created, bringing in the Hybrid Power business and the side projects under one roof. Mike O’Driscoll, who had by this point left Jaguar, was brought in as CEO of the Williams Group. The decision to diversify made perfect business sense, he says. “F1 is the very core of this organisation and absolutely essential to its very being, but at the same time Advanced Engineering makes a lot of sense,” he explains. “It gives us greater solidity, broadens our base. F1 is probably the very best calling card WAE can have. If we’re successful on the race track, we can be successful in undertaking advanced engineering projects. Similarly, if we can develop a strong WAE organisation, it provides a more robust environment within which our F1

group can operate, from a financial point of view.” In the past two years, WAE has grown in size. Operating from a dedicated building at Williams’ Grove headquarters in Oxfordshire, it’s recruiting new members of staff and bringing in more projects for both automotive and motorsports partners, but also from other industries such as defence and aerospace. Williams Hybrid Power was sold to GKN in 2014, netting Williams more than $12 million. Today, WAE projects include increasing expertise in batteries, such as the battery technology used in all Formula E cars. The firm is also working with a new aerofoil company to reduce the energy consumed by supermarket refrigerators, and is working with solar energy company Hanergy to develop storage solutions for renewable energy. It also has several defence projects that staff are understandably told not to talk about to the media. Williams was not the first F1 team to branch out in this manner. About an hour’s drive south

of Williams HQ is another giant in the F1 world. McLaren sits in a state-of-the-art facility in Woking, and within the gleaming white walls of the McLaren Technology Centre is another offshoot venture from F1 – McLaren Applied Technologies. McLaren has raced in F1 since 1966, picking up eight constructors’ titles and 12 drivers’ championships since. Like Williams, the firm also found itself working on projects away from F1, most notably road cars. In 1991, it launched an offshoot called McLaren Composites, which developed the iconic McLaren F1 supercar and also worked with Mercedes-Benz on the SLR. That road car focus led to the establishment of McLaren Automotive, which today builds a range of high-end performance cars. But McLaren Composites found demand for its services from other industries, including a manufacturer of solar panels and even components for spacecraft. In 2004, McLaren Composites evolved into McLaren Applied Technologies.  Vol ant e | September - November 2015 |

| Te l e m e t r y | F 1 Te c h n o l o gy |

Williams' battery technology has been critical to the development of Formula-e and Williams also helped create the Jaguar C-X75 concept car.

Where Williams focuses on its engineering prowess, McLaren has instead honed its hightechnology skills and is working alongside the likes of GlaxoSmithKline, oil industry firms and even bicycle manufacturers. From its expertise in composites came lightweight, aerodynamic sleds used by the British team in the Winter Olympics, and from the network of sensors on an F1 car came systems that monitor progress and simulate forecasts in oil well drilling, all in real time. MAT is working with bike builder Specialised to create an intelligent machine that’s aware of its surroundings and the rider’s inputs, in a bid to improve performance. “The company realised that the differential in aspects of performance improvement in F1 and road cars was going to be around the application of advanced electronics, design and technology,” explains Jim Newton, McLaren Applied Technology’s market development director. “F1 is ultimately about optimising the performance of man and machine together and that is the fundamental basis of everything we do in MAT. Performance is defined by different people in different ways, so if you’re in healthcare, ultimate performance is either not getting ill in the first place, spotting the onset of disease before symptoms have become apparent, or just getting better quickly. We’re all about performance, defined it its most broad sense.” Both firms grew from F1, but they’re increasingly keen to be seen in their own right and not as dependent on what the race teams are doing. “There’s no doubt that at the very start it was commercialising what we’d learned in F1,” says O’Driscoll. “But as WAE develops organically it will almost certainly focus on some technologies that exist outside the F1 environment. That’s a very natural development within any organisation. We

“McLaren found demand from its services from other industries, including a manufacturer of solar panels and even components for spacecraft.” wouldn’t restrict the development of technologies to those relevant within F1 if there was a good commercial reason for us developing them and there was a good demand for it.” Newton agrees. “We sit in close proximity and work with the race team closely, but it’s very difficult to translate technology from F1 into other industries. You invariably have to tailor it, add to it, reshape it to suit the specific needs of those industries; you can’t just lift it across. F1 will provide the base approach, an idea, a way of thinking about a problem and then we’ll build on that. Within MAT we create technology and design solutions, a large number of which have elements of F1 in them, but we’re not just lifting stuff across.” Both groups have seen their offshoots become increasingly profitable, boosting both revenue and their staff ’s expertise. Could we therefore see more F1 teams adopt this kind of approach? “I could possibly see it happening in other teams, in F1 and wider motorsport,” says Craig Wilson is WAE’s managing director. “Currently I don’t think a lot of them have the capability to do it. A lot of the F1 teams are almost kit-built; they don’t have huge depth of engineering like McLaren has and we have. Ferrari has it too but all their expertise goes into the road car business. V ol ant e | September - November 2015 |

Caterham tried to do it, but not quite in the same way and it’s since fallen apart. “There could well be a necessity for teams, especially smaller teams, to do something to bring in extra revenue, but it’s not that easy to just create an advanced engineering business. You need to have a lot of determination and commitment to it.” Newton says he wouldn’t be surprised to see other teams follow a similar path. “At a broad level, F1 is a powerhouse and an incubator of science, technology, engineering and maths,” he notes. “Equally, though, it’s entirely possible for a F1 team to exist without doing this sort of thing. Red Bull has its objectives around the drink, and Ferrari around their supercar business. McLaren has always been founded on technology and design; that is the lifeblood of this business.” The future for Williams Advanced Technology and McLaren Applied Technologies seems likely to take them in new directions, away from the F1 roots that kickstarted their success. But whatever they’re working on, it’s the racing mindset that the staff will be striving to keep. “By the nature of competing every two weeks in front of many hundreds of millions of people, that drives a certain focus around innovation that works,” explains Newton. “That’s what F1 gives us.”

Driven mEn

Vol ant e | September - November 2015 |

Vol an t e | September - November 2015 |

| D r i ve n Me n | B r u c e M c L a re n |

Life Death after

at just

32 years old, new zealander bruce

mclaren perished in a violent

crash. but his genius behind the wheel, as well as the drawing board, has left a lasting legacy.

Words: Dejan Jovanovic |

photography: Getty / Newspress

St. Mary’s

is a fast left, giving you a moment to exhale before swinging the wheel right for the sharp Lavant Corner, then opening up wide, winding out the steering wheel for Goodwood Circuit’s longest straight. Any race car will quickly get up to 250kph on this part of the short track before braking for the final, second fastest turn, the doubleapex Woodcote. The orange M8D Can-Am car was bursting the warm air of that summer noon, its monstrous silicon-aluminium 7.6-litre V8 bombarding the calm of the Sussex countryside. It had Goodwood all to itself on this test day of June 2, 1970. Bruce McLaren pulled into the pits to cull the oversteer of his team’s car and adjust the enormous rear wing sprouting from the smooth, organic bodywork. He was ready to go again at 12:19, careened through St. Mary’s and Lavant one last time, the 670 horsepower Chevrolet big-block open wide for the slight kink in the middle of the straight. The rear wing let go, the composite bodywork peeled off the monocoque chassis and the M8D veered off the road at 170mph. Papaya Orange bits littered the trackside, two 16in wide black rubber strips pointed straight towards a marshal’s embankment, debris laid everywhere. The young Bruce McLaren was thrown out of the destroyed car and died instantly. It was all over, but it had only just begun. Vol ant e | September - November 2015 |

McLaren Racing has competed in over 770 Grands Prix, amassing eight constructors’ championships and 12 drivers’ titles on the way, with 155 pole positions, 152 fastest laps, and 182 race victories - the highest winning ratio of any team ever… Higher even than Scuderia Ferrari, despite the Italian outfit’s 16-year head start. “To do something well is so worthwhile that to die trying to do it better cannot be foolhardy. It would be a waste of life to do nothing with one's ability, for I feel that life is measured in achievement, not in years alone,” Bruce once wrote. And how right could one man be? Bruce McLaren came from the small country of New Zealand – Chris Amon, Denny Hulme, Howden Ganley, Mike Thackwell, rally driver Possum Bourne, the Millen family, Jim Richards (arguably the greatest tin-top racer of all time) all originate from there, a land of just four million people. They must have some high-octane water. In perspective how many Costa Rican, Georgian, or Moldovan racing drivers have you heard 

|| Te D rlieve mn e tMe r y n| Ro | Bardm u c ea pM |c B L aore s cnh ||

McLaren passes the Hotel de Paris in Monte Carlo during the 1969 Monaco Grand Prix.

left with a leg 1.5 inches shorter than the other, but that of? All countries with similar populations. “To do something well is so wouldn’t stop the boy rising to heady heights. The country roads throughout New Zealand are worthwhile that to die trying Under “Black Jack” Brabham's wing, an astonishing mostly gravel, the weather is unpredictable, and in the Formula 2 victory at the Nürburgring followed by a countryside, laws are lax, allowing young boys to perch to do it better cannot be win in Casablanca got Bruce into John Cooper’s good themselves into a car and gain valuable early experience foolhardy. It would be a books – his illustrious new boss even suggested the slipping and sliding past the farms. waste of life to do nothing youngster should assemble his own car, with a bit All those mentioned are great drivers without a more colour than that… (“Where’s you car?? In that doubt, but Bruce McLaren and 1967 Formula One with one's ability, for I pipe rack I reckon, boy.”) world champion Denny Hulme stand out. Their feel that life is measured Finishing second in the Autosport F2 championship paths seemed destined to run in parallel – born just first time out must’ve helped endear Bruce to the two months apart in 1937, both their racing careers in achievement, not in years team. At the race of races, the Monaco Grand Prix, began in their home country and both men ended up alone.” Bruce drove a 1.5-litre rear-engined Cooper while his pursuing glory in Europe thanks to Australian Jack competition benefited from more powerful 2.5-litre Brabham. McLaren, however, didn’t get a head start in motors, yet with finesse and talent the chequered flag waved his F2 car racing, bitten by the bug only when he was about sixteen after his first home in second place. Europe, and the world, would remember the competitive event on a beach west of his hometown, Auckland. young Kiwi’s name. “I was the one who brought Bruce McLaren over, really, because Immediately Cooper promoted him to the sport’s top-tier class I had a driver-to-Europe scheme in New Zealand, and he won that,” of racing, and nearing the end of the 1959 Formula One season, said the three-time Formula One champion Brabham. “Of course that the 22-year old McLaren’s consistent results at the front of the only gave him airfare to England, and that’s not a lot of good – getting pack dicing with illustrious teammates Stirling Moss and Brabham, over here is only half the fight.” cemented his status as a world-class driver. But Bruce was always a fighter. In his childhood he battled persistent He was especially noted for his deftness behind the wheel of health problems, suffering loss of bone mass in his leg. Doctors kept the rear-engined Coopers (the rest of the grid still had the ‘horse in him in hospital for weeks, and little Bruce had to be in plaster fr three front of the carriage’) that were particularly tail-happy. years. Through sheer will, the condition eventually settled and he was

Vol an t e | September - November 2015 |

In fact, the sport’s layout revolution has a disputed origin, depending on whether you believe John Cooper or Bruce McLaren. The Kiwi at the time claimed, “Hanging the engine off the back of the monocoque was pretty much my idea.” Black Jack won that year’s title by pushing his stricken car across the line in the inaugural United States Grand Prix, and gifting a maiden F1 victory to his protégé. Regardless, the others caught on to “hanging the engine off the back of the monocoque”, yet there were no handouts in the first race of the 1960 season. Bruce won the Argentine round in a car very similar to his previous year’s chassis. With this new rear-engined competition to contend with, however, it was clear the Cooper team would need a new design. It was time for the multi-talented McLaren to call on his years of education gained hanging around his parents’ auto workshop back home. “Lotus had turned up in Argentina with this rear-engined car, the first rear-engined Lotus, and it was very quick,” remembers Cooper. “On the way home in the airplane we said if we’re going to win the world championship again, we’d better have a completely new motor car, with a new gearbox. And Jack and Bruce started designing it on the way home in the plane.” Brabham and McLaren now spent as much time behind the wheels as in the drawing office. Cooper’s underpowered and unreliable Coventry-Climax engines would necessitate all their car engineering genius, and Black Jack would finish the year lifting his second championship trophy. In 1961 however, Brabham abruptly left the Cooper team, so Bruce started the 1962 season as the number one driver. At the Zandvoort opener McLaren set fastest lap, and at Monaco the Kiwi won his second career Grand Prix, not including two additional victories in non-championship rounds at Goodwood and Reims. But his engineering influence was starting to be less felt in the Cooper team, as the team’s owners wanted more authority in design. Behind his boyish smile Bruce was starting to mature. The following year Bruce founded McLaren Racing Limited, and initially concentrated on sportscar racing and the ultra-competitive world of Can-Am in North America. These cars were essentially F1 bolides with enclosed wheels and little rules to hold designers back. No wonder, then, that with 600-plus horsepower, they lapped contemporary circuits two or more seconds quicker than F1 cars. Bruce was skeptical at first: “Jesus Christ, there’s never been anything like this! There’s no way we can use all this horsepower.” But on constant edge of adhesion, Can-Am cars suited Bruce’s intimate

Right; 24 hours of Le Mans 1967. Below; Winning the Player's 200 at Mosport Saturday in 1964. Bottom Left; Bruce McLaren in his McLarenCosworth M7A brakes hard into "La Source" curve at SpaForchamps during the 1968 Belgium GP.

feel of a racing machine, and his ingenuity in both design and driving meant McLaren cars won five out of six races in their second year of Can-Am competition. In 1967, McLarens were victorious four times, and in 1969 the orange monsters demolished the field with 11 out of 11 wins. In between Bruce even found time to win the 24 Hours of Le Mans in a Ford GT40 in the closest ever finish of the race, mere inches ahead of the sister car of Englishman Ken Miles. The pull of the grand prize, however, was never far behind and for 

Vol ant e | September - November 2015 |

| D r i ve n Me n | B r u c e M c L a re n |

the 1966 season Bruce first lined up his trademark Papaya Orange F1 car at the new McLaren team’s top-tier debut. Engine issues dogged the M2B chassis all season though, and Bruce could only manage two finishes scoring meager points at Brands Hatch and Watkins Glen. A BRM V12 hardly made things any better the following year, with just one points finish materialising in Monte Carlo. Fortunately, scoring Cosworth’s legendary DFV engine for 1968 – a V8 that would go on to power McLaren Grand Prix cars until 1983 before turbochargers took over – finally demonstrated the Kiwi’s engineering talents, as the new M7A car (co-designed by Robin Herd of Concorde fame) took Bruce to victories at Brands Hatch and the daunting Spa-Francorchamps. Further wins by teammate, countryman and old friend, Denny Hulme, in Italy and Canada, as well as non-championship success at Silverstone, bagged the McLaren team its first real achievement with second place on the constructors’ table behind Lotus. While the “Bruce and Denny show” rumbled on to great success in Can-Am, 1969 saw the McLaren team finish third on the F1 table with Hulme taking the last round in Mexico. “I enjoyed the Can-Am cars more, probably,” recalls Hulme. “They were much more exciting, the American people were much more enthusiastic, and certainly the money was a hell of a lot better. I thought the McLaren Can-Am cars were the best I’ve ever driven, and I still do. They were certainly fun. You could go out and knock a second off, and then go out again and knock two or three seconds off.” But it wasn’t all certain fun. Bruce once said: “You’re doing 170mph and the unexpected happens, you lose your brakes, a wheel comes off, the steering goes dead. This has happened to me many times.” When it happened one last time for Bruce, as the previous year’s Can-Am title defendant, crashing at Goodwood on that fateful June afternoon just days before the 1970 opener at Mosport in Canada began, his words still echoed through the factory halls. “To do something well is so worthwhile that to die trying to do it better cannot be foolhardy….” His team picked themselves up and won nine out of 10 races that year, and Papaya Orange was but a blur all over North America,

“There's no such thing as good luck. It's good preparation and hard work.”

Above Top; Preparing for the 1970 Race Of Champions at Brands Hatch. Above Right; In the McLaren-Ford M14A at the Spanish GP the same year. Top Left; The gamechanging McLaren F1 Hypercar. Left; The 2015 McLaren Automotive 570S super sports car.

from Mont-Tremblant to Riverside, through Watkins Glen and Laguna Seca. A mere four years later the Grand Prix squad began its glorious ascent and the trophy cabinets started overfilling. Brazilian Emerson Fittipaldi gave McLaren its first drivers’ championship title in 1974, and from the 1980s to the early 1990s the team dominated with seven drivers’ crowns and six constructors’ titles, pioneering mainstay technologies like carbon-fibre construction. Its 1988 MP4/4 chassis epitomised McLaren excellence by winning all but one Grand Prix of the season, and is still regarded as the greatest F1 car of all time. The humble British team with New Zealand roots is today a group of successful companies, supplying the entire F1 grid with electronic control units, and revolutionising the world of super sportscars with McLaren Automotive’s road vehicle range, and the P1 hybrid hypercar reported to be capable of a sub-seven minute lap of the Nürburgring, a time which would have put the machine on pole position in a 1970s Grand Prix. “I feel that life is measured in achievement, not in years alone…” Half a century later, and the achievements still keep coming.

Vol ant e | September - November 2015 |

grand tourismo

Vol ant e | September - November 2015 |

| G ra nd To u r i s m o | T h e At l a n t ic Ro a d |

63째 1' 4.70" N; 7째 28' 3.24"E

The Atlantic Road To Styrn, Norway

Vol an t e | September - November 2015 |

Iconic driving roads

Taking in two staggering feats of road-building, this route through west Norway provides zigzagging, bridge laden coastal roads and hairpin-heavy mountain passes.

Photography: Shutterstock

Vol ant e | September - November 2015 |

erhaps one of the most visually stunning driving roads in the world is the route from Kristiansund to Styrn through Norway’s western fjords and the iconic Trollstigen pass. It is not only a great “tourist” road, which means it can get quite busy during peak times, but the varying corners and elevations throughout the journey provide ample thrills and fun for the petrolhead, from the fjords at sea level up to 1,200 meters above them, as well as striking coastline and looming mountains. The road takes in a string of famous places in west Norway, but the jewel in the journey’s crown is the four-mile stretch of Norway’s National Tourist Route known as the Atlantic Road. Running between the towns of Kristiansund and Molde, the two main population centres in the county of Møre og Romsdal in Fjord Norway, the road is not only a joy of curves and undulating peaks and troughs, but a spectacular feat of engineering. It was chosen as "Norway's construction of the century" in 2005 because of the architecture of the road and its bridges, as well as the incredible coastline it passes through. Starting approximately 18 miles southwest of Kristiansund, near the village of Kårvåg, and ending 29 miles north of Molde, just past Vevang, the Atlantic Road zigzags across low bridges that jut out over the sea, linking the islands that sit between the two towns. The impressive highway skips nimbly from island to island, across seven bridges, the tallest being the Storseisundet Bridge, which has a dramatic and beautiful curve, bringing an artistic perspective to the road, which dips and

| G ra nd To u r i s m o | T h e At l a n t ic Ro a d |

sweeps through the extraordinary countryside. Many tourists choose to travel the road during the autumn months to experience the raging storms that pound the road. Since construction started in 1983, workers endured no less than twelve hurricanes during the build before the road finally opened six years later in 1989. From the town of Kristiansund, the Atlantic Road is only a 30-minute drive, passing through the Atlantic Ocean Tunnel. After exiting the tunnel, you cross the island of Averøy, the very scenic west side of which is home to the incredible coastline towards Hustadvika bay. The bay itself is next to an infamous stretch of ocean and can be truly dramatic during a storm. In calmer weather, though, you might be joined on your drive by the pods of whales and herds of seals that populate the area. While the Atlantic Road is widely considered the highlight, you will most definitely want to experience some of the hairpin-heavy mountain passes. Our advice is to aim for the big one. At Liabygda, bear south east on the 650, picking up the ferry at Linge Ferjekai where the 650 meets route 63. This stretch of the road will take you all the way to the iconic Trollstigen – or "Troll's path" – mountain pass (pictured on the previous page). The road itself is as impressive a piece of construction as the Atlantic Road, but instead of bridging fjords, this sliver of tarmac clings to the almost vertical cliffs. The road was completed in 1936 in order to connect Valldal to East Norway by both car and rail for the first time. With no fewer than 11 tight hairpins, the pass is surrounded by jagged imposing summits, and reaches 850 meters above sea level. It’s enough to test the mettle of even the most daring driver. The northern slope from Åndalsnes is the steepest, while the southern slope is relatively gentle. Be warned, though, the pass is closed during winter because of deep snow and avalanches, but normally opens between late May and late October. Eventually, through more spectacular landscape and some fun twists and turns, 63 meets route 15 which bears west. It’s the longer route to get to Styrn, but the opportunity to top and tail the journey from Kristiansund with not just one, but two of the country’s most iconic stretches of tarmac is well worth the additional petrol cost.

Vol an t e | September - November 2015 |

| G ra nd Tour i s m o | So m e t h in g Fo r T h e We e ke n d |

accessorise all areas! In recognition of the Qatar International Boat Show, Volante dips its toe into the underwater world of high-end sea toys.

Flying Fish

Downwardly Mobile

urrently one of U-Boat Worx’s most popular models due to its practical configuration and full 360-degree acrylic pressure hull, this exceptional C-Explorer 3 submersible cruises at a speed of three knots when below the surface and can dive to 1,000 metres. Fully equipped and air conditioned, it seats three people comfortably, and special atmospheric systems stop the acrylic dome from fogging ensuring the best possible

experience. Lithium Ion batteries offer 16 hours of dive time, with back up power and life support systems for 96 hours, in case of an emergency. Depending on depth and configuration, the cost can range between $1.2 million and $2.8 million. Spokesman for the company, Erik Hasselman, notes that “our subs can take you to places that no one has ever seen before - and you can stay there until your batteries run out - or until you need to go to the toilet.” www.uboatworx.com

Go ‘Kat Some Waves

www.innespace.com

Simply The Vest

f you’ve got the money to spend, you could buy a conventional Jetski, or you could get one of these incredibly fun Wavekat P70 Personal Watercraft for around $22,500. The best bit? It’s as easy as driving a car. Yup, you read that correctly. The WaveKat uses the same steering wheel and foot throttle set-up as your daily driver, making piloting it as simple as sitting in rush hour traffic on Sheikh Zayed Road. Just much more fun, in the water and with more chance of going somewhere quickly. The mid-engined WaveKat employs an asymmetric catamaran hull design to not just ensure a stable ride, but to enable you to make sharp 90-degree turns with virtually no loss of speed – which is something the WaveKat has plenty of, topping out at a nippy 35 knots, or in car terms, more than 40mph. www.marinetoysandtenders.com

It looks like a cross between a dolphin and a submarine but the Seabreacher drives like a high-powered jetski. If deep sea exploration is not your thing, but adrenaline is, then this is the “toy” for you. Built by US company Innespace, the Seabreacher can glide both on top of the water at speeds of 45mph, and dive to a depth of five metres travelling at a speed of around 20mph. The power supplied by the 1500cc, 215hp marine engine means that it has enough power to soar out of the water and fly through the air, but is able to right itself upon splash down. Using a fibreglass hull and a polycarbonate canopy, it dives using its forward momentum rather than ballast to sink under the weight of water, meaning that should something go wrong during a dive, the Seabreacher always pops to the surface and selfrights. It uses a snorkle system to supply oxygen to the engine, allowing the boat to dive lower for up to 20 seconds at a time. It takes around 90 days to build and will cost you around $45,500.

While it’s easy to get excited about climbing aboard all of this cool kit and getting to the splashing around, it’s important to be properly equipped. If you’re throwing the kind of money around to buy any of these high-priced big boys‘ toys, then you can certainly dip into the petty cash for the right safety kit – like this cutting-edge $140 life vest from MTI. The Helios 2.0 cuts the bulk of traditional life vests allowing for a more comfortable fit and greater mobility. With a comfort V-Yoke, 3D mesh lining, and padded neoprene neck, this personal floatation device keeps you well protected, without feeling like you’re the Michelin Man. The Helios 2.0 also includes a signal whistle, reflective trim and is certified by the US Coast Guard.

Vol an t e | September - November 2015 |

www.mtiadventurewear.com

grooming gorgeous A little grooming goes a long way, as does a well-manicured gent. Let Volante be your guide to the essential kit required for the modern man.

Travel Right

here’s nothing worse than having to check your carry-on luggage because your essential toiletries don’t meet the strict size and volume rules stringently enforced by over-zealous airport security officers. Fortunately, Baxter of California has the answer with this superb travel kit, that not only meets the airline’s requirements, but also includes all the essentials every chap needs when he’s on the road. Within the custom made,

water-resistant canvas bag you’ll find 2oz bottles of the 50-year-old company’s finest products that meet all the needs of the modern jet-setting gent. There’s daily face wash, an oil-free moisturiser, shaving creme, aftershave balm and a daily protein shampoo. There’s enough room in the carry bag for a razor and a toothbrush too and, as the caps of the bottles are leak-resistant, there’ll be no sticky surprises when you open your case. www.baxterofcalifornia.com

A VOLANTE TOP PICK

Cutting Edge

t’s not easy to shave your stylish designer stubble in a perfectly straight line, especially when you’re staring, bleary-eyed, into the bathroom mirror before your morning coffee. It’s not unknown for our hirsute editor to arrive at the office with a wonky beard, one side higher than the other. Don’t you wish that you had some super high-tech razor that would map out a laser-straight line across your beard with, say, a laser? Well, that’s where the Philips Norelco Laser-Guided Beard Trimmer becomes your best friend. Just like a spirit level for your face, it creates lines for you to follow. Features include 17 length settings, a dualsided trimmer offering both wide and narrow ends, self-sharpening blades, a battery that can run for up to an hour on a single charge, and, of course, a Class 1 laser that projects lines onto your face, making for foolproof facial hair trimming that gives you the edge. www.philips.com

Are You Desperado?

ntonio Banderas, the dusky Latino leading man that gets women hot and bothered when he smoulders across the silver screen – even as a fairy tale cat – has released his latest fragrance: “King of Seduction Absolute.” Despite sounding like something that even Brian Fantana would omit from his cologne cabinet, apparently, this fragrance will fill every woman you encounter with raging desire – whether you are saving her small Mexican town from the clutches of an evil drug cartel while posing as a lethal Mariachi, or saving a different small Mexican town from the clutches of a cruel landowner while wearing a mask and wielding a fencing rapier. It will also fill your nostrils with the same scent of success enjoyed by, say, a noble Arabic emir fighting an evil Sultan over the right to drill oil in his desert nation, or that of a brave, lovelorn muslim ambassador from the year 922AD who fights off a supernatural enemy in the company of boorish Vikings. Either way, “King of Seduction Absolute” will probably emphasise your style and charisma as a confident seducer thanks to notes of pomelo, grapefruit, green almond and absinthe, while cardamom and lavender, laid on the base of leather, oak moss and vetiver, will ensure that you smell extra manly on the quest to woo your heroine... Just don’t forget to Spongebob it off the Skin You Live In when you’re done. www.antoniobanderasfragrances.com Vol ant e | September - November 2015 |

A 20-Year Bond 86

Vol an t e | September - November 2015 |

| C l u b Ho u s e | O m e ga |

with spectre due to hit cinemas in november, to

20th anniversary of its partnership with james bond, omega has released a stunning new seamaster watch.

mark the

photography: Omega

t’s been 20 years since James Bond first donned an Omega. As a Naval officer and gentleman, the selection of the Seamaster was not only an obvious choice, but it has proved to be a perfect fit. Omega and Bond have forged a successful partnership and the brand is now as synonymous with Ian Fleming’s creation as the Aston Martin DB5. The Swiss watchmaker has been helping the fictional British super spy carry out his duties for Queen and country since the ridiculously suave Pierce Brosnan enjoyed his debut in 1995’s Goldeneye. And, with a plethora of aftermarket gadgetry, 007’s trusty timepiece has helped him out of more than a few tight scrapes. However, with the reboot of the franchise in 2006’s Casino Royale, Daniel Craig’s Bond has become harder, grittier and a tad more down to earth. As Q succinctly put it in 2012’s blockbuster, Skyfall, “MI5 doesn’t go in for exploding pens anymore,” so, it appears, the watches have had to follow suit, too. Instead of containing lasers, garrotte wires and detonation devices, they have become, as they were originally designed to be, simply fine timepieces that allow debonaire secret agents to carry our their defence of the realm with efficiency and in style. So far during his tenure, Craig’s Bond has sported the original Seamaster 300m as worn by his predecessor, two iterations of the Seamaster Planet Ocean 600 and the dressier Seamaster Aquaterra. On his latest mission, Spectre, due to hit cinemas soon, JB’s wrist game takes on a stylish retro vibe, as the great Briton will be issued a version of the new Seamaster 300m, the criticallyacclaimed watch that was unveiled at last year’s Basel World show in Geneva. Visually, it pays homage to the original Omega 300m dive watch of the 1950s, but it is packed with the latest in-house Co-Axial calibre 8400 movement. It is obviously water resistant to a depth of 300 metres and, just in case Bond has to

diffuse a nuclear warhead, he’ll keep perfect time as the detonator ticks down thanks to his new watch being resistant to magnetic fields of up to 15,000 gauss. This gorgeous new timepiece is offered in a number of variations, from different straps and case material combinations, as well as black or blue dials. However, the one we are most interested in here is the exclusive “Spectre Limited Edition” model. Aesthetically, one of the most pleasing aspects of this special watch is the return of Bond’s black and grey striped NATO strap, upon which the stainless steel watch is mounted. It’s a not-so-subtle nod to both the original Fleming novels – in which Bond wore a Rolex Explorer on a Royal Navy-issue NATO strap – and to the original Sean Connery films, where 007 employs the same black and grey striped strap (the regimental colours of the General Service Corps, incidentally) on a Rolex Submariner. Additionally, unlike the standard-issue Seamaster 300m, which features a ceramic,

Vol ant e | September - November 2015 |

Liquidmetal, uni-directional diver’s bezel, the Spectre edition has a bi-directional bezel ring embossed with a 12-hour scale, enabling its wearer to view two different time zones at once. In the past, while Bond fans have always been able to pop down to their local watch dealer and buy an off-the-shelf version of whatever model Bond wears (our managing editor is one of those that do), or buy one of the several special commemorative editions which are often garishly plastered in the 007 logo, they have never been able to get their hands on the exact MI5-spec model that Bond has worn on screen. Until now, anyway. The “Spectre Limited Edition” changes all that. When you part with your $6,000-plus pocket money to own one of these beauties, you can be sure that when you are sitting in the movie theatre and the inevitably gratuitous product placement shot appears, you’ll look down at your wrist and smile, knowing that should you find yourself pursued by a sinister organisation of global supervillains who want you dead, you’ll be almost as well-equipped as Bond to deal with it.

Model: Mohamed Abu Issa Photography by FotoArabia Art Director: Nurain Jamal Styling by Salam Stores Hair: Deniz Edis, The Barber Shop Doha Make up: Glaiza Marie Castro, The Barber Shop Doha Special thanks to Kempinski Marsa Malaz, The Pearl

Blazer, cardigan, tie and trousers all from Corneliani Shoes from Corneliani ID Double wrap leather bracelet from Ermenegildo Zegna Watch, Rolex Day-Date 40

Vol an t e | September - November 2015 |

| G ra n d To u r i s m o | Fit t in g Ro o m |

Effortless Style

qatarâ&#x20AC;&#x2122;s dakar quadbiker,

Mohamed Abu Issa,

epitomises the image of the uncompromising modern athlete. single-minded in his ambition to succeed in both sport and business, but aware that his downtime is a precious oasis of personal indulgence thatâ&#x20AC;&#x2122;s required to strike the perfect work-life balance. it is his recipe for success, both on the bike and off it.

Rolls-Royce Wraith is equally uncompromising; the

delivering the effortless luxury and thrilling performance associated with the centurion marque, with the stylish appeal for a new generation of rolls-royce owner. henry royce once said,

"take the best that exists, and make it better" â&#x20AC;&#x201C; a mantra that could be applied, in this case, to both car and driver. youth, experience, elegance, power and aesthetic make this partnership the embodiment of effortless style.

Vol ant e | September - November 2015 |

Sweat suit, t-shirt and blazer from Z Zegna Techmerino Shoes from Ermenegildo Zegna Sunglasses by Ermenegildo Zegna Watch, Rolex Day-Date 40

Vol an t e | September - November 2015 |

| G ra n d To u r i s m o | Fit t in g Ro o m |

Red blazer and shirt from Corneliani Blue Cardigan from Brunello Cucinelli Jeans from Brunello Cucinelli Shoes from Ermenegildo Zegna Double wrap leather bracelet Ermenegildo Zegna Shoes from Ermenegildo Zegna Watch, Rolex Day-Date 40

Vol ant e | September - November 2015 |

| G ran d To u r i s m o | Fit t in g Ro o m | Sweat suit, t-shirt and blazer from Z Zegna Techmerino Sunglasses by Ermenegildo Zegna Watch, Rolex Day-Date 40

Below; Leather bomber jacket from Brunello Cucinelli Sunglasses by Ermenegildo Zegna Double wrap leather bracelet Ermenegildo Zegna Watch, Rolex Day-Date 40

Vol an t e | September - November 2015 |

Blazer, cardigan, tie and trousers from Corneliani Shoes from Corneliani ID Double wrap leather bracelet Ermenegildo Zegna Watch, Rolex Day-Date 40

Vol ant e | September - November 2015 |

| G ran d To u r i s m o | Fit t in g Ro o m |

Vol an t e | September - November 2015 |

Sweat suit, t-shirt and blazer all from Z Zegna Techmerino Shoes and leather bag from Ermenegildo Zegna Sunglasses by Ermenegildo Zegna

V ol ant e | September - November 2015 |

| G ra n d To u r i s m o | Fit t in g Ro o m |

Steal the Sixties Look: The Man From U.N.C.L.E. With Guy Richie’s The Man From U.N.C.L.E. undoubtedly ranking as 2015’s most stylish movie, our fitting room goes back in time to rediscover the fashion of an era we associate with male chic – think Mad Men and The Rat Pack.

1. Merino Turtleneck by John Smedley, available at Mr. Porter 2. Foldable sunglasses by Persol, available at Mr. Porter 3. Cotton Polo Shirt by Michael Kors, available at Mr. Porter 4. Stretch Cotton Twill Trousers by Canali, available at Mr. Porter 5. Suede Bomber Jacket by Hackett, available at Mr. Porter 6. Leather Chelsea Boots by R.M. Williams, available at Mr. Porter 7. Kenai Dress Shirt by Theory, available at East Dane 8. Cannon Monkstrap Shoes by Loake 1880, available at East Dane 9. Three-piece Suit by Thom Sweeney, available at Mr. Porter 10. Grenadine Solid Tie by Jack Spade, available at East Dane 11. Vintage Silver Cufflinks by Hermes, available at East Dane

“S aving

the world 5

Alicia Vikander, Armie Hammer and Henry Cavill star as scientist Gaby Teller, KGB operative Illya Kuryakin and CIA agent Napoleon Solo in The Man From U.N.C.L.E. (courtesy Warner Bros.)

never goes out of

Compiled by Yara Jishi