Volante Magazine - Issue 3 - May 2015 by Firefly Communications

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VOLANTE

F SUR TO

BIA - A S RA

PLEME N UP

MAY 2015

TERRE A LA

A JOURNAL FOR THE GENTLEMAN DRIVER

SOMETHING OLD,

SOMETHING NEW

UNDER THE HOOD OF PUR SANG’S BUGATTI T35

he topic that has dominated the conversation in motoring circles this past month is the resignation of Ferdinand Piëch from the board of the Volkswagen Group following an uncharacteristically public spat. At the time of going to press, what seemed like a clash of ideologies between master and protégé has since turned into a tale of political manoeuvring that would put Machiavelli to shame. Despite the rather tendentious furore that played out in the German national press, and Piëch’s fearsome reputation as somewhat of a tyrant, history will still look kindly on the man that, for all intents and purposes, built the VW Group we know today. It was Piëch that brought financial stability to the Volkswagen brand, turned Audi into a luxury powerhouse and added both exotica and aristocracy with the assimilation of Lamborghini and Bentley. It was Piëch who, with singular vision and, in some cases, an iron fist, had the imagination and the sheer force of will to develop the Bugatti Veyron, which we can all agree was – and remains – an astounding automotive achievement. There is no doubt that despite his departure from the VW Group, Piëch still wields enough influence to ensure that he will remain an active protagonist in the German automotive sector for a long time to come. 1

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VOLANTE • MAY 2015

SEEING THE LIGHT AMG’S GT S IS A LEAN, MEAN DRIVING MACHINE

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TIME FOR T

FERRARI’S TURBO-CHARGED GT IS A CALIFORNIA DREAM

TRUCK ING GOOD FUN WE’VE GOT OURSELVES A CONVOY OF RENAULT BIG RIGS

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Cover image: Pur Sang 1926 Bugatti Type 35, shot by WSF Creative.

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Sprechen of which, our “Garage” this issue is occupied by a fair amount of German hardware, thanks to a Mercedes double-header: the allnew Maybach S600 and the AMG GT S. Both represent very different directions on the threepointed star’s compass and each gets a thorough examination within the following pages. So does a resurrected British icon; Phill Tromans embarks on a truly epic journey from the UK to Geneva at the helm of the diminutive and open-topped Morgan 3 Wheeler. On the subject of icons, Carlin Gerbich talks us through the world-famous “corkscrew” at Laguna Seca, Kevin Hackett goes back in time, giving us the low down on Pur Sang’s Bugatti T35 continuation cars, while Damien Reid remembers the great Ayrton Senna. I, meanwhile, get bounced around Qatar’s dunes by Dakar winner Nasser Al-Attiyah, have some Tuscan fun with the California T, Ferrari’s first turbo-powered V8 since the F40 left the stable, and grow a suitably epic moustache for my stint as a “trucker” with Renault. Some say that good things come in threes, and judging by what we have in store for you in this, our third instalment of Volante, I think that may be true.

| I gn i t i o n | C o n t e n t s |

ignition 12 | Contributors

first gear 14 | The Racer: Mohamed Abu Issa reflects on his winning start to the Cross-Country World Cup 15 | The Cognoscente: Fraser Martin lauds the 1959 Chevy Impala and the golden age of car design 16 | News 24 | Gear 26 | Calendar ď&#x201A;&#x201E;ď&#x201A;&#x201E;

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| I gn i t i o n | C o n t e n t s |

76 | Something For The Weekend 78 | Rev Counter: Bremont E-Type MkI 80 | Fitting Room

driven men 84 | Ayrton Senna The Club House 90 | Automobilia 92 | Music 94 | Exhaust Note

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| E x h a u s t No t e s | C o n t r ibu t o rs |

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

Carlin Gerbich Coming from a long line of New Zealand Carrot Farmers, Carlin cut his automotive writing teeth on RallySport magazine in the UK. That led to a string of senior roles on titles that included Cars and Car Conversions, Classics Monthly, Carbuyer, Great Cars and Car and Driver Middle East. In a career of numerous high points, such as sliding a Subaru Impreza World Rally Car on a track in Abbeville, France, competing in the Barbados Rally Carnival and piloting a Bugatti Veyron Super Sport along California’s Pacific Coast Highway, nothing really comes close to winning “Best Carrot Car” at his primary school flower show. He’s also lapped the Nurburgring’s Nordschleife exhaustively and was part of the only rally ever to have taken place on the circuit. He has also contributed to Racecar Engineering, Auto Express, Esquire Middle East and edited Men’s Fitness. He is currently seeking help for his addiction to balsamic vinegar.

Kevin Hackett Kevin has been described as “the Ray Winstone of motoring journalism,” though whether this is due to his take-no-prisoners approach to reviewing cars or his sunny disposition remains unclear. He has been obsessing over anything with four wheels since he was eight years old, when his father bought a Triumph TR6 to use as the family car. After years of being driven around, squashed onto the rear parcel shelf of a two-seater sports car between his two younger brothers, he finally got his own driving licence and now makes

a living by trotting the globe to test the world's most exciting automobiles. A former motoring editor of The National in the UAE, he has also written for, among others, FHM (UK), The Times in London and Sur la Terre Arabia. When he’s not upsetting GM’s top brass, he plies his trade as the Publishing Chief at newlyformed Dubai-based automotive creative agency, WSF.

Fraser Martin Fraser has long been acknowledged amongst his peers as quite encyclopedic and something of a sage. He is also a selfdiagnosed early-onset curmudgeon. He has been in and around the motor industry for the better part of 45 years, if you include pumping petrol into, selling, writing about, podcasting on, testing, organising events for and driving anything with two wheels or more. Based in Dubai which has been his home for the last 30-odd years and where he is a Clerk for the national motor racing scene, Fraser only freelances for what he refers to as “grown-up publications,” is a bit choosy and is consequently much less well-off than he should be. He has only ever written about automotive related subjects because it is really the only thing he knows anything about, apart from making really good tomato chutney.

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 Vo l a n t e | M ay 20 1 5 |

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, Southeast Asia, Australia, the United States and Europe. He also does a passable impersonation of Australian cricketing legend, the late Richie Benaud.

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, driving from the UK to Geneva in a three-wheeled Morgan, 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 re-enactment 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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| Fi r s t G e a r | C o l u m n is t |

Qatar’s Quad-biking Wunderkind, Mohamed Abu Issa, reflects on a positive start to his Cross-Country World Cup campaign.

the racer

he World Cup campaign got off to a winning start in Abu Dhabi, expunging the disappointment of last year, when I was forced to retire due to a mechanical problem. This year was flawless, the plan worked perfectly. I pushed for the first two days and won 10 minutes each day, leaving me to cruise to the finish line, ultimately winning by 24 minutes. It was a great result for both me and SebSports, the mechanical team I race with in the UAE. I was elated, and came back to Qatar to join up with the Dutch mechanical team who will see me through the remainder of the championship, Maxxis Super B, to begin preparations for the Qatar Rally at Sealine. We were all expecting me to get a win on my home turf. It started well and was a very tight race between myself and Polish rider, Rafal Sonik, going into day four with only seconds separating us. Then disaster struck. About 5km before the finish line, I broke the part that connect the wheels to the rear axle. I tried to limp home, but a kilometre from the line, I finally lost one of my wheels in the sand. I dragged the bike as far as I could, but had to

get some outside assistance. Unfortunately, I was handed a seven-hour penalty as a result, so in one fell swoop I lost all the hard work I’d put in for four days. On the final day I just went out to prove myself and win the stage, which I managed to do by around 10 minutes. I think I showed my competitors what I am capable of, taking second place overall and I am now tied with Sonik on points, sitting in joint first place in the overall Cross-Country Rally World Championship table with four races left. These four races will not only be critical competitively, but also for my bikes. After missing out twice in Dakar, and having suffered a number of mechanical failures with the Honda, I have decided to switch to a Yamaha. Unfortunately, it’s too late to swap bikes for this season, so I’m using the Honda for the World Cup, but we’ll be using the opportunity to test the Yamaha in parallel in a bid to get it as strong and capable as the Honda, but with a good top speed for Dakar. The next stop for the Yamaha’s testing, and for Abuissa Racing, is Egypt. Sonik has ridden there six or seven times, whereas I have V o l a n t e | M ay 20 1 5 |

not raced there before, so it’s going to be an interesting head-to-head. I’m also targeting Italy, the following leg, as a race that I can win. My Dakar experiences will set me in good stead for Chile and then there is the last race in Morocco, where I suffered a huge crash two years ago that resulted in extensive surgery to my arm and injuries to my hip, ribs and a nasty concussion. Morocco is not a rally I’m going into with full confidence, but I’ll try my best and see what happens. Sonik does have the advantage, though. He’s done Dakar seven times, ridden in seven World Cups and won three of them. When it comes to tough navigation, the guy is pretty unbeatable – he just never makes mistakes. I learn a lot from racing against this guy and, hopefully, over the next few races I’ll learn just enough to beat him to this year’s title.

I I

showed my competitors what am capable of , taking second

place and

S onik

am now tied with

on points , sitting in

joint first place in the overall championship table .

| Fi r s t G e a r | C o l u m n is t |

Harley Earl’s iconic 1959 Chevrolet Impala, laments Fraser Martin, was the last hurrah for truly stylish car design.

The Cognoscente

he last piece of penmanship to come from the desk of Harley Earl was the 1959 Chevrolet Impala. Earl was brilliant: he pioneered full size clay modelling and was the first to develop the idea of a studio for vehicle styling and design. Everything to date had either been built to utility parameters or was in the stratospheric realms of the bespoke coachbuilder. Earl was the first designer to use the idea of a concept car to look into where the future might lead and to use that as a marketing tool. He developed the wraparound windscreen, the pillar-less hardtop body and introduced the use of two- and three-tone paint schemes to differentiate model levels and accentuate shapes. He was, in 1940, promoted to VicePresident at General Motors, the first time anyone from a design background had ever sat in a car manufacturer’s boardroom. Earl’s Chevrolet Impala and spin-off Brookwood Station Wagons, the Biscayne entry level two-doors and the stunning El Camino Pickup together constituted the foundation of a nine body, twelveconfiguration line-up for 1959. There were

four gearboxes and six engines to choose from as well as countless colour combinations and trim packages. Ford and Chrysler could only watch and weep as the Chevrolets filled every possible marketing niche. The Impala was to become the best selling car in the US by 1965. Earl famously stated that it was his mission to design American cars longer and lower and that if he could not do it, he’d make it look like he had. So the ‘59 Impalas had vertical wings which flared outwards instead of upwards ending, once and for all, the rise of the vertical tail fin. The Impala’s one piece butterfly tail-lights, which would only last the one model year (and were said to look like the eyes of a comic-book villain glaring at the traffic behind) started an industry-wide move towards horizontal rear lighting. The second generation Impalas sported a full width grille, double headlamps, wraparound bumpers and chrome eyebrows over both front and rear lights. They were offered with the most comprehensive optional extras list ever seen, from hub-caps and mirrors to air conditioning and six-way electric seats. The fighter jet cockpit style of V o l a n t e | M ay 20 1 5 |

the interior was to be an unwitting warning flag of what was just around the corner. Despite offering a version “that will bring every American citizen within reach of prestige,” the ‘59 Impalas were to be a last hurrah for the excesses of American consumerism. The threat of the Cold War was damping down enthusiasm for overt – some would say brash – displays of prosperity and, as the early sixties dawned and a more staid view was taken, manufacturers echoed that sentiment and designs were toned down. The excitement of jet power, the space race and the other influences that led to the profligacy of the late fifties, was rapidly being replaced by a culture of fear as the supposed threat of Communism strangled the American Dream. Earl retired in 1958, probably not a moment too soon, and his role as Head of Styling at GM was taken over by the much more conservative Bill Mitchell. All too soon, the bean-counters came to rule. In the race for speed and efficiency, we lost the pursuit of style and, sadly, the modernday obsession with wind tunnel-influenced design will probably ensure that we never get it back.

| Fi r s t G e a r | N ew s |

VW fallout

Piëch Parts Ways With VW Group

amid allegations of plotting a coup, and in a very public fallingout with the wolfsburg top brass, talismanic group chairman, ferdinand piëch, has quit the german carmaker.

ollowing a terse and rather unseemly public falling-out with the supervisory board of the Volkswagen Group, Chairman Ferdinand Piëch has resigned, along with his wife, Ursula, who was also high-ranking executive. It comes after the talismanic executive reportedly told German newspaper, Der Spiegel: “I am at a distance to [Martin] Winterkorn,” referring to a difference of opinion over the company’s direction with the Group’s embattled CEO. Following Piëch’s remarks, the six-person executive committee of the Group’s supervisory board convened to hear Piëch put forward his concerns about the overall lack of vision of

the VW Group under Winterkorn, including falling profit margins, its sub-par performance in the US and the failure to come up with a strategy for low-cost vehicles. But the five other members – which included Piëch’s estranged cousin Wolfgang Porsche – instead issued a statement that called Winterkorn the “best possible CEO for VW” and announced an extension to his contract. Things were further exacerbated when a supervisory board member later told the German tabloid Bild am Sonntag “The old man must go.” Later reports suggested that, in a Machiavellian plot line straight out of Game of Thrones, Piëch had V o l a n t e | M ay 20 1 5 |

Ferdinand Piëch (top), has resigned over a spat with Group CEO, Martin Winterkorn (below).

allegedly been secretly lobbying to oust Winterkorn in a bid to install current Porsche CEO, Matthias Müller, at the helm of VW. The news of the plot prompted a second meeting of the supervisory board where Piëch was supposedly given the ultimatum to either fall on his sword or suffer the ignominy of getting voted out of the business he had ruled over with an iron fist for the best part of 20 years. Following the news of Piëch’s departure, Wolfgang Porsche later released a statement in which he thanked Piëch for “decades of extraordinary and highly successful work for the Volkswagen Group.” But the words would have rung a little hollow for Piëch, knowing full well his resignation would have filled his cousin with nothing but joy following Porsche AG’s bungled attempt to takeover the VW Group in 2008 (for which, Reuters reports, Herr Porsche may still face criminal charges). Piëch could still continue to exert his influence, however, thanks to his huge stake in Porsche AG (the Group’s majority shareholder), or he could just choose to put his feet up, enjoy his riches and reflect on a career – albeit a controversial one – that has established the 77-year-old grandson of the legendary Ferdinand Porsche as a Titan of the automotive industry in his own right.

Piëch reportedly put forward his concerns about low profit margins, sub-par performance in the US and the failure to come up with a strategy for low-cost vehicles.

Over the coming weeks taxis will be fitted with the system to assess the efficiency of the technology.

Dubai taxi

Dubai’s Taxis Tell Tailgaters To “Back Off”

n a move that we here at Volante applaud, the Dubai Road and Transport Authority (RTA) has unveiled an innovative new initiative to help reduce road traffic accidents as a result of the dangerous and intimidating practice of tailgating.

The RTA in partnership with Arabian Radio Network (ARN) have created a device called “Back Off Radio,” which will alert drivers when they are too close to the car in front, issuing an audible, vocal warning. Explaining how the system works, Dr Yousif Al Ali, CEO of

RTA’s Public Transport Agency said, “the initiative utilises a device that is built into our taxis. Once the taxi reaches a speed of 60km/h, sensors fitted to the front and rear of the car are activated. If the taxi enters within the safety zone of the vehicle in front, a safety message will be sent to the taxi’s speaker inside the car. “Similarly, if a vehicle approaching a taxi breaches the

safety zone, they will receive a message through their own radio. This safety message will tell the driver to back away from the vehicle in front and to remember to keep a safe distance.” He added that “Back Off Radio” also collects real time information that not only warns against tailgating, but can also detect speeding or tired and aggressive driving, which can then be analysed to assist the RTA in their bid to create a far safer driving environment. Tests will be conducted over the coming weeks, during which time numerous Dubai taxis will be fitted with the device to assess the efficiency of the technology, prior to implementing “Back Off Radio” across the entire fleet. www.rta.ae

maclaren

McLaren 570S Unveiled In New York

t the recent New York Auto Show, McLaren completed its threetier model strategy with the global reveal of its McLaren 570S Coupé – the first model in its Sports Series line up. While the Sports Series sits at the bottom of the company’s tier pyramid, it is an attempt by McLaren to make its cars more accessible to a new audience. Like every McLaren, the performance of the 570S Coupé is paramount, combining a power output of 562bhp with an acceleration of 0 to 62mph in 3.2 seconds and a top seed of 204mph. The Sports Series features an evolution of the

3.8-litre V8 twin turbo engine, named M838TE, with 30 percent of components bespoke to the new model. Power is delivered through a seven-speed SSG transmission, and transferred to the road through the rear wheels. The carbon-fibre MonoCell II chassis has been newly designed with more of a focus on day-to-day usability, offering improved accessibility into and from the cabin. The 80kg tub, coupled with the use of aluminium body panels, contributes to a dry weight of just 1,313kg, which McLaren claims is almost 150kg lighter than its closest competitor. The 570S also reportedly offers excellent fuel efficiency and polar ice cap-saving emissions for a 200mph super car, with a quoted fuel economy of 25.5mpg and CO2 emissions of just 258g/km.

www.cars.mclaren.com 

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Qatar rally win

Home Win For Al-Attiyah

nasser al-attiyah and mathieu baumel retain their crown on their home turf at the sealine cross-country rally in qatar.

news in brief

dominant drive from start to finish has seen Nasser Al-Attiyah and Mathieu Baumel retain their crown on their home turf at the Sealine CrossCountry Rally in Qatar. The Qatar Rally Team duo were able to make a real statement of intent on the first 202km timed special stage. Amid hot and windy conditions Nasser

and Mathieu won the stage to open up a gap of three and a half minutes over their nearest rival. The impressive opening day result was just a preview of the speed Nasser was to show over the next two days of racing as he and co-driver Mathieu set about building an unassailable lead. Another stage win on the second day

Al-Attiyah took a commanding lead early on and never relinquished it.

of the Sealine Rally saw the Qatar Rally Team’s lead standing at over 13 minutes before the pair put themselves out of sight the following day. A third consecutive stage win was secured over a 392km route while temperatures climbed into the high thirties. With impressive pace maintained over the dunes Al-Attiyah and Baumel arrived back with a lead of more than 22 minutes from second placed Saudi driver, Yazeed Al-Rajhi, after three days of racing. A conservative speed, dictated by a trio of punctures picked along the rocky road, was on show during the fourth stage before they finished in style on the fifth and final stage, steering their Mini All4 Racing through a total of 1,750km of rugged terrain before concluding the race with a comfortable winning time of nearly thirty minutes. Their next appointment will be at the Pharaons International CrossCountry Rally in Egypt in mid-May. On the quad bikes, Qatar's Mohamed Abu Issa, suffered bitter disappointment, breaking his rear axle on the fourth day after regaining the lead from Polish rider Rafal Sonik. He incurred a seven-hour time penalty, but Abu Issa went on to win stage five, finishing the race second overall and tied on points with Sonik at the top of the championship table.

Three Design Awards For Ferrari

Exotic Cars Roll Into Doha

BMW i8 Scoops “World Green Car” Award

Three Ferraris have won the prestigious Red Dot Award, widely considered to be the world’s leading product design competition. The FXX-K has been named Red Dot “Best of the Best,” while both the California T and LaFerrari were also singled out by the international jury for Red Dot Awards for their quality and design. The work of the Ferrari Style Centre, headed by Flavio Manzoni, was selected by an international jury made up of respected designers, design professors and specialist journalists from 25 countries.

A new automotive dealer, Exotic Cars, has opened for business in Qatar. Specialising in pre-owned luxury and sports cars, the dealership already has a pretty stellar inventory which currently boasts a Lamborghini Gallardo, a Ferrari 458 Italia, an AMG-Mercedes SLS and a Rolls-Royce Phantom Drophead Coupé. The showroom is also the exclusive dealer for Chinese luxury car maker, Mitsouka, with a Galue convertible and the Morgan-esque Himiko on the books. It is situated at the foot of “Qatar’s Greenest Office Building” which should offset the number of highdisplacement engines on display.

For the second year in succession a BMW i-series car clinched victory at the World Car Awards in the category “World Green Car.” Following the success of the purely electrically driven BMW i3 in 2014, the BMW i8 was awarded the 2015 title at the recent New York International Auto Show. The sports car's combination of plug-in hybrid drive technology and lightweight construction together with its avant-garde design was honoured by the international jury. The BMW i8 was also one of the finalists in the category “World Luxury Car.” 

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Sir Chris Hoy got off to a winning start with Ginetta-Nissan. nissan debut

Sir Chris Hoy Strikes Gold For Nissan

olympic gold medal-winning cyclist-turned-racing-driver got off to a winning start on his le mans series debut.

news in brief

ix-times Olympic gold medal winner, Sir Chris Hoy, and his team-mate Charlie Robertson took a class victory in the opening round of the European Le Mans Series at Silverstone in early April. It was a debut double for the legendary sportsman, being Hoy’s first win in international motorsport and his first win with Nissan. Driving the No. 3 Ginetta-Nissan in the fourhour race, Hoy and Robertson took a brilliant victory, setting the pace on Hoy’s road to the 2016 Le Mans 24 Hours with Nissan. It was

Robertson who took the start in the No. 3 car and he made a great getaway from the back of the grid, setting Hoy up for the drive of his life in the middle stint of the race. Behind the wheel for almost two hours, Hoy says he learnt a great deal about the nuances of racing car driving in endurance competitions. “It’s the longest stint I’ve done in a racing car and I have the new challenge of the GT cars and the P2 cars around me too. Everything was new to me and it was an amazing experience. The car is great to drive, especially when it’s on fresh tyres

and for a novice like me to be able to come and race it, it shows how well the car is built. “It’s a stepping stone towards competing at Le Mans as it bridges the gap from GT3 to the LM P2 car that I want to race at Le Mans,” explained Hoy. “I’m just trying to take in as much information and experience as I can.” Nissan’s Darren Cox offered praise for his new charge, noting “This win for Chris, Charlie and Ginetta-Nissan gives everyone a massive boost.”

Mustang EV Inspires Bloodshed

Peugeot Unleashes HYbrid Hot-Hatch

Classic Jag Series Starts In May

An electric Mustang? Sounds like some kind of sacrilege, surely. Apparently not. The Zombie 222, built by US custom house, Bloodshed Motors is one of many Super Electric Muscle Cars (Super-E) that have rolled out of the company’s garage. The 222 comes from “2 motors, 2 controllers and too fast.” All electric twin 11” motors deliver a massive 800-plus horsepower and a staggering 2,440Nm of torque yielding a 0 to 60 sprint time of just 2.4 seconds. The quarter mile disappears in just 10.7 seconds at 125mph. The price tag for this shocking car is somewhere around $200,000.

Peugeot has unveiled a new version of its award-winning 308 compact family hatchback. Badged the Peugeot 308 R HYbrid, it has been developed by Peugeot Sport, the brand’s in-house engineering and racing division that created the critically-acclaimed RCZ R. The all-wheel drive 308 R HYbrid’s four-cylinder 1.6-litre THP 270 S&S petrol engine and two electric motors can reach a total output of 500hp with a maximum torque of 730Nm, delivering a top speed of 155mph through the 6-speed gearbox and a 0 to 62mph sprint time of just four seconds.

The Jaguar Heritage Challenge 2015 is set to kick off this month at the Donington Historic Festival in the UK. The series will run until August in conjunction with the Historic Sports Car Club (HSCC) and the first race will feature a full field of 34 Jaguars including a 1957 MK I saloon driven by 1988 Le Mans winner, Andy Wallace. The series is open to all Jaguars manufactured before 1966 including the XK-series, Cand D-types, MK I and MK II saloon cars and E-types. Entrants and drivers can visit www.hscc.org.uk/jaguar-heritagechallenge to sign up. 

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| Fi r s t G e a r | N ew s |

mini vision

Mini’s Vision For The Future mini unveils “augmented vision” driving goggles at the recent auto shanghai motor show in china.

inally fulfilling every Baby Boomer’s dream, Mini’s big reveal at the Auto Shanghai Motor Show was a pair of X-Ray specs. Well. Not quite. The conceptual “Augmented Vision” goggles are a conceptual insight into how the company’s cars might interact with their drivers’ in the future. Basically, the goggles use augmented reality, developed in conjunction with several Qualcomm companies, that is designed to display relevant information in the driver’s direct field of vision without concealing other road users, which Mini says will serve to increase safety and comfort while driving. Among the touted features of the interestingly-styled eyewear (which look like a cross between goggles worn by a WWII Spitfire pilot and Bono’s sunglasses) are things like displaying the car’s speed and the location’s speed limit, navigational information, phone messaging and improved visual input during parking. However, by far and away our favourite

feature is the X-Ray View that provides a virtual view through the physical mass of the vehicle (such as A-pillars and doors) to display external areas or objects that may be concealed from the driver’s view – like a bollard, a stray puppy or errant toddler. Even cyclists that may be loitering in the driver’s blind spot. While this concept is packed with novelty value and the necessary motor show gimmickyness required to generate headlines, and while we openly admit that X-Ray vision would be quite cool, we here at Volante do have to question the overall point. With more and more cars, at every end of V o l a n t e | M ay 20 1 5 |

the automotive scale, offering traditional headsup displays as standard, or at the very least, an optional extra, Mini Augmented Vision seems already redundant before it has even become a reality. We can, however, see a potential application in motor sport. Imagine being able to utilise the technology if you’re a driver piloting a Mini ALL4 Racing car.

| Fi r s t G e a r | Ge a r |

the best bits of kit for car and driver BMW Cruise M Bike

ummer is coming and there’s a bit of an outdoorsy theme to this issue’s Gear and it starts with this awesome looking bike from BMW. It also carries the company’s revered “M” badge. Normally associated with brutally epic automotive performance, in this case it signifies a much more capable cycle than your standard beach bike. It weighs in at just under 15kg and sports a hydroformed aluminium frame, with SR Suntour XCR RL-R forks, Shimano disc brakes, Shimano Deore 30-speed gear system, Rodi rims, 26-inch Continental CruiseContact tires with enclosed front and back reflectors, a Selle Royal saddle, Velo handlebar grips and a carbon-fibre seatpost and spacer. www.shop.bmw.com

Chester Jefferies Driving Gloves

TomTom Go Mobile App

eed help planning those summer road trips? Android device users can avail themselves of this handy new app from sat-nav specialist TomTom. The app is a fully functional navigation tool offering not only directions, but real-time traffic information, offline maps and speed camera warnings. The app is the ideal travel companion for summer. It works in 111 countries and is available from 64 Google Play stores. www.tomtom.com

eing attired correctly when driving is imperative, especially if you’re at the helm of a classic. That’s why you should turn to Chester Jeffries for the perfect pair of driving gloves. All gloves are made to order, in a myriad colour options and have names like “The Thruxton,” “The Morgan,” and “The Triumph.” Pictured here is “The Chauffeur,” the top of the company’s range, hand-made from the finest materials over a period of up to 12-weeks and entirely customisable, even down to having “touchscreen-friendly” fingertips. With the searing summer temperatures here in the GCC turning every surface of your car into a burn hazard, they’ll come in quite handy for operating scalding hot steering wheels. www.chesterjefferies.co.uk

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Shark Explore-R Helmet

f you’re planning any quad bike, dune-bashing or motorcycle adventures this summer, be sure to protect your noggin properly with the new range of Explore-R motorcycle helmets from Shark. Each lid is made from the company’s carbon skin technology, which combines carbon and aramid fibres to create its structure. The visor offers full-screen panoramic vision and has an Autoseal System that secures it when closed, giving better ventilation and fit. The interior of the helmet is made using a special bamboo treatment that is hypoallergenic, antibacterial and offers good perspiration absorption, while the lining also has an “easy fit” option for riders who wear glasses. www.shark-helmets.com

Tool Pen Mini

ade from solid aluminium, the Tool Pen Mini from Taiwanese company, Mininch is an elegant yet powerful multi-tool offering around 21 types of precision instrument that can be used to fix your laptop, glasses, watch and a multitude of other everyday things. Featuring a clever “Pop-A-Point” design, it’s easy to find the “bit” you need by simply removing the tip and pushing it through the top of the “pen,” cycling through all the bits stacked inside the barrel – which is perforated by small windows indicating which bit is next in line. It weighs just 46g, making it utterly portable as well as highly functional in any situation. www.mininch.com

Trefecta DRT Electric Dirt Bike

U BIker's essential item

nlike those annoyingly loud “wasp-in-a-bottle” scramblers that seem to plague quiet neighbourhoods as the summer days stretch out, this rather serious looking piece of kit from Trefecta doesn't make any noise at all. What it does do is about 40mph thanks to its fully-electric 4kW engine and a 60-volt battery pack. It’ll take you a good 60 miles before you run out of juice, but fear not, it’s a hybrid, so you can provide some pedal power yourself, which not only helps charge the battery but allows you to get back home. It also has a brake-energy recuperation system to help keep the power topped up as you go. Other features include a 14-speed electrically shifting gearbox, a lightweight, foldable aluminium frame, fly-by-wire controls, an integrated handlebar display, Hop disc brakes, 26" carbon-fibre wheels with Schwalbe off-road tyres and iPhone integration. www.trefectamobility.com

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

1. monaco grand prix

4 5 2

When: May 21 - 24 Where: Monte Carlo It is possibly the most glamorous race on the F1 calendar taking place in a millionaireâ&#x20AC;&#x2122;s playground where celebrityhosted yacht parties rage from dusk â&#x20AC;&#x2DC;til dawn. Itâ&#x20AC;&#x2122;s also one of the toughest races on the ticket; a combination of precision driving, technical excellence and sheer bravery is required to win in Monte Carlo. The race has been a regular fixture of the world championship since 1955 and in that time the circuit has changed very little. To win in Monaco places a driver among history's all-time greats.

www.formula1.com

2. goldrush rally

When: June 5 - 13 Where: San Diego In the past six years the coastto-coast goldRush Rally has established itself as one of the premiere automotive lifestyle events, attracting prominent supercars and their owners from custom Bugatti Veyrons, to specially decked-out Lamborghinis. This year, the seventh iteration will drive from San Diego to Miami, with stops in Las Vegas, Sedona, Santa Fe, Austin, New Orleans and Jacksonville over eight days of breathtaking routes, five star accommodation and VIP entertainment. There are only a few places left, so you had better hurry up and register.

www.goldrushrally.com

alendar 26

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3. the 24 hours of le mans When: June 13 - 14 Where: Le Mans Arguably the most iconic and prestigious endurance race in the world, the 24 Hours of Le Mans turns 83 this year.Spectators visit in their droves, as do competitors. The grid is made up by the

competition departments of road car manufacturers, professional motor racing teams and amateur teams made up of privateers and gentlemen drivers. The spirit of competition is always high and it’s a special badge of honour for both car and driver just to complete the race, let alone win.

www.24h-lemans.com

4. festival of speed

When: June 25 - 28 Where: Goodwood The Goodwood Festival of Speed was founded in 1993 by Lord March in order to bring motor racing back to the Goodwood estate, a location steeped in British motor racing history. Comprising a number of events - a hill climb, a soapbox challenge, a supercar run and a moving motor show, among others the festival is a must-visit for car lovers and their families.

www.goodwood.com

5. rm sotheby’s motor city auction When: July 25 Where: Detroit A longstanding summer tradition, RM Sotheby’s annual Motor City sale has carved itself a reputation over the past 20 years as one of the leading events honouring the American automobile and celebrating Detroit’s rich automotive history. The sale is the official auction of the Concours d’Elegance of America at St John’s, and is once again set to lift the gavel on an exceptional roster of important American classics, sports and muscle cars, joined by a selection of rare and iconic European sports car examples.

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 next road trip.

www.rmauctions.com V o l a n t e | M ay 20 1 5 |

the garage

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first drive

It’s Better In The

‘Bach sometimes, rather than be a gentleman driver, it’s better to be a gentleman passenger, as

Kevin Hackett finds out in the S600.

mercedes-maybach

Words: Kevin Hackett PICTURES: Mercedes-Maybach

t’s difficult to imagine, as I experience the new Mercedes-Maybach S-Class on the beautiful rural roads of Santa Barbara in California, anyone living here buying one. Santa Barbara is the embodiment of quiet, discreet money, where everything looks like it could have been designed by a 1960s Hanna Barbera cartoonist. It’s sleepy, with affluent agricultural communities nestling alongside the homes of the great and the good. It’s a place where people take up flying lessons just for something to do on the weekends; a place where practically every home has its own swimming pool and the American dream is writ large in the minds of all who live here or visit from afar. But the Maybach, as luxurious as it is, and for all the many parallels you’re able to draw between car and place, just doesn’t fit in. Reach Los Angeles after a 90-minute drive south on the world famous Pacific Coast Highway, however, and it would be an entirely different story. Beverly Hills, the sprawling backstreets and lots of Hollywood, the relatively compact downtown area, the palm tree-lined broad boulevards and the enclaves of Santa Monica are this heavyweight’s natural stomping ground and you can safely assume that, soon enough, LA, London, Doha and other bustling cities will be hosting plentiful collections of the most exclusive and opulent S-Class there ever was. Maybach built its first car in 1919 and quickly carved out a niche for lavish vehicles that are now highly prized by collectors. Mercedes-Benz bought the company in 1960, using the name whenever an ultra-luxurious, practically hand built model was produced. Then in 2002, Mercedes launched two standalone Maybach models to compete with Rolls-Royce and Bentley (both of which it had the chance to buy in the 1990s but missed out on) but there was no disguising the cars’ inherent weaknesses, based as they were on old S-Class platform technology. Sales tanked and over the ensuing decade only 3,000 were sold worldwide. 

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| T he G a ra ge | M e rc e de s -M ayba c h S 60 0 |

Mercedes built its last Maybach in December 2012 but the name would not die and, in November 2014, the company announced the imminent arrival of a new S-Class “sub-brand” – the new Mercedes-Maybach S-Class – although “sub” doesn’t do this car any justice, as it’s superior in just about every respect. Its maker has been doing some serious homework – entirely necessary when resurrecting the name of a brand that previously failed and one that will be squarely aimed at what Mercedes calls the world’s “ultra-rich”. According to those in the know, in 2014 the number of people that had between them $30 trillion in cash reserves and assets stood at 211,275. Within the next five years that figure is expected to change to 250,000 people sharing some $40 trillion. That’s an average wealth of $160 billion for each of those individuals and, to put this into some perspective, Mercedes-Benz - as an entire global company - is worth “just” $34.3 billion. Yet despite planning to supply Maybach S-Classes to unimaginably wealthy customers, the pricing of its new flagship isn’t as outrageous as you might imagine because you can buy the V8-engined S500 for, frankly, a bargain at $167,000, while the S600 model starts at $190,275. The company is making no secret of the fact that it’s gunning for Bentley and Rolls-Royce clientele and the product is a worthy adversary for the Flying Spur, as well as the extended wheelbase Ghost, respectively. But can a company whose three-pointed star mascot is attached to articulated lorries and a burgeoning fleet of 1970s Beirut taxis that refuse to die, ever have the cachet required to sway those about to spend with the two aforementioned British institutions? Even on the briefest of first acquaintances I’m inclined to say yes, particularly considering the inestimable brand loyalty that Mercedes enjoys around the world. Sure, it’s had its ups and downs quality wise (as have the others) but the past few years has seen it improve everything from engineering to styling. Take a long, lingering look at the devastatingly handsome S-Class Coupé and you’ll see what I mean – this is no car for retired dentists with a penchant for lemon coloured sweaters, rather it’s a beast of a machine that appeals to those with an appreciation for aesthetic beauty and, depending on what engine is under its bonnet, quite brutal performance. Mercedes isn’t saying how many Maybachs it hopes to sell each year but it’s expecting only five percent of global sales to take place in the Gulf (half what it expects to be taken up by the whole of the USA). Sixteen percent is expected to be Russia’s portion, but it’s Asia and the Pacific Rim countries that will make up the lion’s share with 60 percent, the vast majority going to China. And this makes perfect sense, because the wealthy Chinese normally have no interest whatsoever in driving themselves. They prefer to take the back seat while someone else deals with the stresses of the road and who can blame them? It’s an experience I get to enjoy myself, chauffeur driven from the main launch venue back to my hotel in Santa Barbara. How is it? I can’t really tell you because I fall fast asleep for the majority of the 90 minutes it takes to complete the journey (it’s the jetlag, honest) and that’s as good a recommendation as any, because I cannot remember the last time I felt comfortable or relaxed enough in a car’s rear quarters to nod off. Before I slip into deep slumber, however, I manage to prod and press as many buttons as possible, all in the name of research. And I discover some incredibly useful functionality that would otherwise have escaped my attention. Technology that’s been harnessed and utilised to actively improve the journeys of those fortunate enough to be here. On the rear of each front seat is a large, high definition television screen, much like you’d find in Qatar Airways’ swankiest business class cabins. These are used as infotainment displays that allow complete functionality, with such things as multi-option massage programmes and live traffic updates just a

"I fall fast asleep for the majority

of the 90 minutes it takes to complete the journey and that’s as good a recommendation as any, because I cannot remember the last time I felt comfortable enough in a car’s rear quarters to nod off."

High definition TV screens, full massage programmes for the reclining seats, a bottle chiller, glasses and a thermal pad to keep your drinks cool (or hot) are just a few of the functions at your fingertips in the back of the S600.

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touch away, all controlled via the smart phone that’s nestling in one of the centre consoles. And when I say “live traffic updates” I’m talking full visual information with traffic camera footage from your chosen route fed directly to your retinas. Like the systems aboard passenger jets, the information constantly cycles, showing weather systems (current and predicted) and a host of other information that’s actually useful for the executives who’ll be using these things. Open up the leather covered upper centre console between the rear seats and you’ll discover a fridge complete with bottle rack. Once you’ve opened a lengthy veneered timber cover, you’ll find special recesses to house your chosen type of glass, with a thermal pad beneath one of them to keep hot drinks hot and cold drinks cold. Opening yet another cubby box reveals two foldaway tables – one for each passenger – like you’d find within the armrest of a passenger jet, only these ones are sturdy enough to write cheques and sign contracts on. I wonder out loud if there’s anything that hasn’t been catered for in the back of the new Maybach but no; everything you could 

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"There is still a V12 engine up front with two

turbochargers helping it punch out 530hp... After all, one never knows when one might need to escape the unwanted attentions of others."

possibly need or desire is right here at your fingertips. How does it drive? That’s an irrelevance for most potential owners but if you’re interested how Jeeves will find life behind its leather and wood steering wheel, I did get to spend an hour or so up front earlier on. As my driving partner was sprawled out behind the front passenger seat (it conveniently folds itself up like it’s assuming the brace position, so as to facilitate maximum legroom), luxuriating on his almost flat rear armchair, I took the tiller and I can confirm that it’s a much heavier, more demanding steer than the S-Class it’s based upon. But it suits its character, with a regal, imperious air that encourages a smoother, more relaxed driving manner. Lest we forget, there is still a V12 engine up front with two turbochargers helping it punch out 530hp so, when you need it to, the S600 will still leap like a cat that’s just been trodden on. One never knows when one might need to escape the unwanted attentions of others, after all. But this car isn’t about the drive. It’s about providing its rear occupants with the ultimate experience and this it does with consummate ease. It’s actually the quietest production car in the world and refinement courses through its veins. And despite my initial reservations that it would be little more than an extended wheelbase S-Class with another 200mm added to its

To drive, the S600 is much heavier and more demanding than the Mercedes S-Class it's based upon.

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At A Glance

MercedesMaybach S600 Engine: 6.0-litre, twin-turbo V12 Power/torque: 530hp @ 4,900 rpm/830Nm @ 1,900 rpm Transmission: 7-speed automatic Brakes: Front 380mm vented discs, rear 355mm vented discs Suspension: Front coil springs, rear multi-link, active hydraulic Weight: 2,335kg Performance: Top speed 155mph (electronically governed); 0-62 mph 5.0 seconds Price: $190,275

already stupendous length, the Maybach model is so much more. It’s an impressive return to form and represents the very finest that Germany has to offer. You want it and the Maybach could well have it – it’s a landmark vehicle in every respect and I wouldn’t be at all surprised if the GCC proves to be an even bigger market for it than Mercedes-Benz has predicted. As a way of travelling across the Middle East I can think of few cars more appropriate, so cancel that LearJet order – you don’t need it. You’ll want to take the Maybach S-Class instead – it’s a majestic automobile in the very finest tradition.

Time For

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| T he G a ra ge | Fe r ra r i C a l ifo r n ia T |

first drive

last year, ferrari rolled out a turbo-charged

V8 for the first time in more than two decades. Volante headed to italy to put it to the test. Words: James McCarthy pictures: Lorenzo MarcinnĂ˛

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| T he G a ra ge | Fe r ra r i C a l ifo r n ia T |

ith the unveiling of Ferrari's new 488GTB at Geneva, it seems that the company’s promise to abandon production of its continent-crushing naturally-aspirated eightcylinder engines in favour of more polar bearfriendly forced induction is set to hold fast. With that being the case, it was decided that Volante should head to Italy to see if Maranello’s modern blowers are up to the task of their forebears. That meant getting hold of the keys to the California T, the latest iteration of the company’s 2+2 GT and the first turbo-charged V8 to leave the Ferrari stable since 1987’s legendary square-spoilered F40. As one would expect from any contemporary Ferrari, there is a plethora of clever new tech under the skin of the California T, quite a bit of it to do with ride comfort and driving dynamics, as well as ensuring that the all-new engine delivers all of the naturally-aspirated performance, but with a twinturbo-charged economy. And economical it certainly is, boasting a 15 percent better fuel consumption than its predecessor, despite punching out an extra 70 horsepower and 49 percent more torque in seventh gear. Emissions have also been cut to 250g/km, the equivalent of a 20 percent reduction in the car’s CO2/horsepower ratio compared to the outgoing California, thus increasing its range, and, as such, the fun you can have in it between fuel stops. However, we’re not reviewing a Honda Civic for a cost-conscious family, here. It’s still a Ferrari, with all that it entails. There is nothing in the way this car looks, sounds or drives that suggests it has a proclivity for hugging trees, certainly not when you put your foot into the carpet. Don’t get me wrong, this is not a dangly-bits-to-the-wall racer, like the company’s 458 Speciale, it’s very much a Grand Tourer. In fact, when you crunch the numbers, it’s a real crowd pleaser. When the last of the previous California model rolled off the production line in May last year, Ferrari had shipped 10,000 cars - the most of any model in its history. More importantly for Ferrari, it claims that more than 70 percent of California

owners are first-time Ferrari buyers that drive their cars 30 percent more, on an annual basis, than owners of other Ferrari models. They take the car on 50 percent more trips, and 65 percent of those are with a passenger. Given these figures, it’s no surprise why the rationale behind returning to a turbo-charged V8 for the first time in 27 years is rooted in meeting government mandates to reduce CO2 emissions, as well as to tap into an ever-increasing environmental consciousness among elite buyers. I mean, and let’s be honest now, who’d prefer to see Cameron Diaz driving this than a Prius? I thought so... I doubt that the aesthetic marriage of Cameron and the Prancing Horse was even a consideration when Ferrari decided to spend four years developing the all-new 3.8-litre V8 forced induction engine, as much ensuring that it does a sterling job of eliminating the less desirable characteristics of a turbo, while still bringing to the party everything Ferrari buyers expect (such as an apocalyptic soundtrack, instant throttle response and progressive acceleration). It will have its detractors, of course, but the fact remains: the California T is an absolute triumph. Perhaps that’s what the “T” should stand for. Not only is it quite beautiful to look at (thanks, again, to Pininfarina), the driveability of this car is second to none in its class. Navigating the small villages on our Tuscan route in automatic is effortless, except for wrong turns and the stressful moment where we nearly become a rather anachronistic feature of a medieval castle courtesy of the frustrating third-party navigation system. But, when the roads open up, and the sat-nav takes a back seat, that’s when the Cali-T comes into its own. Ploughing the car into the sweeping corners and threading it along the twisting roads, the first thing I notice is the crispness of the steering, thanks to the short turning distance of the steering wheel lock-to-lock. Offering a greater sense of control, when driving and cornering at speed, the California T displays a thrilling adroitness and stellar road-holding. Also, the lack of column stalks, thanks to the adoption of the steering wheel-mounted controls, coupled with the paddles being set closer to, and flush with, the wheel, adds a greater sense of precision, especially when quickly changing gear.

“Upon hard braking and downshifting, you get the hiss of the waste gates mixed in with the usual pops and burbles from the exhaust. It rounds out the choir quite nicely, like a good top tenor.” At least, that was after I had deduced where everything was and how it worked - for at least two miles, I had the windscreen wipers pulsing at varying speeds, long after we had beaten a spattering of afternoon rain. Once I had it mapped out, though, I felt far more immersed in the driving; being able to control everything with my fingertips while my hands remain firmly on the wheel. My eyes just follow the swooping bonnet as it devours the flowing ribbon of tarmac ahead, while I revel in the joy of the moment. The incredibly responsive steering is combined with a seamless sevenspeed F1 dual-clutch transmission, which delivers much longer ratios and, in turn, much faster acceleration. It’s the base recipe for an exhilarating drive. In concert with Ferrari’s clever new Variable Boost Management system, a new control system integrated with the ECu which adjusts torque delivery to suit both the revs and gear engaged, it means that even at the top of seventh, when you plant your foot, the Cali-T can still bolt quicker than the bathroom door of a Satwa curry house. It meant that I didn’t have to worry too much about 

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At A Glance

Ferrari California T Engine: 3.8-litre 90-degree V8 direct injection Power: 552hp @ 7,500rpm / 755Nm @ 4,750 rpm Transmission: 7-speed F1 dual-clutch Weight: 1,625kg Performance: Top speed 196mph; 0-62mph in 3.6 seconds Price: $198,190

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| T he G a ra ge | Fe r ra r i C a l ifo r n ia T |

the many drivers, in lesser cars, that felt like taking on the Ferrari, though top marks for effort to the old lady that tried in her Fiat Punto. Fortunately for my reputation, and that of the Ferrari, she is dispatched with ease, disappearing into the rearview at a steady 140mph thanks to the Fezza's epic throttle response. With absolutely no hint of turbo lag (that oft-gaping abyss of time between pressing the loud pedal and the boost from the turbo kicking in), the California T feels as much like a naturally-aspirated V8 as is technically possible, allaying the mumbled concerns of many of the assembled Middle Eastern press corps at the previous evening’s lengthy technical briefing. Audibly, upon hard braking and downshifting, you get the hiss of the waste gates mixed in with the usual pops and burbles from the exhaust, but I personally think that rounds out the choir quite nicely, like a good top tenor. Upon acceleration, there is that familiar, surging growl. The boffins at Maranello clearly put as much engineering effort into the visceral audio track of the new block as they did for the performance of it and for that, I have the greatest admiration. So much so, that I take immense pleasure in speeding through the short straights, braking hard into the corners and then powering through to the next bend in the road, just to enjoy it over and over again. In terms of performance, the layman, and even the well-educated enthusiast, would be hard-pressed to tell it was a turbo-charged V8 if they didn’t already know that’s what the “T” actually signifies - and if Ferrari hadn’t mounted a “Turbo Performance Engineer” in the centre of the dash. It’s a touch-sensitive digital display to show turbo pressure, turbo efficiency or turbo response. While ultimately, I found it a little bit gimmicky, it did give me a strange sense of achievement to see the efficiency top 100 percent with an hour to spare before I had to hand the car back. The display also shows the time and the outside temperature, though I’d suggest the best way to work that out is to just drop the roof. It takes a mere 14 seconds to retract completely and, because the California T has a forward mounted engine, it still leaves plenty of room for a bespoke leather Ferrari luggage set in the boot. Unfortunately, your golf clubs will probably have to go on the back seats, though I use the word “seats” very loosely. I think even Peter Dinklage and Warwick Davies would struggle with leg room on a long journey. In the front, however, there is space aplenty and you could easily gobble up the miles without feeling that you’ve done so in a supercar. It’s an incredibly comfy ride. That said, a couple of times on the outward route to lunch, under heavy acceleration, the car felt a bit skittish; wobbling at the back like the dancers in an R&B music video. I wasn’t the only one to get the full twerking masterclass, either, but at the lunch stop, and after a conversation with the Ferrari guys, the problem

was solved by using the rather ingenious “magnetorheological damping system.” Controlled via a button on the steering wheel, it allows the driver to alter the level of ride comfort regardless of the “mode” to which the manettino position is set. On slightly uneven road surfaces, at speed, in “sport” mode it pretty much eliminated the problem, enabling me to once again drive with a swagger and heroism that only the California T allows with minimum effort or skill on the part of the driver. And that, I believe, is the greatest appeal of this car. Yes, the 458-series cars are exciting and fun, while the big V12s offer a powerfully different, yet equally invigorating driving experience. The 488GTB will no doubt be just as epic. However, they are fundamentally race cars for the road, while the California T is a road car with a racing pedigree. In most cases, few people are going to utilise the car’s full 560 Prancing Horses on the way to the golf course, equally they are unlikely to hit its 316km/h top speed heading back from Spinney’s. However, they still want the Ferrari experience; that tingle up the spine when the engine growls to life at a push of the big red button or the sprightly handling on the

“In terms of performance, the layman, and even the well-educated enthusiast, would be hard-pressed to tell it was a turbo-charged V8 if they didn’t already know.”

weekend drive to Hatta. It’s a car to use on the daily commute to work, but one that is capable, in 3.6 seconds, of hitting 62mph from a standing start. A Ferrari that, with Launch Control, can be away from the lights before the guy in the Land Cruiser behind even touches his steering wheel, let alone gets to sound his horn. It’s a perfect all-rounder, it has the looks, performance and technology, but without the harsh ride and hooliganism of some of its less-refined, but equally capable, stablemates. It’s conservative around town, but by golly, when you find that road... So, if you’re in the market for a supercar that will make you smile so much your face will hurt, but with a modicum of grown-up, every day practicality to justify spending the best part of $200,000 to your better half, then you’re in luck. That’s the California to a T.

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| T he Ga ra ge | M e rc e de s A M G GT S |

light Fantastic FIRSt Drive

The gullwings may be gone, as is the massive naturally-aspirated V8, but that doesn’t mean that the all-new AMG GT S is any less capable than its shouty big brother, as Carlin Gerbich discovers.

Words: Carlin Gerbich pictures: Mercedes-AMG

alifornia’s drought is no joke. Escape the confines of the city and the full effect of the four year absence of any meaningful and prolonged precipitation is difficult to ignore. Brief spells of light drizzle has kept the state teetering on the brink of emergency for nearly half a decade, with every little sprinkle of rain bringing with it the hope that the next downpour will be the one that finally drenches parched communities and transforms barren hillsides into lush green pasture again. The weather forecast is on everyone’s mind, and today’s heavy, leaden skies seem laced with thick sodden clouds that promise to dump their contents across the state, replenishing dams and lakes and bringing the much-needed relief Californians have been hoping for. V o l a n t e | M ay 20 1 5 |

It’s no wonder most pedestrians have their eyes skyward as we rumble through the outskirts of Santa Cruz - seemingly hoping that the purr of the twin-turbo charged 4.0-litre V8 is the deep roll of distant thunder. The Mercedes-AMG GT S is a deeply impressive car. We’ve gathered that much in the two hours its taken to reach here from San Francisco, and while the state police are not to be trifled with, the odd stab at the throttle has been enough to understand that it is a potent sports car, and one of the most exciting alternatives to the Porsche 911 around. Any new sports car launch is, inevitably, compared to the Neunelf - and over the past two years, no fewer than five new cars have been pitched against it. It’s understandable given that the 911 has forged its reputation on the 

| T he G a ra ge | M e rc e de s A M G GT S |

road and racetrack for the past 52 years with an uninterrupted production run spanning six major evolutions - but nothing has come close to matching the car’s layout, dynamics and continued success. The team at Stuttgart must roll their eyes skyward every time a new car claims to threaten to upset the 911’s standing as the go-to choice for the sports car faithful. That said, they must be taking the latest threat from Mercedes-AMG seriously. The AMG GT S is the second car the company has developed entirely in-house, and while it is not designed to rival the 911 in terms of layout, it already has a motorsport pedigree dialled into its DNA thanks to AMG’s heritage and its SLS-derived underpinnings. Comparisons with the 911 are inevitable, though the two share nothing in common aside from the two-seat coupé format and German origins. It helps, too, that the company is headed by Tobias Moers, a man who clearly has the best interests of the driver at heart. Moers, not yet 50, started with AMG in 1994 and assumed responsibility for complete automobile development in 2002. One of his first jobs since becoming a member of the board of MercedesMercedes-AMG has spent a lot of hours and a lot of money dialling the very best out of every system, component and part they’ve used in the GT S

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AMG GmbH in 2011 was to launch the development of the GT S. It’s a big move for a company that, traditionally, takes a production car and applies its magic. The path to glory is littered with those who tried and failed to launch a viable performance sports car that both captured the hearts of driving enthusiasts and made financial sense. Moers is refreshingly frank. “Why did we do it? If you want to be taken seriously as a sports car brand, you have to come up with your own vehicle,

“While the state police

are not to be trifled with, the odd stab at the throttle has been enough to understand that this is a potent sports car.”

your own car. The Mercedes AMG GT is a pure sports car, it will attract an entirely new segment for us, and no doubt in doing so we will have to deal with top class competitors. We see that in the spirit of sportsmanship which is precisely why we want to enter the segment. Where could we better prove the capacities and capabilities of the car?” The development team knew fairly early on in the process that the large displacement V8 (internally known as the M159) used in the outgoing SLS would have to be replaced. It must have been a tough call for the team: the M159 was an updated version of the M156 - an engine used in almost every 63 AMG model made since 2006, and an engine which was entirely designed by AMG themselves. The M159 was introduced in 2010 and ultimately made 630 horsepower and a staggering 635Nm torque - all without the aid of a pair of turbos or a supercharger. The heart transplant required a new line of thought. A V8 was essential, and so too was big power - but balancing that with acceptable fuel consumption and low exhaust gas emissions meant AMG’s thinking quickly channelled towards turbo power. The new 4.0-litre engine was also entirely developed by AMG, and shares more in common with the 2.0-litre turbo unit found in the A 45 AMG, CLA 45 AMG and GLA 45 AMG than the SLS. The cylinder bore and stroke ratio is the same. It’s a compact engine design, helped by the fact that AMG mounts the twin-turbos inside the V (it calls this a hot inside V) where you’d normally expect the air intake system to be. AMG says that mounting the turbos inside the V saves space, gives the engine and turbos a better response time, and cuts emissions. The engine is also dry sumped, which replaces the traditional oil pan with a pressure feed system that circulates nine litres of oil through the engine at a rate of 250 litres per minute, even during highspeed corners where lateral forces conspire against efficient oil distribution. Junking the oilpan means the engine can be mounted lower and further back in the chassis, which helps reduce the car’s centre of gravity, weight over the front axle, and handling. Engine power is fed to the rear axle mounted dual clutch transmission via a torque tube that contains a carbon-fibre propshaft. In terms of layout, the AMG GT S is nothing at all like the 911 which hangs its engine over the rear axle and feeds a forward mounted transaxle transmission. In fact, Aston Martin Vantage aside, the closest match to this twin-turbo V8 engine-transmission format is the Ferrari California T. The Jaguar F-type coupé’s V8 feeds a traditional rear axle, and

At A Glance

Mercedes-AMG GT S Engine: 3,982cc 90-degree V8 w/twin turbo chargers Power/Torque: 510 hp @ 6,250 rpm/ 650 Nm @ 1,750 rpm Transmission: 7-speed dual clutch auto with manual mode Weight: 1,570kg Performance: Top speed: 192mph / 0-62mph: 3.8 seconds Price: $155,000

the R8, Huracán and McLaren 570S share a similar mid-engined, rear transaxle arrangement. The car’s weight was also key - both the kerb weight, and the distribution of it between the axles. Around 93 percent of the spaceframe chassis and body shell is made from aluminium - but there are two notable exceptions. One is the front crossmember, upon which most of the front end hangs: that’s a magnesium alloy, and the rear hatch, which is steel. AMG says that a panel of equivalent strength in aluminium would have weighed even more, but the view out the rear window would have been like peering through a mail slot. Aerials for radio, phone and navigation reception are clearly hidden within the boot lid and rear window. V o l a n t e | M ay 20 1 5 |

Weight saving is everywhere: from the motorsport-inspired double wishbone suspension, steering knuckles and hub carriers - all made from forged aluminium, to the lightweight alloy wheels. I could bang on about this stuff, but it’s simply easier to say that Mercedes-AMG has spent a lot of hours and a lot of money dialling the very best out of every system, component and part they’ve used in the GT S. That has been apparent on the road drive. The cockpit is one of the best I’ve ever sat in; the seats are superb and the control layout takes the best of the SLS and ramps it up several notches. There’s space for the everyday detritus that accompanies the upwardly mobile exec, including a decent sized spot for your phone that is lined with a grippy 

| T he G a ra ge | M e rc e de s A M G GT S |

“The AMG GT S is a tremendous alternative to the 911 - which is difficult for a Porsche fan to really admit.”

material that won’t launch your device into the passenger footwell every time you stand on the carbon ceramic brakes. We’ve now arrived at Laguna Seca to test the car’s performance on track where former DTM star and vastly talented race winner Bernd Schneider is our guide. He doesn’t say much but answers every question I have about lines around the track. As a former race winner here, there’s not much he doesn’t know about being quick around Laguna Seca. To help give the AMG GT S its stability on track and on road comfort, engineers have installed dynamic engine and chassis mounts. AMG says this is even more important on a transaxle design. Soft mounts are best for isolating noise and vibrations on the road, but track driving requires a stiffer set up, and active mounts are the answer. They work in a similar way to active dampers by firing an electrical signal through a fluid containing iron filings, changing the viscosity of the fluid. In full track mode, AMG says the mounts in the GT

S are pretty similar to a traditional race set up. Sticking to Schneider’s tail isn’t easy. The track is still damp from a recent rain shower, and even in follow-me mode, Schneider is rapid. The first few laps are sighters, but lap three is a hot one as he digs out of turn 11 and fires his green tiger-stripe liveried lead car along Lagnua Seca’s notorious pit straight. By the time we hit the start-finish hump - a blind crest and kink left that demands you keep the throttle pinned to the firewall - the GT S speedo V o l a n t e | M ay 20 1 5 |

reads 120mph. The car goes light for a second as the rear end gets a little twitchy - but there’s no sign of braking from Schneider just yet. It’s scary stuff, made even more nerve-wracking given the damp conditions. Finally, he stands on the brakes. The rear lights flash as the car settles in to the double apex Andretti Hairpin and, well, the rest is all a blur. Even after seven five lap sessions, the track remains a tough one to get right, and rates as one of the most challenging pieces of tarmac on the planet. The AMG GT S is a tremendous alternative to the 911 - which is difficult for a Porsche fan to really admit. I doubt that Porsche is terribly bothered by the prospect of the gathering storm of another rival appearing on the horizon, but for those who’ve had their 911-fix and need something a little different, the AMG GT S is a winner. Perhaps it’s better to think of the AMG GT S as a better priced alternative to the California T. And yes, there’s a roadster version coming.

TheoĂ?ore Bruce

MOTORCLASSICA AUCTION

24th October 2015, Melbourne Australia 4

2 LD

1954 Bentley R-Type Continental Fastback BC30D

2 LD

1968 Lamborghini Miura P400

2 LD

1958 Alfa Romeo Giulietta Spider Veloce

2 LD

1956 Porsche 356 Speedster

cars@theodorebruceauctions.com.au +61 2 8212 4100

www.theodorebruce.com.au

Words: Kevin Hackett Pictures: WSF Creative

he glorious motorcar you are looking at on these pages is a Bugatti. A 1926, Type 35 Bugatti. Hewn from components formed from raw materials produced in one factory foundry by master craftsmen dedicated to the pursuit of engineering excellence the likes of which can be found nowhere else. It is, quite frankly, a racing legend, a true automotive icon, a masterpiece. But is it? This is the 21st Century, after all, and nothing can be taken at face value. What we see, what we experience, touch, taste, hear, smell – can we guarantee it’s the real McCoy? Ok, cards on the table. This Bugatti was not actually built in 1926. It was delivered new to its fortunate owner just a few weeks ago and, for Faisal BinLaden, it represents the very pinnacle of motoring – the highest possible praise from someone with such an enviable collection of iconic cars at his disposal. It is, he is adamant, the greatest car he has ever driven. Don’t think for even a split second that this is some half-baked replica or kit car – nothing could be further from the truth and, apart from that year of manufacture, the words in that opening paragraph are entirely accurate. This is a hand built sports car in the truest sense. It is crafted with such accuracy and attention to detail that Bugatti itself has given it its seal of approval, even granting a continuation of chassis number that follows the original factory production run. It is not made in Molsheim, rather in Argentina by a company called Pur Sang (basically it translates from Latin as “pure blood”). And the company’s formation really began 31 years ago when Jorge Anadon, an expert Bugatti enthusiast and restorer who desperately wanted to buy one of his own, copied a Type 35 when he had one in for restoration at his Argentine workshops. He basically built the first Pur Sang Type 35 in his living room and a business was born. Pur Sang exists, its owner says, to allow people to touch and experience something which is otherwise unobtainable, even for people with limitless means. These cars were never built in huge numbers – on the contrary, fewer than 250 Type 35s were made, along with 357 visually identical Type 37s. Many of these were raced, destroyed, left to rot in barns or at the bottom of lakes. So, in the past nine decades, prices for survivors have, unsurprisingly, reached the stratosphere on the rare occasions that any are offered for sale. Those who do own originals are usually too frightened to use them, so Pur Sang’s business case makes plenty of sense. Why, though, is the Type 35 so revered in the first place? Quite simply because it represents a major turning point in the history of the automobile. It brought about a sea-change in engineering expertise and perfectly captured mankind’s search for greater speed and endurance. It’s also devastatingly beautiful to look at. Pur Sang’s approach to building these cars is no different to that of Bugatti. Everything it does – everything – is exactly as it was in the 1920s and 30s and 

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| D r i ve n Me n | Fe a t u re |

Something Old,

Something New... ...something borrowed, something blue: Volante gets under the hood of a pur sang 1926 bugatti type 35.

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Every part is built in-house, the tooling marks are still visible and there are scratches on the engine, its as organic as an original Bugatti Type 35.

it all takes place under one roof. “They even make the tyres,” quips BinLaden. “It’s impossible to import anything for these machines into Argentina so they make every nut, bolt, washer. Their foundry [Pur Sang even makes its own sand boxes for the castings] is used for the engine and gearbox casing, they turn their own aluminium dashboards and they hand beat the body panels into shape. It’s extraordinary and absolutely unique, what they achieve.” “The Type 35 won over a thousand races in its time,” adds Pur Sang’s commercial director, John Bothwell. “In its heyday it averaged 14 wins per week. It won the Targa Florio for five consecutive years between 1925 and 1929.” No wonder, then, its desirability has never waned – can you think of a modern day equivalent? Probably not. Its engine put out 137 horsepower (a significant number for its time) and it could reach speeds of between 130- and 140mph – again, incredible numbers for the 1920s. All this, as Bothwell rightly points out, was when the Ford Model T was the car to own for the masses, who never got to experience much more than 25mph in them. It’s frankly insane when you stop to consider just how advanced this Bugatti was – the car as we know it had only been around for two decades. “This was rocket ship kinda stuff,” he drawls. This is all well and good, but what about the inescapable fact that what Pur Sang does is simply copy what someone else had already created. “There is a certain stigma attached to replica cars,” admits Bothwell, “and for good reason. Most you see – Cobras and Porsches – are hideous. They have plastic bodies and bad engines. And up close any car guy is going to be appalled. Our cars, though, are much more organic in that they share the same imperfections the originals have – the tooling marks, the scraping marks on the engine blocks – everything the originals had is in these cars.”

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So the flaws are there but what about the benefits of a Pur Sang recreation (surely replica is an insufficient noun)? “Well,” continues Bothwell, “our cars can be driven hard and put away wet. You push it as hard as it’ll go and that’s when you see the soul of the car start to come out.” As with the originals, the Pur Sang’s engine is as straight eight-cylinder, 24-valve, 2.3-litre unit with a supercharger, with the torque being handled by a four-speed straight-cut transmission. As BinLaden points out, though, there have been one or two modifications for modern use. “There is an electric starter motor, a [Ford] distributor and a modern fuel pump, housed within the tank itself,” he says. “But everything is hidden from view – it looks, even to experts, the same as the real thing.” But the one major difference between a Pur Sang Type 35 and a Bugatti original is the price tag. Quite unbelievably, you can have one of these made for about $250,000. “That’s a tenth of the price of a real one,” quips BinLaden, “and that means I can use mine for anything I want, whenever I want – if I want to go to get my shopping from town, I can take this without worrying too much. It just makes sense and I can drive the hell out of it without fretting over damaging it or losing some of its value.” BinLaden’s obsession with the Type 35 has lasted for longer than he can remember. “There’s never been anything like it, not before nor since”, and two years ago he saw Jay Leno’s own Pur Sang on the former chat show host’s car programme, Jay Leno’s Garage. “I managed to get hold of Leno’s mechanic,” he recalls, “and I ended up talking with the man himself. On the basis of what he explained to me, I placed my order. “For one reason or another, the person who was in front of me in ‘the queue’ dropped out and mine was built sooner than I expected. Each one is built to order but the process does not take long – about three months.” 

“Everyone who casts eyes upon it is beguiled by its simple beauty and stark purposefulness... in every single respect,

it’s exactly the same as one that would have been built 90 years ago.”

At A Glance

Pur Sang 1926 Bugatti Type 35 Engine: 2.3-litre, 24-valve supercharged inline-8 Power: 170 - 180hp* Transmission: 4-speed manual Weight: 816kg Performance: Top Speed 160mph* Price: $250,000 *estimated - figures can differ based on variation and specification

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| T h e G a ra ge | B u ga t t i Type 3 5 |

Bothwell happened to be in Europe when BinLaden’s Type 35 arrived in Riyadh, so he took the opportunity to head east to make sure it was in perfect working order. After all, the climate in Saudi Arabia couldn’t be more different than that in Argentina. “The ambient temperatures, the density of the fuel we have in the pumps – these are things that can impact the performance of any car,” says its new owner. Naturally, the first thing he wanted to do was “drive the hell out of it” and that’s exactly what he did. “I drove it for seven hours straight,” he says. “That was my learning experience. Nothing is easy with it – you need to use your muscles to steer it, when you turn in it slides and it’s incredibly noisy. There is no insulation, no protection. The gear shifter is outside the body of the car and the only way you can tell whether or not it’s getting a bit hot is if there’s steam escaping from it or water is making its way into the foot well.” Just like the originals, then. As if to prove a point that hardly needed making, just a day after its inaugural cross-UAE thrash, BinLaden drives it to Dubai on a Friday morning and it’s put on display as the main attraction at the newly-formed “Caffeine and

Machine” event, at Café Rider. BinLaden is there, beaming like a schoolboy, and Bothwell is on hand, too, to explain anything anyone wants to know about this incredible car. And here’s the thing: nobody even slightly suspects that it isn’t the genuine article, no doubt helped by the fact that it’s still covered in grime and oily residue after that epic seven-hour run the day before. Even the leather seat (there’s barely enough room for two slim occupants) appears worn from the backsides of a thousand race drivers. The aluminium dashboard and the brass-ringed gauges are works of art in themselves – everyone who casts eyes upon it is beguiled by its simple beauty and stark purposefulness. But then again, that should come as no surprise because, in every single respect, it’s exactly the same as one that would have been built 90 years ago. “I spoke with the owner of a real one,” BinLaden tells me. “And he said that seeing these Pur Sangs being used by us enthusiasts almost turns people like him into heroes. However, he’s too scared to use his, I’m not.” And, with that, he’s off in a trail of noise, dust, fumes, oil and boiling hot water. He wouldn’t have it any other way.

“It’s frankly insane

when you stop to consider just how advanced this Bugatti was – the car as we know it had only been around for two decades.”

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| T h e G a ra ge | Re n a u l t Tr u c k |

dream drive

And Now For Something Completely Different... there’s not a man out there who, as a child, didn’t play with toy trucks. like sounding the horn of a speeding train, flying a fighter jet and driving a fire engine with blues-andtwos flashing, playing with big rigs ranks high among every petrolhead’s dream drives.

James McCarthy, got to do just that.

managing editor,

Words: James McCarthy pictures: Renault trucks / Ross Guinane / Barbara McCarthy

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| T h e G a ra ge | Re n a u l t Tr u c k |

Ever since I can remember I have been fascinated

with trucks. When I was a child, much to my mother’s chagrin, I would sit for hours digging up her chrysanthemums with my Tonka toys. As I got a little older, I would waste my Saturday mornings watching movies like Smokey & The Bandit and Convoy, where the brightly-coloured Kenworth and Mack trucks carried as much star-power as the spectacularly moustachioed Burt Reynolds and epically-bearded Kris Kristofferson.

“The acceleration is imperceptible

to the point of inertia, though I should imagine with a full load you would probably feel it more.”

These films also heralded the CB radio craze, at the vanguard of which were my brother and I (at least in our street, anyway). We would sit up late chatting to long-haul heavy goods vehicles, listening to their strange on-air language: “Breaker Breaker 1-9, this is Fizzy Duck, who’s got their ears on out there, over...?” It's no surprise then, that when the opportunity arose to test the new range of industrial vehicles from Renault, on a race track, I jumped at the chance. So, replete in red plaid shirt, obnoxious baseball cap, Ray-Ban aviators and sporting a moustache that Hulk Hogan would envy, I headed out into Qatar’s boondocks to the windy Losail International Circuit to finally become a bona fide trucker. It was three o-five in the dyin’ light, of a Qatar afternoon.

We arrived at the circuit in the early afternoon, keen to get our hands on the big boys’ toys,

The author as a five-year-old getting to grips with some heavy machinery in his mother's flower beds.

but, as is the nature of these events, les Grands Fromage were keen to extoll the virtues of the new C and K range vehicles which we had come to experience. We learned that Renault has been developing these models for several years, from the ground up, using cutting-edge virtual reality technology and 3D printing at the design stage. Also, that there has been significant input from its solid global customer base, some of which came from the strong dealer network it has here in the region. Renault has been rigorously testing these beasts in the wilds of Oman to ensure they are ready to take on some of the hostile working environments found here in the GCC and that they expect to see a 30 percent growth in Gulf operations with the Dubai Expo 2020 and Qatar’s FIFA 2022 World Cup fast approaching. It was all very interesting, but as we sat there, my eyes continued to wander, catching tantalising glimpses of the trucks in the Losail pit lane, glinting in the quickly dropping sun. After many questions asked by very serious plant machinery and specialist truck journalists (most of whom, I think, treated my levity with some disdain), we were finally split into groups. Sadly, I was in the second group, meaning we still had to endure an hour or so of “workshops,” which basically re-iterated a lot of what was already said. After 45 minutes, a few of us were getting visibly antsy, wondering just how much opportunity we were going to get on the track. Eventually, though, we were hurried to the pits, before Renault were forced to pay Losail’s management extra to switch on the floodlights. The dust was high, and so was I, as the trucks began to move.

Those readers who follow the near suicidal antics of Valentino Rossi et al and their two-

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wheeled stallions will know Losail well. Every year, it hosts the first night race - and the only Middle Eastern instalment - of the annual MotoGP calendar. It is a circuit that is very much “built for purpose,” so I spent a lot of the time in the workshops ruminating on exactly how these Gallic “Big Rigs” were going to cope with the tight corners and hairpins that litter the course. Apparently, so had the Losail management and, deciding that ten 30-odd ton trucks might cause a bit a of damage to the asphalt on the corners where motorcyclists hang their butts over the ragged edge of safety, had concocted an interesting course with off-road run-offs acting as turning areas. So, it was with a sense of excitement that I climbed the steps into the cab of my Euro VIemission class C-480. Not so much a long-haul vehicle, though probably more than capable, it is geared more for the construction industry, with a long flatbed mounted on the 8x4 rigid trailer (meaning eight wheels at the rear and four at the front) and some kind of crane-effort attached at the back. Thinking back to the days when I worked in a goods-in yard, whipping around in my Linde counterbalance forklift, I would often talk to

the delivery drivers who would be full of bile and hate for their trucks, complaining about uncomfortable seats and grinding half-gears. Being my first time behind the wheel of one of these bad boys, I wanted to keep it as simple as possible, so I ensured that the 480 horsepower engine also came with the company’s seamless Optidriver “robotised” automatic gearbox, which controls 12 forward-drive gears, two reverse gears. The system, as I understand it, also automatically switches between on- and off-road differentials and delivers 2,400Nm of tourqe. As for comfort, it’s a brave new world with Renault trucks, it seems, because the hydraulicallysuspended seat was like sitting in a slightly sporty La-Z-Boy hovering on a cushion of air. The cab, too, was well laid out, with buckets of space, clearly visible instrumentation and everything within easy reach on the wrap-around dashboard. After being given a quick tour of the C-480’s basic functions in broken English by my French driving companion, and posing for a few photos, it was time to, as they say, truck off. We were driving hard and we rolled out fast, with Smokey on our tail.

I pressed the break, engaged the Optidriver, V o l a n t e | M ay 20 1 5 |

At A Glance

Renault Euro VI C-480 Engine: 12.8-litre in-line 6, DTI 13 Euro VI Power/torque: 480hp / 2,400Nm Transmission: 12-speed Optidriver “robotised” Automatic Weight: 3,200kg Performance: Top Speed 60mph (limited) Price: approx $112,000 (cab & chassis only)

lifted off my left foot and, with surprising ease, we were underway. We rolled at a gentle place to the edge of the pit lane, and out onto the main straight. There was a maximum speed of 37mph on the track and 15mph in the corners, but I was already doing 40mph as we approached the first corner. The acceleration is imperceptible to the point of inertia, though I should imagine with a full load you would probably feel it more. Approach to the first corner was a little nervy. Basically, two planks of wood, each seemingly the width of a Yorkie chocolate bar and the narrowest corridor of little orange cones was our path onto the run-off gravel. All of a sudden I felt sympathy for Kim Kardashian’s behind when she tries to heave on a pair of skinny jeans. Tight doesn’t quite cover it. A bit of heavy breaking put me right in line and 

| T h e G a ra ge | Re n a u l t Tr u c k |

I managed to coax the C-480 into the turn, on the exit though, I found myself a little too far to the left when I hit the gravel. A quick adjustment had my eight rear tyres kicking up dust into the windscreen of the truck behind, but I had made it without any conical casualties. In a Renault truck with a crane out back, We were shootin’ for Losail.

Considering that just a month prior I was nervous about negotiating the prow of a Rolls-Royce Ghost II through the narrow streets of London, I was amazed at just how easy it was to drive this 30-foot behemoth. Admittedly, it makes the Rolls look positively sprightly, but in terms of effortlessness, the Renault is not far off the trucking equivalent of the Goodwood luxobarge. The power steering is quite magnificent, and makes the C-480 feel like a car, I was only really caught out by its girth. In fact, it lures you into a bit of a false sense of security, because it’s so simple to drive. It’s easy to slip into autopilot and think that you are driving an SUV. As such, I found that I was getting a little too enthusiastic with the throttle and my speed on approach to the corners was becoming increasingly exuberant. My co-pilot showed me how to activate the Engine Brake, which is an engine retarder, slowing the truck down mechanically, once pressure is removed from the accelerator pedal. There are three settings, offering different extremes of retardation based on the speed and the load you would normally be carrying. Most importantly, it allowed the C-480 to slow enough to turn into the corners more effectively

“I had an epic moustache,

eight trucks in my rearview mirror, the last rays of a setting sun on the horizon and a dream to chase...” and efficiently regardless of my approaching speed. Had the Aventador Roadster I pranged in Miami a while back been fitted with one of these, I would probably still be getting invited to Lambo’s press gigs. We’ve got ourselves a convoy, trucking on through Qatar.

Renault has been rigorously testing the new range in Oman to ensure they are ready to take on some of the hostile working environments found here in the GCC.

So there I was. Foot to the floor. Pedal to the metal. Finally rolling “Eastbound and Down” in a real life Tonka truck, contemplating a future on the open road. Unfortunately, I didn’t have a CB radio, nor a friend with a Pontiac Trans-Am Firebird. What I did have, though, was an epic moustache, eight trucks in my rearview mirror, the last rays of a setting sun on the horizon and a dream to chase... We’ve got ourselves a convoy, but we ain’t got to drive too far.

Sadly, though, the pit lane was close and rather than pay the QMMF an extortionate amount of money to put the floodlights on, the flustered PRs waved us in, insisting that we had a bus to catch. Still, for one fleeting moment, I finally had myself a Convoy.

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Triumph Trib 60

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| T he G a ra ge | Ro a dm a p | Tr iu m ph M o t o r C o. |

TR6 topping numerous recent lists of classics to invest in, Kevin Hackett offers an insight into the rise and with the triumph

fall of the quintessential british sports car brand and why the marque is back in demand. Words: Kevin Hackett Pictures: Newspress / Getty / KGF Classic Cars

“It’s

a load of bloody rubbish that car, one load of bloody rubbish.” Not the words one would normally expect to come from a proud factory worker who’s part of the team assigned with building an iconic British sports car, at least, not when a BBC “Nationwide” reporter’s microphone is thrust into their face. But, with the inestimable benefit of hindsight, we can see he was bang on. The car being dismissed as “bloody rubbish” was the Triumph TR7, the factory was Speke in Liverpool. The year was 1978. Another worker, again letting off steam in front of the Beeb, blamed management mistakes for Speke’s plight and its record for gross inefficiency, and this one anecdote sums up everything that was wrong with British industry at the time. “There was one time on the TR7,” he complained, “they had 5,000 left hand wings [front fenders] for the front end and they sent down to Coventry for 5,000 right hand wings. And what happened? They sent 5,000 left handers up. Now that laid us off for three days, through stupid management. That’s nothing to do with us, but this has gone on time and time again. It’s gone beyond a joke now.” As part of the colossus that was the nationalised British Leyland, Triumph wasn’t the only automotive joke in the beleaguered country. Jaguar, Rover, Austin, Morris, MG and Land Rover were all part of the same circus, all in danger of being damaged beyond repair thanks to weak management, inefficient work practices and an environment where trade unionists and shop stewards appeared to be in charge and actual car production became a mere afterthought. Triumph’s wedge on wheels TR7 – the car that was supposed to be at the vanguard of a new, modern direction for its maker and spearhead international sales growth – was less than three years from an ignominious death. Think Triumph in brand terms these days and, depending on your shopping habits, you perhaps think either ladies brassieres or, far more likely, manly motorcycles. You don’t think cars and that, when you consider the incredible output from that much maligned British institution, is a tragedy. Screwed over by an industrial climate that was the embarrassment of Europe, where strike action was making daily headlines for the tabloids, when almost anything 

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made in the UK gained a deserved reputation for having been built with all the care and attention to detail normally displayed by airport baggage handlers – Triumph deserved so much better. It deserved to still be around in the 21st century but it never really stood a chance. While the motorcycle manufacturer that shares its name has gone from disaster to disaster and, these days, is a towering success against all the odds and in ruder health than ever, it’s perhaps timely to doff a Harris Tweed cap in the general direction of Coventry and recall to mind some of the greatest sports cars Britain ever saw roll off its production lines. A resurgence is in progress; collectors are starting to see the unending appeal of simple engineering, entertaining handling and unmistakably British sports car design, and prices are on an upward trajectory. Triumph sports cars are cool again. As with so many elderly car manufacturers, Triumph began life as a company building bicycles toward the end of the 1800s. Siegfried Bettmann, of Nuremberg in Germany, formed S. Bettmann & Co in 1885 and began importing bicycles from mainland Europe, selling them under his own trade name in London. The name became “Triumph” a year later and, in 1887, Bettmann was joined by a partner, Moritz Schulte, also from Germany. In 1889 the two entrepreneurs relocated manufacturing to Coventry in England – in the very heart of the industrial “Black Country.” A natural and obvious business expansion took place in 1902, when Triumph started making motorcycles powered by engines they initially brought in from another manufacturer. Triumph soon began to design and build its own bike engines and, bad for humanity but good for business, World War I came along, during which the British Army filled Triumph’s order book and, by the year 1918, Triumph was the biggest motorcycle builder in the country. With a healthy balance sheet and peacetime once again resumed, in 1921 Bettmann bought the assets and property of the short-lived Dawson Car Company in Stoke, Coventry, and Triumph became a car builder, too. The Triumph 10/20, designed for the company by another Coventry-based outfit, LeaFrancis (who also started out building bicycles), sold in modest numbers until the Super 7 came along in 1927, which sold rather well for the next seven years. By the mid-1930s, Triumph began to experience financial difficulties in a still-fledgling automobile market and, in 1936, it sold the bicycle and motorcycle side of the business to a man named Jack Sangster, who had just bought the Ariel motorbike company (also in Coventry) after it went to the wall. Triumph the carmaker bumbled along, making expensive

Top: The production line at Triumph's factory in coventry c.1933 Above: A 1939 newspaper advert for the Triumph Dolomite. Right: A Triumph dealership in London c.1949.

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The TR2 was the first of Triumph's sportscars after being acquired by Standard.

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“Collectors are starting to see

the appeal of simple engineering, entertaining handling and unmistakably British sports car design... Triumph sports cars are cool again.”

Top: John Lennon in his 1965 Triumph Herald. Above: The Speke plant in Liverpool lays quiet during union strike action.

sports cars, until 1939, when it, too, went into receivership. The company was bought by Thomas W. Ward Ltd, who put a certain Donald Healey in charge of production, which had turned from cars to military supplies. That, too, ended in 1940 when German bombings razed the entire factory to the ground. Triumph, not for the last time, was dead. However, Triumph still had a name – and an envious reputation – and that was worth something. Four years after the destruction of its factory, in 1945 Standard Motor Company purchased what was left of the company and set up a subsidiary to resurrect the brand. None of the pre-war models were brought back, however, and in 1946 the new Triumph Motor Company launched an aluminium-bodied tourer called the Roadster (steel was in short supply due to the war, but lightweight aluminium was everywhere thanks to aircraft manufacturing). A number of oddities came along in the following years, none of which particularly set the world alight, but things moved up a gear in the early 1950s when the decision was taken to reserve the Triumph name for sports cars while Standard kept on with the more mundane saloon cars. The first fruit of this new way of marketing Triumphs was the TR2 (there never was a production TR1 – a prototype, known as the 20TS, was described by Ken Richardson, then an F1 driver, as “the most bloody awful car I’ve ever driven”), setting in motion 1 51 5| | VVo o ll aa nn tt ee| |MM a ay rc h20 20

Above: The Triumph stand at the 1962 Earl's Court Motor Show.

one of the greatest of all British sports car dynasties. Unlike its development mule, the TR2 was much better – no doubt due to Richardson being hired by Triumph to fix its problems – and it was, between 1953 and 1955, the most affordable British car that could crack 100mph. The TR3 that followed it looked visually very similar and was treated to minor tweaks over a production run that lasted until 1962. And it was this model, perhaps more than any other in Triumph’s canon to that point, which caused the world to sit up and take notice. It still wasn’t a brilliant handler (it had a tendency to lift a wheel mid-corner due to its limited suspension travel, sometimes resulting in huge dollops of snap oversteer) but it was stylish, exciting and inexpensive. The 3 also enjoyed success on the world’s race tracks and became a firm favourite with US competitors (some are still raced today), but the PR clincher came in 1955 when the TR3 competed at the 24 Hours of Le Mans endurance race. Entered and driven by a grass roots factory team, the cars looked exactly the same as those in the showrooms and served as excellent test beds for the still novel 

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disc brakes they had fitted to each wheel. There were problems, as you might expect for a rookie team, but it finished first in class, the lead car having been driven a gruelling 2,026 miles over an entire day and night. Triumph had, err, triumphed and there was no turning back. By this stage, Standard-Triumph had been bought by Leyland Motors Ltd, the acquisition having taken place in December, 1960. It was eight years later that Leyland itself morphed into the disaster zone that was British Leyland, which meant the rot was still some way off setting in. There was work to do and, first of all, was introducing a successor to the TR3 and its replacement was dramatically different in its styling, if not the engineering underneath its gorgeous Michelottidesigned bodywork. It was widely reported that the TR4 used a tractor engine but, in fact, it was the other way around: Standard-Triumph supplied Fergusson with engines, but the fact remained that this powerplant was getting a bit long in the tooth. However, it grew in displacement and, depending on its state of tune, could produce a heady 200hp –

A 1975 Triumph Stag

“Paul Newman used to race a TR6. With a slither of a windscreen and a hefty roll bar behind the cockpit breaking the rugged, muscular lines, they looked brutal.” Top: British Police forces in 1961 were driving TR4s. Above: A 1973 British Leyland works Triumph Dolomite Sprint in action. Above Left: A 1965 TR4A works rally car, complete with "Surrey" hard-top. Left: A 1974 Triumph Spitfire 1500.

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an extremely impressive figure for the early 1960s. It was extensively campaigned in US racing (it won its class at the famous 12 Hours of Sebring endurance race) and became a regular sight in Australian competitions, too, as well as a rally event favourite in the UK. In 1965 the TR4 gave way to the TR4A and its rear suspension at last became independent. The A was also available with a “Surrey” hard top system that had a rigid rear section, effectively inventing what went on to become the “Targa” roof – an innovation credited by most to Porsche. Predictably, the 4 turned into 5 and Triumph really turned up the wick by fitting it with a straightsix engine displacing 2.5-litres and, in Europe at least, troublesome Lucas fuel injection which, while less reliable than the twin carbs fitted to American examples, at least gave the car a more powerful punch. The 5, though, wasn’t really visually different enough from its forebear, so that was dealt with in 1968, when the TR6 tore onto the scene, sporting more masculine lines, a harder face, better performance and dynamics and a global appeal. Indeed, for the first time, a Triumph product enjoyed spectacular success in the US while, in its home country, less than 10 percent of all 94,619 TR6s were sold. Like others, in the US the TR6 was used extensively in racing, winning almost all the time (80 percent the historians reckon – how’s that for reliability?). Stripped down, with a slither of a windscreen and a hefty roll bar behind the cockpit breaking the rugged, muscular lines, they looked brutal. Paul Newman used to race one – yes, the TR6 was that cool – and Top Gear presenter, James May, went on record as saying that it was “the blokiest blokes car ever made.” No wonder collectors are starting to show interest – it was the last car of its kind and, when Triumph replaced it with the “bloody rubbish” TR7 and moved production to Liverpool, its fate was sealed. Thanks to KGF Classic Cars for supplying images of the TR6 and Triumph Stag. www.kgfclassiccars.co.uk

grand tourismo

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route book

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| G ra nd Tour is m o | Ro u t e B o o k | M o rga n 3 W h e e l e r |

Three Wheeler To Geneva What do you get when an artist, a writer and a photographer get together to plan a road trip to the Geneva Motor Show? An epic 580-mile journey in a threewheeled Morgan, thatâ&#x20AC;&#x2122;s what...

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Words: Phill Tromans pictures: GF Williams

his all began with my friend Ian Cook. Ian is an artist, unusual in that he paints automotive pictures not with brushes, but with model and remote-controlled cars. Ian called me with an idea. Every March, the world’s car manufacturers descend on Geneva, Switzerland, and hold a big motor show, widely regarded as one of the best on the calendar. Ian had never been before. He’d also just finished a project with Morgan, the quirky, small British carmaker, and his artwork now adorned one of the firm’s 3 Wheelers in the form of a vinyl wrap. “Why don’t we drive the 3 Wheeler to Geneva?” Ian enthused. “It even rhymes!” For those unfamiliar with the marque, Morgan was founded in the early 20th century and soon built a reputation for three-wheeled cyclecars – affordable motorised transport with performance that excelled in early motorsport. But as “proper” affordable cars become more readily available, demand for the cyclecars reduced, and not long after the Second World War, the final three-wheeler rolled off the production line in Malvern, Worcestershire. However, in 2011 Morgan revived the idea, producing an all-new 3 Wheeler, with a modern tubular spaceframe and a powerful S&S

It’s difficult to call it a bathtub on wheels without sounding derogatory, but that may be the best description and it’s not meant as an insult. It’s tiny, the engine perched on the nose and Ian squinting through the twin miniature windscreens. Outfitted in bright orange artwork, it’s far from subtle. With the kit in the Kia, we get under way and Ian takes the first stint. After last night’s deluge, the weather has turned and bright sunshine creeps across the almost-deserted M25 motorway as we head towards Folkestone. Under blue skies, Ian looks to be having a jolly nice time, although it’s chilly out there; only around five degrees celsius. For my stints, I’ve packed a massive North Face coat, my racing helmet, a neck protector, waterproof trousers and ski gloves. Hopefully that will be enough. After only an hour, we reach the Eurotunnel terminal. As will become a regular sight, curious onlookers gather around the 3 Wheeler as soon as we stop. No one pays any attention to the Ferrari California parked a few spaces away. Before long we drive onto the train and begin the 45-minute

“Exposed to the elements, organs throbbed by the exhausts, it feels visceral, raw and exciting.”

The Morgan 3 Wheeler, replete with artwork by Ian Cook, better known as automotive artist, PopBangColour.

V-twin engine. Marketed less as an affordable method of transport and more as an enjoyable weekend toy, it’s proved a hit around the world. It isn’t touted as a car to traverse continents though, and it’s rarely seen outside of summertime. So a trip to the foothills of the Alps in March is relatively uncommon. The plan was simple. Ian would bring the Morgan to my house in Sussex, we’d pack it and our Kia Cee’d Sportswagon the night before, and set off early on Sunday, collecting photographer George on the way. We’d stop overnight at Reims, and check out the old grand prix circuit there, before heading down past Dijon, crossing through the Jura Mountains and be in Geneva for dinner. Simple. And so, the night before departure, I’m awaiting Ian’s arrival in Haywards Heath and pondering the journey ahead. The weather outside is foul, and the phone rings. It’s Ian. “I’m lost,” he says, “and I can’t see anything.” Hurling rain, winding country roads and darkness do not make for comfortable progress in a 3 Wheeler. I’ve not even seen the Morgan yet, and already we have problems. After a hasty change of plans, Ian stays in a hotel and I head to George’s early in the morning. Before long there’s a distant chuggachugga-chugga, and the 3 Wheeler rolls into sight.

journey under the English Channel. If we weren’t on a tight schedule, we’d meander through the picturesque countryside of Picardy and Champagne. But the Geneva Motor Show waits for no man, so it’s the autoroute for us. The first hour or so is relatively uneventful. Ian chugs along happily at 130kph, while George and I follow in the Kia and watch as heads turn from every single passing vehicle. Before long though, Ian’s gesticulating wildly, and eventually we realise that he needs fuel. Someone needs to invent a universal hand signal for that. Time for a driver change, and my first go in the Morgan. On go the waterproof trousers, a fleece and then my comically oversized jacket. A scarf goes between collar and helmet, and then a pair of skiing gloves. Getting in requires removing the steering wheel and shuggling down into the snug red leather seat. I quickly realise that to reattach the wheel, twist the key and fasten my seatbelts, the gloves have to come back off again. There’s an optimum order to this that I haven’t yet figured out. Safely strapped in, the ignition is switched on with the key, and a press of the starter button in the centre of the console fires up the V-twin, more commonly found under the saddle of a Harley- 

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| G ra nd Tour is m o | Ro u t e B o o k | M o rga n 3 W h e e l e r |

Davidson motorcycle. With the two monstrous pipes straddling the side of the bodywork, it looks and sounds like a proper hot rod. Under my visor, a grin spreads across my face. Although I have a sat-nav installed in the 3 Wheeler, it’s down near the footwell and hard to see while driving in a full-face helmet, so I opt to follow the Kia. We creep back to the motorway. The pedals don’t adjust, at least not easily, so I’m thankful that my stumpy legs reach. Visibility is excellent thanks to the lack of roof and A-pillar, lined by the right wheel and the stubby bonnet ahead. I can’t see the left wheel at all, but I’m hoping that by the time any tight manoeuvring has to be done, I’ll have adjusted to the diminutive size. As the Kia’s diesel power trundles it up to speed ahead, I have my first taste of Morgan power. The V-twin might only kick out 82bhp, but that’s plenty in a car that weighs only 525kg dry. The pull and accompanying bellow is instant as the throttle opens, but it’s soon drowned out by wind noise. Morgan says the 3 Wheeler will hit 100kph in six seconds, but it feels much faster. Exposed to the elements, organs throbbed by the exhausts, it feels visceral, raw and exciting. The gearbox adds to the fun – it’s taken from a Mazda MX-5 and is beautifully short and precise. Taking a breath between each cog change intensifies the Anglo-American hustle when the pedal goes back down. At cruising speed I quickly adjust to the noise, but I never get used to the sidewinds. The autoroute snakes south, crossing large bridges that traverse wide vistas across which the air howls, smacking

Sadly on our visit, it’s also home to local and less-than-courteous car enthusiasts. A crudely modified Golf, a Porsche Boxster with a blarting aftermarket exhaust and a green Lotus Exige race at idiotic speeds down the main straight, ignoring local traffic and generally being loutish. We’re trying to take pictures of the Morgan, but after a few near misses we cut our losses. After a night in a nearby hotel we head back to the circuit at 7.30am and it’s deserted. George gets on with the pictures, and we decide that no visit would be complete without driving a lap each. Is there a modern car more capable of hinting at what racers of yesteryear experienced on this amazing track? The Morgan is small and missing a wheel, but the thrill of open-air motoring through the grandstands, engine at full revs, is intoxicating. At the end of the straight the circuit takes a long, fast right-hander, opening out before I get hard on the brakes for another right turn. The 3 Wheeler’s stoppers are surprisingly spongy, which combined with the pedal setup makes it difficult to lean too hard on them into corners. The height of the accelerator relative to the brake also makes heel-andtoe nigh-on impossible, so I settle for getting on the brakes early, lifting for gear changes and blipping the throttle to avoid locking up the back wheel. But by gum is this fun. Modern performance cars are far faster and technically capable than the 3 Wheeler, but there aren’t many cars that put you this in touch with the road. This isn’t just driving, this is motoring, feeling every inch of the road under

“The Morgan is small and missing a wheel, but the thrill of open-air motoring through the grandstands, engine at full revs, is intoxicating.”

The historical Gaux circuit provides ample photo opportunities for both the Morgan and the Kia support car, but it's not long before the boys are back on the road to Geneva.

my head around like a taunting bully. It doesn’t affect the car too much, but my neck starts to ache. The draught assaulting my right wrist doesn’t help, where I’ve failed to properly air-proof the join between jacket and glove. Thankfully the weather holds out, and sooner than expected, we reach Reims. But it’s the small nearby village of Gueux that interests us. The motor racing circuit there, using public roads, was first used in 1926, and continued to hold races until 1969. Some of the world’s greatest drivers graced its surface – Fangio, Moss and Clark, Nuvolari, Chiron and Wimille are all part of its history. And it’s a history that remains, thanks to the efforts of an organisation calling themselves the Friends of the Gueux Circuit. More than 45 years after it last hosted motorsport, the main concrete grandstand stands proudly over the busy road, as do the timekeeping pavilion, pit garages and scoreboard. We reach the circuit in the late afternoon, and wander down the main straight, gazing in awe at the beautifully preserved reminders of a motorsport age long gone. Contemporaneous advertisements still adorn the buildings, and aside from a few additional roundabouts, most of the circuit remains.

those thin front tyres without the interference of power steering. It’s a short journey for information to travel from road to hands and rump, and it makes the whole experience so much more involving. The straight road to the final corner is a dual carriageway that streams downhill. A glance right shows the grandstand rising majestically in the distance, and what an experience it is to shift down into second, pitch the Morgan into the right hand bend and open up the steering as I squeeze the throttle. The roar of the S&S gets in quickly before the wind noise, the start-finish line flashes past and I feel like I’ve travelled back through time, to the days of cloth caps, goggles and garlands for the victors. Sadly, time is not on our side, and Geneva beckons. Ian takes another stint for the start of the day, but after a couple of hours we need to refuel once again. The Morgan has a small 42-litre tank and doesn’t have the world’s most reliable fuel meter – it jumps from 18 percent to empty in less than a mile at one point – so the stops are regular. It’s a good excuse to stretch the legs, as there’s no footrest in the Morgan and it’s easy to stiffen up. Stopping also gives us a chance to interact with fellow travellers, many of whom are other UK motoring scribes taking the annual 

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“There aren’t many cars that put you this in touch with the road. This isn’t just driving, this is motoring.” pilgrimage to Switzerland. We spot numerous high-powered and luxury cars with press office plates, but who needs a Mercedes S63 Coupé when you have the Morgan? Any old fool can traverse continents with air conditioning and cruise control… North of Dijon, I take another go, this time making sure that all possible wind entry points are sealed on my clothing. And as we get closer to the Jura Mountains, I’m glad I did. The blue sky has stretched around us all the way so far, but now there’s darkening ahead, and dots of rain start to appear on my visor. The temperature drops noticeably, and soon my nemesis makes itself known – spray. The rain itself isn’t too much of a problem, beading up on the visor and running off. My waterproof trousers are doing their job nicely, and my coat could withstand an ice age. But overtaking numerous lorries means gallons of water is spat out from their enormous wheels right into my field of vision. Combined with the buffeting my head is taking from the wind, and amplified by the truck’s wake,

A quick clean up and service from the local dealer, a bit of sightseeing around Geneva prior to the Motor Show, and then the journey home begins in earnest.

it’s terrifying. There’s nothing for it but to plough through and hope I applied enough Rain-X to my visor. Wipers are not available. Sadly, the last vestiges of winter means none of the mountain passes are open, so it’s a long tunnel to Switzerland for us. I’m not complaining – it’s a chance to get out of the rain. The fact that revving the 3 Wheeler’s engine in a tunnel is insanely fun is a mere by-product. After what seems like miles, the tunnel opens up, and Switzerland stands before me. It’s quite a sight; the rain has stopped, snow is on the ground and the road hugs the side of the mountains as it gently descends through spectacular terrain. It occurs to me that we’re nearly there. And while I’m tired, having been battered by wind, soaked by rain and terrified by road spray, I’m actually in pretty good physical shape. I’d worried about what some 580 miles in a Morgan would do to me. But as we arrive at Autobritt, the Geneva Morgan dealership, and check in the 3 Wheeler for a once-over, I’m in surprisingly good spirits. In fact, I’m up for more. After such a journey, the Geneva Motor Show itself is almost an anti-climax, although it’s nice to see the covers whipped off the new-look Aero 8. We spend just a day there, silently laughing at other journalists’ tales of their drive down. One chap did the trip in a Caterham. Four wheels? Pah! I could tell you about the return journey – about how we did the whole trip in one day, or how Ian spent all of it in the Morgan while I cruised in the Kia. About how he almost had a panic attack when a freak hail storm left him unable to see as he drove. But for that, you’ll have to corner him at a motor show. He’ll be the one painting with cars and trying to think of another excuse to go out in the 3 Wheeler.

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Iconic Race Tracks

36° 35′ 36.38″ N, 121° 49′ 52.10″ W

Laguna Seca, USA

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| G ran d To u r i s m o | L a gu n a S e c a |

Iconic

Race Tracks Carlin Gerbich talks you through one of America’s best known and most iconic racetracks: Laguna Seca, home to the infamous Corkscrew.

Pictures: Getty Images

aguna Seca is one of America’s best known and least appreciated racetracks by those outside motorsport circles. It’s not until you drop into the paddock area having negotiated a short winding ridge road do you realise that this old dried up lake bed is easily one of the prettiest and most challenging tracks on the planet. It’s not a clinical Tilke-designed F1 playground; its organic layout simply follows the contours of the rolling hills that are such an appealing feature of the Carmel Valley in coastal California. However, additions in the late 1980s to meet Fédération Internationale de Motocyclisme (FIM) and Fédération Internationale de l'Automobile (FIA) safety laws, and a new infield section to bring the track up to minimum length to host certain races, have altered the track’s original charm. The original track was shorter and much faster. There was a straight between the current Andretti Hairpin and today’s Turn 5 which used to see tight, high speed racing. There’s no doubt that the modern layout is far better for racers and spectators who are able to see a larger portion of the track action once they’ve scrambled up the hill behind the pits. Elevation changes make the track exceptionally challenging from a driver’s point of view. At 55m, it's not a huge distance, however, over a two-and-a-half mile lap in a compressed location, it's astounding. The blind crest over the start-finish line is taken flat in most things – which must be frightening for anyone behind the wheel of a thunderous 1964 Chevrolette Corvette roaster,

or a ‘78 Camaro as its 7.4-litre V8 screams towards the redline. The crest has a kink to the left, immediately after which, in the original track layout, would have simply meant a little correction on the steering wheel as the car got light on its springs over the hump before the lengthy run down to Turn 2 (now Turn 5). Now, it means anyone driving the classic beasts that comprise the annual Rolex Monterey Motorsports Reunion – run as part of the annual week-long Pebble Beach event – has to get on the anchors as soon as the car settles after the crest to make the double apex Andretti Hairpin. Laguna Seca is probably best known, however, for the Corkscrew - another notoriously difficult corner to get right. From an engineering point of view, the Corkscrew wasn’t supposed to exist. The Rahal Straight (named after another legend Bobby Rahal) was supposed to feed directly into the downhill section into Rainey Curve (named after motorcycling ace Wayne Rainey), but the contours of the land conspired against that. Instead, the circuit inherited one of the most challenging corners ever designed into a racetrack. The approach is at incredibly high speed, uphill and into a very short braking zone. The turn-in point is blind, and so too is the point at which you need to address the following righthander. You can’t see the kerbs at all until your bonnet line dives over the crest of the turn, by which time you’re committed to either a good line or hammering over them. If you’re too slow, acceleration out of the Corkscrew is laboured downhill through the V o l a n t e | M ay 20 1 5 |

Rainey Curves. Too fast, and you run the risk of missing the corner entirely. Racing here must be both exhilarating and terrifying in equal measure. Alex Zanardi famously clinched victory in the 1996 CART race here by passing Brian Herta on the inside of the Corkscrew. A manoeuvre that must take incredible courage. For our sessions in the AMG GT S (see page 50), Bernd Schneider placed a cone on the tyre wall opposite the Corkscrew’s second turn-in point. I’d talked to him about trouble I was having getting the corner right and his advice was simple. “Watch what I do. Turn in late and point directly at the cone. As soon as you see it, turn again and get on the power.” It worked. While Schneider is clearly a master at this game, changing tiny things about the way you tackle a section of track unlocks valuable seconds that only experience and time brings. The wide track makes the plunge through the long left-hand Rainey unnervingly flat-out too, while the unnamed Turn 10 is faster than it looks with a little runoff which lets you get on the throttle a bit earlier than you may imagine, before hauling the car to almost a standstill to make the final Turn 11. Schneider had us running laps at a regular cadence of around 1 minute 44 seconds which, given that the lap record for a production car of 1 minute 29 seconds is held by the ultra exclusive Porsche 918, isn’t too bad given the slippery track conditions. It’s about the pace you’d expect to see out of a Mustang Boss Trans Am racecar during the Monterey Motorsports Reunion.

Milt Minter’s Chevrolet Camaro leads the Pontiac Firebird of Jerry Titus into the famous “corkscrew” at the 1970 SCCA Trans-Am

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

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.

Get The Lo Down

e pride ourselves on recommending only the finest grooming supplies, and we are currently enjoying this luxuriant shaving crème from cosmetics newcomer Nancy Lo London. Using only the finest natural ingredients, the company expertly blends this soothing balm in England, employing experienced artisans to do so. The ultra-rich formula uses cetrimonium chloride and glycerin, which actively combine to not only soften hair follicles, but to provide the perfect glide for your razor, achieving an incredibly close and ultra-smooth shave. It’s infused with cooling tea tree extracts, nourishing vitamin E, and citric acid – a natural antioxidant – which rejuvenates tired skin cells, leaving your skin feeling soothed, refreshed and hydrated. This crème is completely free from chemicals, parabens, emulsifiers, artificial colours and animal by-products. Be warned, however, Nancy Lo markets this opulent accoutrement as “unisex,” so your significant other's legs might take a liking to it. www.nancylo.com

Sunburn? No Dice!

f, like our incumbent Managing Editor, you burn to a livid purple crisp at the first kiss of the summer sun, you’ll be well aware that without the right protection, prolonged exposure to the region’s harsh elements can lead to serious health issues. Therefore, we recommend you pick up a tube or two of this Kiwi concoction from Antipodean apothecary, Triumph & Disaster. Using Zinc Oxide, Titanium Dioxide, green tea and jojoba as its key ingredients, No Dice SPF 50 for your face will offer an impenetrable barrier against UVA and UVB rays projecting from that searing fireball in the sky. This sunscreen is 87% natural and is free of denatured alcohol. Eightyseven percent natural and 100 percent non-whitening, means that you can be ultra safe without looking like Marcel Marceau. It’s perfect for serious occasions when looking funny is not ok. It's non greasy – so no more shiny nostrils, dripping brows or stained necklines; No Dice goes on dry and absorbs quickly. It has been engineered for those occasions when you are in the sun, but don’t wish to smell like a pineapple or look like a clown and, best of all, because the sun can’t do its damage, you won’t walk into work after a weekend in the great outdoors looking like an un-struck matchstick. www.triumphanddisaster.com

An Essential summer ITEM

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an iconic scent We might have already mentioned once or twice that Dunhill has deep motoring roots. Well, good old Alfie has once again dipped into the world of cars for inspiration, delivering this fine fragrance as a result. Dunhill ICON is a stylish new scent that the luxury men’s fashion brand says is designed with a new generation of global customers in mind. Conceptualised by Master Perfumer, Carlos Benaim, the ingredients are gathered from places where the newly perceived “Dunhill man” – a chap who is a worldly, sophisticated traveller with a smell as exotic and distinctive as he is – may visit. ICON opens with a blend of “rare and expensive” ingredients: sleek top notes of Italian bergamot and neroli absolute intertwine with a pinch of black pepper. The mid-notes of cardamom and lavender de Provence add a unique twist of masculinity and originality. At the base, there’s the warmth of smokey oud wood and an oris leather accord, while depth is created by earthy vetiver and a hint of oak moss before it's poured into the very masculine bottle, embossed with Dunhill’s iconic machine-turned, signature diamond pattern. Gentlemen, it’s time to musk up.

www.dunhill.com

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

accessorise all areas the man-bag is becoming ever more prevalent in fashion circles. however, carrying a male

“clutch” will simply

make you look ridiculous. here are three styles that won’t.

The Weekender

The Workhorse

he attaché case is the classic bag you need to lug your sandwiches, documents and electronic devices to the office. An attractive, highquality case projects an air of confidence and success. Ideally look for something leather, in shades of black, brown, camel or cordovan, that have been oil tanned, hand stained and glazed. The great thing about leather is that as the years tick by, constant use will produce a beautiful patina, making the bag unique to you and an extension of your character. Try and avoid any made from aluminium. You may think that it looks modern and contemporary, but you will simply endure mocking secret agent and mafia boss jibes from your colleagues. Our recommendation would be this rather beautiful effort from Ghurka. The Counsellor No. 95 is big enough to carry a 15-inch laptop, has two divided interior compartments, interior utility pockets, an exterior rear pocket and is finished with high quality brass details. www.ghurka.com

gentleman needs a good, stylish, sturdy bag for those romantic weekend getaways and business trips. Something that fits as well in the boot of a Rolls-Royce as an Italian exotic. It needs to be big enough to fit a couple of shirts, some underwear, a pair of trousers, your dopp kit and the other accoutrements that a man on the go will require for a couple of days, but small enough to carry comfortably. Much like the gorgeous Pavoni Driver’s Bag we featured in issue 1, in fact. However, while that’s a favourite of ours, there are plenty of other great bags out there, like this rather smart leather weekend bag from the chaps at Crewe-based luxo-barge builder, Bentley. In fact you could imagine W.O. himself packing one of these beautiful bags for a three-day sojourn to Le Mans to watch the famous Bentley Boys’ 4½-litre Blowers in action. Crafted from fine, hard-wearing leather, this black and tan-coloured holdall is built with all the quality you would expect from a product bearing the “Winged B” badge and is stylish enough to be used for business or pleasure. www.bentleymotors.com

The Socialite

essenger bags have been a staple accessory for men since ancient times, but the shape and fit we have come to recognise as such has been in play since the early days of the postal service and the Pony Express. With a strap that slings over the shoulder for comfortable transport, but with easy access to the contents, they are not only functional, but can be a stylish addition to any casual outfit. There are many different styles, but for something that will look as cool at the beach as it will at the bar, we recommend

this iconic design from Fred Perry. Perhaps one of the most recognisable articles of the 1960s Mod movement, this square PVC messenger bag went hand-in-hand with the scooter culture that has seen a resurgence in recent years. This cool, compact and functional bag has an adjustable strap, with a slip pocket and Fred Perry’s trademark tipping across the front. Designed in the classic two-tone maroon and navy colour scheme, and finished with the brands iconic Laurel Wreath logo in debossed gold, this is an ideal carry-all for any relaxed social occasion. www.fredperry.com

Under No Circumstances...

ever ever, under any circumstances – no matter what designer label or badge it wears – ever wear a “bumbag,” or as they call it in the colonies, a “fanny-pack.” Unless you are a Florida golden girl or a Bavarian beer connoisseur, there is absolutely no excuse for strapping one of these hateful creations to your waist. If you are travelling, it will make you a target for unscrupulous locals and a laughing stock to almost anyone with a sense of style – even if it is a Louis Vuitton. V o l a n t e | M ay 20 1 5 |

| G ra n d To u r i s m o | Rev C o u n t e r |

Elegance Timeless

Enzo Ferrari himself proclaimed the Jaguar E-type to be the “most beautiful car ever built,” so any watch that pays homage to such an automotive icon would have to embody the same timeless aesthetic. That’s why the new Bremont E-type MK1 now sits at the top of the Volante watch wishlist. 78

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esthetically beautiful, a paragon of classic style and, above all, utterly capable of performing to its raison d'être. We could be describing the wonderful E-type Jaguar, but in this instance, it is the latest watches from Bremont – designed in homage to the quintessentially British sports car – that currently have us checking the contents of our piggybanks. Jaguar and Bremont’s latest collaboration was announced at the recent Baselworld Watch Show, with two watches dedicated to the 1961 automobile. Our favourite of the two is the MKI, pictured here. Bremont worked closely with Jaguar’s Director of Design, Ian Callum to capture the E-type’s essence in a wrist watch, homing in on the car’s signature dashboard. The rev counter-inspired dial features a date window at 6 o’clock, an off-set small seconds

“It simply looks absolutely right when you wear it in the driving seat - almost as if it had been designed alongside the car back in the 1960s.” indicator and a distinctive “red line” quadrant between three and four o’clock which emulates that on the actual car. Under the hood, behind the dial and doubledomed crystal of the 43mm stainless steel MKI, lies a new horological engine with date functionality based on Bremont’s proprietary selfwinding BWC/01 movement. On the reverse you can view the beautifully finished movement through the sapphire crystal case back, but the thing that really makes our wallet pocket itch is also one of the most intriguing features of the watch: a striking automatic winding weight, crafted to be an exquisitely detailed miniaturisation of the E-type’s iconic three-spoke steering wheel, complete with Jaguar’s “growler” badge at its centre. Further automotive imagery can be seen in the “tyre tread” winding crown, which is topped with V o l a n t e | M ay 20 1 5 |

the Jaguar heritage logo to match that of the dial, while the watch sits on a perforated “racing” strap in true ‘60s style, though the watch also ships with a more traditional-looking spare leather strap. “The result is a watch which subtly relays some of the codes of the E-type,” Callum explains. “They simply look absolutely right when you wear them in the driving seat – almost as if they had been designed alongside the car back in the 1960s.” The good news is that unlike the limited edition watch celebrating the equally rare E-type Lightweight continuation cars that hit the market last year – the fruit of Jaguar and Bremont’s previous collaboration – neither the MKI nor the MKII are limited edition pieces. However, their annual production will be capped, though the company has not disclosed by how many, in order that they will always remain as special as the cars that inspired them.

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

preppy yourself for summer! it’s often dismissed as

“preppy,” but the polo shirt has been a quintessential summer staple for gents since the 1920s.

Anyone For Tennis?

he polo shirt’s origins are steeped in sporting prowess, but not, as you might think, on horseback, as the name suggests. It was, in fact, invented by French seven-time grand slam-winning tennis player, René Lacoste. At the time, tennis attire was pretty formal, with tennis whites requiring a long-sleeved, collared dress shirt. It was quite restrictive and Lacoste felt it was too cumbersome and uncomfortable. Equally, he was frustrated that his rolled-up shirt sleeves kept slipping down.

Pop It When It’s Hot

hanks to that heinous reality TV show, Jersey Shore, the popped collar has been forever marred by its asinine, perma-tanned male protagonists. However, the whole point of the polo shirt’s collar – as René Lacoste and numerous recreational sailors will attest – is to be functionally worn up to protect the neck from the sun. If you sport your upturned collar in the proper context, you will rarely be mistaken for anything but a nonchalant gentleman. It can work indoors sometimes, when there is a casual, untucked ease about your look, but for the most part avoid it. Follow a similar rule of thumb to that of sunglasses: pop it while it’s hot; drop it when it’s not.

He set about developing a white, short-sleeved, loosely-knit piqué cotton shirt (he called the cotton weave jersey petit piqué ) with an unstarched, flat, protruding collar, a buttoned placket and a shirt-tail longer at the back than in the front. He debuted it at the 1926 US Open championship. The American press nicknamed Lacoste “the crocodile” so when, in 1933, teamed up with André Gillier to market his now famous shirt in Europe and North America, they featured a small embroidered crocodile logo on the left breast.

The term “polo shirt,” which previously had referred only to the long-sleeved buttoned-down shirts traditionally used to play “the sport of kings,” soon became a universal moniker for the tennis shirt. Even tennis players often referred to them as a polo shirt, despite the fact that their sport had used it first. Many years later, in 1972, Ralph Lauren furthered the already widespread popularity of the polo shirt. Lauren’s shirt imitated what, by that time, had become the normal attire for polo players who, like golfers as well, had adopted the more comfortable apparel. His Polo line of clothing, accessories and fragrances became immensely popular – and remains so today. Like Lacoste’s crocodile, Lauren added an embroidered emblem – that of a polo player and pony – on the left breast of the shirts, which ensured that the design and style became synonymous with the sport. So much so, in fact, that pretty much everyone now refers to Lacoste’s design as a “polo shirt.” Since then, it has become the lynchpin of the “preppy” style of dressing, but the fact remains that the features, such the upturned piqué collar and the light, breathable material built into Lacoste’s original design, make it the perfect summer wear.

three of the best These are three perfect polos that you can pair with jeans, shorts and linen slacks for both casual and semi-formal wear.

The classic Lacoste polo in crisp white.

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An iconic Fred Perry double-tip polo.

Ralph Lauren’s signature navy blue polo

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

An essential SUMMER item

candy crush pair your polo with some of these top-notch threads to complete a colourful, dapper summer look.

Hackett London

Tip Of The Hat

Hackett Red Seersucker Jacket Hackett Pastel Pink Striped Shorts

firm favourite of the Volante team, the modern-classic stylings of Jeremy Hackett’s global retail empire always strike the right seasonal chord. This summer, the doyen of accessible tailoring is flashing candy stripes and light fabrics to ensure you look as cool as you feel during the searing summer months. All of these items will pair well with a flat-coloured polo shirt – you can’t go wrong with white or navy – and you can mix and match to fit your destination. Look good on the boat with pastel pink shorts, some navy boat shoes and a matching popped collar polo or, for a picnic at the beach, match a pastel pink or blue polo with white tricotine trousers and colourful espadrilles. By the time the evening rolls around and it’s time to visit the country club, go classic white (collar down), with a red candy striped jacket and light grey stripe barre seersucker slacks. Whichever way you play it, there’s plenty of combinations that will keep you looking fresh. Don’t wait ‘til the heat kicks in though, you can find Hackett’s summer collection in stores and online now. www.hackett.com

Best Foot Forward

ootwear says a lot about a man, as the old saying goes. That applies during the summer, too. That means, while you can be a bit more fast and loose with colours, you still have to have the right style for the right place. Here are few of our favourites, which we’ll be looking to

Hackett White Tricotine Trousers Hackett Grey Stripe Barre Trousers

Add a stylish touch to your look with a classic-style straw hat. There are loads of good-looking quality straw hats around from Hackett, Paul Smith and Eden Park, but if we had to choose we’d go with a traditional Panama. Hailing from Ecuador, where woven hat-making has been a trade since the 1600s, the Panama has been a regularly produced style since the late 19th century. Worn by miners during the California Gold Rush and sported by president Theodore Roosevelt at the construction site of the Panama Canal in 1904, the hat has retained its popularity for more than 100 years. Lightweight and breathable, it’s the perfect addition to a summer outfit, with the broad brim offering welcome shade to the face and neck. Fortunately though, you don’t have to travel to Ecuador or Panama to get a good one, just pop along to Mr. Porter and snap up one of these heat-beating hats from London-based Lock & Co. Hatters.

www.mrporter.com

step out in over the next few months, from the semi-formal moccasin style from Eden Park (which will look good with linen slacks), a simple, but elegant Hackett boat shoe (paired with shorts and a polo), to a more casual, but no less bold, Castañer espadrille (which is perfect for the beach). Castañer Pablo Canvas Espadrille, available at www.mrporter.com

Hackett Dockside Boat Shoe, available at www.hackett.com

Eden Park Moccasin, available at www.eden-park.com

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

Travel in Style whether you’re on land, sea or travelling in between, plan for summer by kick-starting your wardrobe for the warmer months ahead. ranging from striking patterns to classic polos, mix and match these handpicked items for a bold yet relaxed look.

1. Sunglasses by Oliver Peoples available at East Dane 2. Nappa Passport Case by Bottega Veneta, available at Forward by Elyse Walker 3.Mid-length swim shorts by Vilebrequin, available at Mr. Porter 4. Cotton Polo Shirt by Hackett, available at Mr. Porter 5. Leaf-Print Cotton Shirt by Billy Reid, available at Mr. Porter 6. Cotton Chinos by Polo Ralph Lauren, available at Mr. Porter 7. Shorts by French Trotters, available at East Dane 8. Jacket by Raey, available at Matches Fashion 9. Horsebit Loafers by Gucci, available at Mr. Porter 10. Weekend Bag by MelindaGloss, available at East Dane 11. T-shirt by Burberry Brit, available at Matches Fashion 12. Navy Loafers by Crocs

“I

change between two styles to match a scene when you ’ re travelling .” -J unya W atanbe

Compiled by Yara Jishi

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think it ’ s fun

that you can

Driven mEn

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Ayrton Senna was one of the most complex personalities of F1’s modern era. He is revered in his home country of Brazil, and is widely regarded as a driving genius throughout the rest of the world. Here, though, Damien Reid remembers a time when he was the sport’s public enemy number one.

Perfectly Flawed Words: Damien Reid pictures: Getty / Corbis

veryone loves a villain and at the last race of the 1990 Formula One World Championship, there was none bigger in the sporting world than McLaren-Honda’s newly crowned double world champion, Ayrton Senna. Fifteen days earlier he had claimed his second of three titles after he deliberately crashed into arch-rival, Alain Prost’s, Ferrari in Japan as payback for what was a near identical move between the two 12 months earlier when they were team-mates. That time however, it was Prost who hit Senna in a last ditch and ultimately successful bid to win the ‘89 title and Senna carried that grudge for a full year before serving up revenge. The vocal Italian press was after his blood while the French-based ruling body of motorsport, FISA, sided with their countryman in the Ferrari and was keen to make an example of the brash young Brazilian. He was accused, no less, of trying to kill Prost in order to win the title and was famously mocked afterwards about his belief in God and the admission of his steely-cold, win-at-all-costs tactics. This was sporting opera at its best and I was a front row spectator. It was an era which we look back on now with romanticism as the hallowed

“Senna-Prost” days. Those all-conquering red and white McLaren-Hondas have reached a near immortal status, but it was their total dominance which also made that time one of the most boring of the modern F1 era. The McLaren-Hondas were so superior, winning 18 from 19 races in 1988, that the media was begging for a story, a diversion to bring some interest back; a rivalry. The relationship between Senna and Prost was always fragile, but it was nonexistent after Senna reneged on a pre-race agreement to not overtake through the first corner of the 1989 San Marino Grand Prix. Mutual trust was completely out of the window. My first real exposure to the flawed genius of Ayrton Senna came later that year on a Saturday afternoon during the post qualifying press conference in Adelaide when Senna and Prost would be reunited in front of the media for the first time since the first Suzuka crash. Alain Prost claimed the title, but only after the intervention of FISA president, Jean-Marie Balestre, who disqualified Ayrton, despite strong evidence in his defence. Following the crash, the newly crowned world champ accused Senna of deliberately ramming him to keep the championship alive and believed that 

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| Dr i ve n Me n | Ayr t o n S e n n a |

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"The same moment that you are seen as the best, the fastest and somebody that cannot be touched, you are enormously fragile because in a split second, it's gone.

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| Dr i ve n Me n | Ayr t o n S e n n a |

Senna thought he was invincible and could kill someone. "Ayrton has a small problem. He thinks he can't kill himself because he believes in God and I think that's very dangerous," Prost said. Had Senna not been eliminated, the title would have gone down to the wire in Adelaide, the scene of our press conference. Between Japan and Australia, Ayrton didn’t reply to Alain’s accusations in detail, but without warning and with Prost by his side, his emotions bubbled over in front of a stunned media corps which could not believe its luck. With charisma that could quieten any room, eloquence and a spirituality that millions felt they could identify with, Senna had the entire press throng in a trance. His dark eyes were windows to a soul of complexity and volatility. Who else could hold a room full of journalists, all on deadline, captive for over two hours as he delivered a unbreakable monologue of soap opera proportions, leaving Prost to watch in awe, before eventually walking out. My 6pm deadline was looming but it became obvious he was in for the long haul. His eyes welled with tears and his hands at times were held in a prayer-like clasp as he looked above for a divine intervention. He explained in excruciating detail the events of Japan, the treatment from Balestre which he considered not only unlawful, but unethical and even immoral. Footage showed Prost had rammed him and McLaren boss, Ron Dennis, backed Senna, yet his appeal was not only dismissed by Balestre, but included a $US100,000 fine and a six month suspension for questioning his authority. My notepad full, I left a tape recorder running while I ran back and phoned in to the newsdesk begging, pleading with them to hold the back page, as this was the off-track performance of a lifetime. "You are doing something that nobody else is able to do," Senna said. "The same moment that you are seen as the best, the fastest and somebody that cannot be touched, you are enormously fragile because in a split second, it's gone. "These two extremes are feelings that you don't get every day. These are all things which contribute to - how can I say? knowing yourself deeper and deeper. These are the things that keep me going." I filed the basic sport story and went back because he was still in full flight. For another hour and a half he held the floor and every chair in the press room was accounted for. Triple world champ, Sir Jackie Stewart, put off a function to stay and his response to me straight after was of utter astonishment in this man’s absolute belief in his actions, his God and his unwavering commitment to what he believes is right. The sense of injustice from that incident burned inside Senna for a full year until the following season’s championship came to its climax, at the same track in Japan. Senna on pole, Prost next to him in P2. It was on. Earlier that year, I spent time with Ayrton in the small medieval village of Riolo Termé, a 15-minute hard thrash in a rented Fiat Uno on a windy B-road, away from the Imola

1989 SAN Marino

1989 SUZUKA

1989 Adelaide

1990 MONACO

1990 SUZUKA

1994 IMOLA

1989 San Marino Senna sparks a bitter rivalry with Prost. 1989 Suzuka Prost crashes into Senna to claim the 1989 title. 1989 Adelaide Senna takes pole position in the wet. 1990 Monaco Prost, now driving for Ferrari, duels with Senna. 1990 Suzuka This time Senna collides with Prost to claim the 1990 title. 1994 Imola medics rally at the scene of his fatal crash. Below Senna's two-hour press conference in Adelaide.

circuit and that weekend’s San Marino Grand Prix. It was a quick chat for the paper but I had his undivided attention. Before social media and camera phones, if there wasn’t an official camera around, you could be assured that no one was taking pictures, so he was free to sit with us, unbridled of the garish sponsored shirts, caps and glasses. Wearing a casual jumper over a collared shirt, jeans and moccasins, this wasn’t Ayrton the Marlboro-Honda walking billboard and feuding F1 race driver, but Ayrton the rich Brazilian guy who loved driving fast cars. Senna was a complex character with two very distinct sides 

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| D r i ve n Me n | Ayr t o n S e n n a |

and, at Imola, I saw the less publicised side of a man who maintained his own charity to aide Brazil’s homeless, who was sensitive to the fact that he was famous and wealthy while much of his country lived in poverty and who, at the end of the day, was a shy, introvert who didn’t enjoy the spotlight the sport had forced upon him. Five and a half months after that interview at Imola, three days before the Australian Grand Prix, I was among a crazed news scrum at the local Shell petrol station in Adelaide - one of McLaren’s sponsors - waiting for the superstar villain to arrive. In what felt much like Groundhog Day, this was again two weeks after his crash with Prost, now driving for Ferrari, at Suzuka. However, this time Senna had deliberately crashed into the Frenchman in order to take him out of the race and be declared 1990 World Champion. It was a deliberate and calculated move and it may have been 12 months since that emotional Adelaide press conference, but it could just as well have been 12 minutes. Senna’s limousine turned into the forecourt and amidst a blaze of flashes and TV cameras he emerged from the rear of the heavily tinted car to make his way into the shop. I was fighting off bulldog-like newsmen with their giant camera tripods and boom mics to get into the venue. Through the melee, Senna the flawed superstar, behind a pair of aviators, recognised me from our Italian interview months earlier but I was clearly struggling for air under the media scrum. He changed course, walked over to the media throng, lent through the cables of cameras and sound mics and grabbed me by the elbow. Despite the surrounding anarchy, he was calm and forthright as he said to the TV crush in an almost soft, yet affirmative voice, “wait, wait, let the young man through, please!” Senna gestured me to step forward and walk with him into the venue, offered me a seat, front and centre, and after the formalities were addressed and the conference was underway, allowed me the first question of the Q&A which he answered in detail. With the weight of the world on his shoulders and the small matter of a race that weekend, it was a small gesture that exposed his humanitarian side and not the reckless race driver. He talked often of his own mortality, but tested its limits as soon as the lights went out to start a race. He preached morality but there were times when he was prepared to forsake it. With his determination and self-belief in his God-given talent, came a sense of entitlement that was less attractive and which led him to take actions that put his own life, and others, at risk. Twenty-five years later I still get shivers thinking about that steely determination which I’ve only seen since in Michael Schumacher. It was an almost out-of-body experience, not just for him but for anyone in his presence. It’s therefore particularly hard, bloody hard in fact, given that Imola, the venue of our first European meeting, would be the one to claim his life six years later, aged only 34, and in what seemed like a recoverable impact. The 305km/h Tamburello corner has claimed many scalps

Clockwise from top: Senna in full flight on his home turf; Prost is joined by Emerson Fittipaldi, Christian Fittipaldi, Jackie Stewart and Gerhard Berger as pallbearers at Senna's funeral in Brazil; Senna and Prost pose for the camera as teammates.

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over the years but his remains its biggest. In 1989, I was stood 200 metres away when Gerhard Berger’s Ferrari went off at Tamburello on lap four and burst into flames, trapping him inside. A pall of thick black smoke ballooned into the sky like a bomb and the hysterical Italian crowd fell silent for the only time that weekend. Berger’s blackened Ferrari was stretchered past us on the back of a truck partly covered under a tarpaulin and at the time we thought he was dead. Ironically, it was the re-start of the race which ignited the whole Prost-Senna feud when, as mentioned earlier, Ayrton reneged on his word and passed Alain into turn one. It seemed impossible that Gerhard could survive being trapped in a carbon-fibre bathtub, engulfed in a ball of flames for 26 seconds, yet I remember seeing his larrikin-like grin two weeks later in Monaco as he showed us only slight scarring to his right hand. That was why, five years later, every person watching around the world prayed for Senna to raise a thumbs up from his stricken cockpit on that fateful May day in 1994. A gesture that, sadly, never came. In a posthumous way, Ayrton taught me some of the steelycold approach that had to be taken to cover his death with objectivity and without emotion. He was the most complex character I’ve ever dealt with. He was a force of nature, a powerful combination of spectacular raw talent and terrifying determination. A man whose calculated, uncompromising aggression on the track was often mistaken for recklessness, but whose skill and belief in his own abilities helped the villain to become F1’s last tragic hero.

The clubhouse

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| T h e C l u bh o u s e | Au t o m o bil ia |

automobilia curios and collectibles that every deserving man-cave should have.

A Stirling Idea

f you are reading this magazine, then you probably find some aesthetic satisfaction in the way car engines work. All those small pieces coming together to work in perfect harmony; forming something that is more than the sum of its parts. Equally, for those of you out there who restore classics, or enjoy an afternoon tinkering under the bonnet, there is a satisfaction of creating something with your own hands. That is why we are completely enamoured with these Sterling Engine kits from Hermann Böhm. These uniquely intricate and beautifully designed engines serve no purpose other than to

be admired, but the real beauty of them is that they are relatively simple to construct. As well as these gorgeous desk toys, Böhm also produces a number of working model cars, all with the same “steampunk” styling but shaped to look like early Fords. Hewn from stainless steel and brass, these wonderful curios are based on the principle of engines created by Scottish minister Robert Stirling in 1816. The Stirling engine uses heat to increase the temperature of a liquid or gas, which in turn fire the pistons and cause the engine to run. The kit pictured – the HB12 – lets you build a desktop-size parallel twin engine in about 3 hours. The engine will not power anything of use, V o l a n t e | M ay 20 1 5 |

Big BOYS’ TOYS

apart from your imagination and problem-solving skills, but it will provide hours of satisfaction (and procrastination) as you get lost in the poetry of its movement. www.boehm-stirling.com

Take The Wheel

wonder what Fangio would make of this? In his day, the main thing you had to worry about as a racing driver was making sure you were faster than the other guy and whether you’d remembered to write your last will and testament before you pushed the starter button. Nowadays, it seems, you have to have a PhD in electronics to operate a modern F1 car – and we’ll freely admit that we have no idea what a lot of those switches and buttons actually do. Imagine having to remember as you take a corner at 200mph. The good thing is, you don’t have to learn in order to handle one of these superb 1:1 scale replica’s from model car specialist, Amalgam. Completely handmade using data supplied by Ferrari SpA, all the controls move and feel exactly like the original steering wheel that the actual drivers use at the helm of the F138. This very limited $2,800 replica comes with a leather display base and an acrylic cover and will be a superb centrepiece of any man-cave bar. Hurry though, at the time of going to press there was just one piece left. www.finemodelcars.com

Ford’s On The Ball

ometimes car companies have to allow their designers to stretch their creative muscles (well, except Porsche) and, in preparation for the recent Salon del Mobile, Milan’s prestigious international furniture and design event, Ford’s creative minds delivered this very covetable table football concept. Inspired by the new Ford GT, the table offers a playing experience like no other. Designed as an ecological greenhouse, the table is a

celebration of planet earth, featuring live grass and an open, stadiumlike environment to enhance the unique table football experience. The glass casing offers protection for the live grass, while the “players” are designed to be instruments of precision rather than people. Unfortunately though, this is just a design concept so, heartbreakingly, you’re not likely to find it in the Toys ‘R’ Us catalogue any time soon. www.ford.com

Table The Motion

Lamborghini V12 engine is a thing of beauty and the very thought of one will get most petrolheads hot under the collar. It is the pure mechanical expression of raw, unbridled power and machismo. And, while they often look far better nestled in the engine bay of a howling Countach or roaring Miura, Alain Gervasoni, founder of Gervadino Design, has created a more living room-friendly way to enjoy your favourite automotive powertrains, by dropping them into the middle of these stylish coffee tables. Gervasoni offers a choice of marques, including the Lamborghini V12 (pictured), a Porsche flat 6, a Ferrari V8 (or a Dino V6), a Maserati V6 and the block from a Fiat 500 Abarth. All of his creations are made to order, and will certainly be a conversation starter for guests visiting the man-cave, office, showroom or – if you have a very understanding partner – your living room. However, like the cars that these engines once powered, one of these tables will undoubtedly be a significant financial investment. Prices are available upon application, but you know the old saying: if you have to ask... www.gervadino.com

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| T h e C l u bh o u s e | M u s ic |

Music That Moves You with the volante staff unable to agree on the six best driving songs, we decided to turn over the shortlist to our loyal instagram followers and let them choose. you spoke, we listened. cue the music.

Born To Be Wild Steppenwolf Album: Steppenwolf (1968) Label: RCA Records

D 6

She Sells Sanctuary The Cult Album: Love (1985) Label: Beggars Banquet

rom the moment this song kicks in, your heart starts thumping and some sonicallycontrolled muscle pushes your right foot deeper into the carpet. It’s a song that lends itself well to a wide open, twisting road at the helm of a nimble mid-engined V8, with its driving beat and soaring guitar riff. Taken from the British rockers’ 1985 album Love, “She Sells Sanctuary” reached number 15 on the UK singles chart. Over the years, the song has been resurrected numerous times for use in movies, such as Buffy The Vampire Slayer, Layer Cake and Singles. The track, however, has solid “driving song” provenance, being used to advertise Nissan, the Ford Mustang and a rubbish Canadian beer, as well as providing the opening theme to a regular motorsport show on Radio Le Mans and appearing several times on Top Gear. Aside from the original 7” single, three other versions had been released around the same time on 12” formats: “The Long Version,” “The Howling Mix” and “Assault on Sanctuary.” In 1993, several more mixes were released on two different CD singles, each called Sanctuary MCMXCIII.

oes this song need any introduction? Widely regarded as the first ever heavy metal song, coining the phrase “heavy metal thunder” within its lyrics, “Born To Be Wild” has become synonymous with teenage rebellion and fast, hard, open road driving. Or, more accurately, riding, as Steppenwolf ’s biggest hit is more often than not associated with motorcycle culture than four-wheeled fun. This is in no small part due to its prominent inclusion in the 1969 cult film Easy Rider starring Peter Fonda, Dennis Hopper and a young Jack Nicholson who embark on a road trip through America’s southern states. Their Hippie characters juxtapose the societal landscape, issues and tensions in the United States at the time, enhancing the sense of rebellion and nonconformity that the song evokes to this day. It was the band’s most successful single, not only reaching number 2 on the Billboard Hot 100, but appearing at number 129 in a Rolling Stone poll of the 500 greatest songs of all-time in 2004 and being named the 53rd best hard rock song by VH1 in 2009. Now, in 2015, it makes Volante’s list of the best driving songs that “get your motor running...”

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Tamacun Rodrigo Y Gabriella Album: Rodrigo Y Gabriela (2006) Label: ATO Records

his was the first single off Rodrigo Y Gabriela’s eponymous second studio album. The Mexican duo’s recordings consist largely of instrumental duets performed on acoustic guitars, but their playing style, which is influenced by the genres of nuevo flamenco, rock and heavy metal, is very rhythmic and percussive. It soars and sweeps, with varying tempos and clever composition, and is the perfect accompaniment to summertime top-down driving, especially on the undulating roads found in the mountains and foothills of southern Spain. While unconventional by the standards of much of today’s commercial music, Rodrigo Y Gabriela have enjoyed huge popularity and much critical acclaim, playing to packed out arenas the world over. If you are still wondering “who the hell are these people and what is this song?” You have probably heard it before. “Tamacun” has appeared in a number of TV shows, including Breaking Bad, while the pair have contributed to the soundtracks of several Hollywood blockbusters including Shrek, Puss In Boots and Pirates of The Caribbean: On Stranger Tides. Inspired by places they have visited or people they have met, songs like “Tamacun” create a sense of motion through music and make for the perfect driving partner.

Born To Run Bruce Springsteen

THE PEOPLE'S CHOICE

Album: Born To Run (1975) Label: Columbia Records

n at number three is “The Boss” and his comingof-age, teenage lament “Born To Run” from his breakthrough album of the same name. It’s a first person love letter to every teenaged girl, from every teenaged boy that ever lived: a hot-roddriving protagonist who possesses the passion to love, just not the patience. It has become an anthem for teenage freedom and hot-blooded, hormone-driven first love that has stood the test of time. Even without all that, it’s a pulsating rock ‘n‘ roll tour de force which grabs hold of you from the first bar. Springsteen takes you on a four-anda-half minute journey; through the pulsating drum beat, the thumping bass line and the melodycarrying guitar riff, all the way past a sweeping sax solo before that “last chance power drive.” It has the same effect whether you’re driving a Dodge or a Dacia. It’s the song you play in the car as you cast off the shackles of the working week and break free from the rush hour traffic. You loosen your tie, put the pedal down and set a course for home and a weekend with your best girl.

1 Where The Streets Have No Name - U2 Album: The Joshua Tree (1987) Label: Island Records

ut of the 12-song shortlist we posted on Instagram, here it is: the song that you chose as your favourite. The people’s choice. Despite its political undertones, protesting the troubles in Northern Ireland at the time, this landmark track from U2, has resonated as a pulsating driving track, not because it is a fast and furious, riff-laden runaway rock train, but because it conjures up images of long, straight American desert roads; of running away from the claustrophobic conurbations of the modern world into the wilderness of the open country. In fact, it’s unsurprising that The Joshua Tree was the album with which U2 finally broke the American market, and the accompanying video for this song was filmed on the band’s US tour. The marriage of The Edge’s infinitely repeating guitar apreggio, Bono’s emotive lyrics (“I want to run; I want to hide. Tear down these walls, that hold me inside”), Larry Mullen Jr.’s up-tempo drum roll which is matched by Adam Clayton’s thumping bass line all come together in a perfect musical storm. A storm that encourages you to slip gear, throttle on and drive for the horizon to find that place, high on the desert plain, where the streets have no name.

Don’t Stop Me Now - Queen Album: Jazz (1979) Label: EMI

e’ll admit we were surprised that this one didn’t make the top spot. This, for us at least, epitomises everything about a great driving song. It’s a victory dance for the open road; it’s the feeling you have when your paycheque drops, or the first time you open the taps of a supercar; that feeling when you hit a perfect stretch of empty road in a

fast convertible on a sunny day. It makes you feel invincible and it prompts involuntary singing whenever it comes on at a house party. It’s an ode to supersonic speed, to unbridled power and living life to the fullest. It’s happiness in 12 bars. Despite coming second in our poll, though, those monsters of rock royalty can be pleased, because upon first release back in 1978, the song barely scraped into the UK Top Ten, managing just 9th spot. It fared even worse across the pond, managing only a paltry 86 on the US Hot 100. As it props up the leader on our list, it goes to prove that, 35 years on, nothing has quite managed to stop it – or Queen – yet.

Be sure to follow us on Instagram: @volante_magazine

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| E x h a u s t No t e |

our parting shot as we head off into the distance for this issue reflects on a once-in-alifetime opportunity to go dune bashing with a title-winning dakar duo.

A Mini Ride In Nasser’s Country, Man Words: James McCarthy Pictures: Mini Qatar / Madcats

ll I can see is sky, then sand, then sky again, before the world tilts 45 degrees on its axis. Sometimes it feels like we’re flying before we land, with a hefty jolt, back on terra firma. By this point, lesser men would have already been reintroduced to their lunch. In fact, some of the previous incumbents of the car seat I currently occupy, did clamber out of it looking a little worse for wear. I, however, am whooping for joy with every small flight and I’m smiling so hard my cheeks hurt with every shower of desert sand that double Dakar Rally winner, Nasser Al-Attiyah, serves up to the few brave – or suicidal – onlookers. I am a passenger in his ridiculously extreme Mini ALL4 Racing car, courtesy of the company whose badge this beast bears. It’s a dream come true, if I am honest. I remember standing on the VW booth at the 2012 Qatar Motor Show practically begging Al-Attiyah to take me out in his

2011 Dakar-winning Touareg. I look across to see Al-Attiyah, his languid smile hiding a steely-eyed focus, deftly piloting the car across surfaces that would make Ken Block cry. Negotiating 50-foot high dunes is Al-Attiyah’s bread and butter, and the machine he is using to do it is the state-of-the-art tool of his trade. The $1.4m Mini ALL4 Racing has little in common with the Mini Countryman upon which it is based. In fact, only the windscreen, the door handles, tail lights and Mini badges remain. The rest is hewn from carbon-fibre and tubular steel by X-Raid GmbH near Frankfurt. A 3.0-litre BMW inline-six diesel engine churns out

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300 horsepower, while its six-speed gearbox delivers a staggering 699Nm of torque. The car is capable of doing 130mph across sand, rock and, well, anything, for up to 500 miles before its 95-gallon tank runs dry. The interior looks like the inside of Apollo 11, with blinking lights and a myriad switches covering almost every surface, while huge foil-covered ducts hang behind each Recaro racing seat to pump cool air onto the driver and passenger. Despite that, I’m covered in sweat after being in-situ for just 15 minutes, I cannot imagine what it must be like for 10-hours a day over 5,600 miles of rough country. Al-Attiyah doesn’t seem too bothered by it though, laughing and high-fiving me as we fly across the flat sand at full-tilt and I realise, it definitely takes a special kind of man to win the Dakar. That being said, it takes an equally special kind of car to carry him over the finish line.

A Journal for the Gentleman Driver

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A Journal for the Gentleman Driver

Director of Publications Mohamed Jaidah m.jaidah@firefly-me.com General Manager Joe Marritt j.marritt@firefly-me.com Regional Managing Editor James McCarthy j.mccarthy@firefly-me.com Creative Director Helen Louise Carter production coordinator Ronald Alvin Baron International Sales Director Julia Toon, j.toon@firefly-me.com Regional Sales Area Manager, Qatar Chirine Halabi, c.halabi@firefly-me.com Area Manager, UAE Nesreen Shalaby, n.shalaby@urjuan-me.com Deputy Sales Manager Masha Ivanova, m.ivanova@firefly-me.com Printing & Distribution Distribution Manager Azqa Haroon Logistics Manager Joseph Isaac Printer Ali Bin Ali Printing Press, Doha, Qatar Publisher: Firefly Communications, PO Box 11596, Doha, Qatar. Tel: +974 4434 0360 Fax: +974 4434 0359 info@firefly-me.com www.firefly-me.com www.volantemagazine.com @volante_magazine

ÂŠ2015 Volante is published as a bi-monthly supplement to Sur la Terre Arabia by Firefly Communications in Qatar and Urjuan Media in the UAE. All material is strictly copyright and all rights are reserved. Reproduction in whole, or in part, without the prior written permission of Firefly Communications or Urjuan Media, is prohibited. All content is believed to be factual at the time of going to print, and contributorsâ&#x20AC;&#x2122; views are their own derived opinions and not necessarily that of Firefly Communications, Urjuan Media or Volante. No responsibility or liability is accepted by the publishers or editorial staff for any loss occasioned to any individual or company, legally, financially or physically, as a result of any statement, fact, figure or expression of opinion or belief appearing in Volante. The publisher does not officially endorse any advertising or advertorial content for third party products. Photography and image credits, where not otherwise stated, are those of Getty Images and/or Shutterstock and/or Firefly Communications / Urjuan Media, each of which retains their individual copyrights.

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