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THE DEFINITIVE ROAD & RACE CAR PUBLICATION
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TECHNICAL DATA: MERCEDES-AMG C63 S STOCK STAGE 1 STAGE 2
500.64 BHP & 739.81 NM 583.53 BHP & 860.40 NM 628.53 BHP & 917.21 NM
Engine Remaps | Rolling Road | Exhausts 05603 672 109 - www.gadtuning.co.uk info@gadtuning.co.uk - @gadtuningltd
WELCOME We’re now at the business end of 2021 and what a year it’s been. In January, there was a quiet optimism that our unprecedented vaccination programme would see us rise from the lows of lockdown, but nothing was guaranteed. On reflection, we can now celebrate the great work that’s been done to ensure that people received protection from COVID-19 which in turn granted us the freedoms which every single one of us deserve. The car world has certainly made the most of it. Events like the British Grand Prix and the Goodwood Festival of Speed which had capacity crowds were given the go ahead. Not deterred by the reduced threat of Coronavirus, car enthusiasts have relished the opportunity to get back to big shows, and smaller meets and drives all over the country. But what has opening up the country meant for Redline? Well, we’ve been able to attend our racing commitments and produce content following the twists and turns of the British GT Championship. We’ve managed to host our own events through our sister company Cars and Camber, and we recently attended the Gravity Show which was hosted by our friends from SlammedUK. And yes, we’ve covered it all in this issue of the magazine.
As for road tests, they never stopped because driving performance and luxury cars is what we love the most! In this issue, our main feature goes to the legendary Nissan GT-R Nismo. We’ve also reviewed the McLaren GT, Lamborghini Huracán Evo Spyder, and Bentley Flying Spur. We also took up the opportunity to test drive a very special, first-gen Audi R8 V8 with an open-gated manual. Delicious. Following on from our previous magazine, we’ve been back at the BRDC covering their SuperStars programme, and our regular news, columns and product reviews feature in this issue. Finally, we would like to offer our thanks to the manufacturers who support us with press vehicles, our sponsors who advertise with us, and to our readers for continuing to consume the content we produce. Just as a reminder, our magazines are available in print and online, and you can also find us on Instagram where you can see photos of stunning vehicles and keep up with our day-to-day activities via our stories. Our next issue won’t be ready until the New Year, so with that, we would like to wish you all a very happy end to 2021 and we can’t wait to do it all again in 2022. Warmest regards,
Mark Rose
Owner & Managing Director
TEAM REDLINE
CONTACT
Editor - Mark Rose Lead Photographer & Videographer - Dom Ginn Content Assistant - Stevo Jones Photographers - Ryan Hudson, Stephen Boroughs, Reece Gallacher, Neil Edgley Road Tester - Sid North Contributing Writer - Victor Harman Photography Assistant - Zac Davies
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CONTENTS INSIDE LINE 11 16 20 24 29 31
The Force of Gravity Manual Makeover Car News - Lotus Emira Car News - Tesla, Inc Column - POV: MINI JCW GP Column - ‘Ring Meister Stewart
ROAD TESTS 32 42 50 58
Nissan GT-R Nismo McLaren GT Lamborghini Huracán Evo Spyder Bentley Flying Spur W12
TRACK SIDE 66 Donnington Decider 72 Super Star Drivers 75 Cars & Camber Qualifying
DRIVER MARKET 78 Magazine Subscriptions 80 Driver’s Stuff 83 Our Partners
Please note, whilst we take care to be accurate, no liability will be accepted under any circumstances should any of the content of this magazine be incorrect. Reproduction of whole or in part without permission of the publisher is strictly prohibited. All rights reserved. Redline Magazine UK Ltd. Registered in England No: 10596691. Registered Office - The Old Grange, Warren Estate, Lordship Road, Writtle, Chelmsford, Essex, CM1 3WT. ISSUE 12 > Contents
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STONELEIGH PARK CV8 2LZ, WARWICKSHIRE A DAY OUT FOR THE WHOLE FAMILY GET YOUR TICKETS: WWW.GRAVITYSHOW.CO.UK
WORDS: Mark Rose | PHOTOS: Ryan Hudson
THE FORCE of
GRAVITY The Gravity Show bills itself as one of Europe’s premier automotive events, but does it live up to the hype? ISSUE 12 > INSIDE LINE
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hey say the best things come to those who wait, and while we’re advocates of getting off your backside to make things happen instead of hanging around in the hope that they will, we concede that we had no other option than to wait for COVID to blow over so we could finally attend the Gravity Show. We agreed to sponsor the SlammedUK hosted show back in March 2020, a couple of weeks before the first of two major Coronavirus lockdowns, and needless to say, that year’s event never made it off the ground despite multiple efforts to ensure it went ahead. However, fast forward to September 2021 and car shows were firmly back on the annual calendar thanks to an unprecedented vaccine rollout, with Gravity being given the green light to go ahead. Excellent. So, was the eighteen-month wait worth it? Damn right it was. Gravity’s fifth outing was also its largest to date and was hosted at Stoneleigh Park on the outskirts of Coventry, a perfect location when you consider the event attracts attendees from all over the UK and even Europe. The show played host to a wide variety of cars, exhibitors and entertainment, and attracted within the region of 14,000 people in just one single day. One of the wonderful things about large car events is the people
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they bring together. Regardless of your background, whether your car is affordable or expensive, modified or unmolested, old or new, Gravity attracted individuals from all walks of life and gave them a chance to indulge in their passion for cars. This was epitomised by the sheer range of makes and models on display, many of which had been worked on for hours to bring up to show standard. It’s easy to pigeonhole Gravity and SlammedUK as an event and brand for modified car enthusiasts – yes, there were a lot of modified cars on display – but there were also classic cars, supercars, drift and race cars, hypercars and everyday performance vehicles on show. Whatever you were in to, it was there for you to see. Highlights for us were a couple of modified 996 Porsche 911s which had been driven over from mainland Spain. Zenvo brought their TS1 hypercar to display and GVE London supplied a stunning selection of supercars which included a Lamborghini Aventador S, McLaren 720S, a 997 GT3 and a VF800 Supercharged Audi R8 V10 Plus. Other rare show cars included an R34 Nissan Skyline GT-R V-Spec II, a Renault Clio V6, Lancia Integrale, Marlboro liveried BMW 2002, and the official SlammedUK Audi R8 in its brand new satin black colour scheme. Of course, we had to bring something to exhibit alongside our
IMAGE: @Skelly_Photography
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“From start to finish, the outdoor arena was swamped with attendees who just couldn’t get enough of the smell of burning rubber”
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This heavily modified 996 was driven from mainland Spain.
show stand, so we sourced the latest Honda Civic Type R Sportline from the Honda UK press office. For the show, we pitched alongside our good friends at GAD Tuning who are the official Gravity and SlammedUK vehicle tuning partner. Also at the event were other friends of ours including Buds N Suds and Self Level. Every single exhibitor we spoke to had great fun showing their cars, talking to members of the public, and at GAD Tuning’s stand, running a lap time competition on their racing simulator. Punters were also treated to high-adrenaline live action throughout the day. Crewsade and Fast R teamed up to keep the crowds entertained with electrifying drift car performances and head-to-heads. For lucky members of the public, a real highlight would have no doubt been the appropriately named ‘Power Hour’ where people were able to take their own cars into the mayhem. We hope they participated before eating their lunch! Even Nathan Black, the live action MC, couldn’t help but comment on how the crowds came out in force for the live action entertainment. From start to finish, the outdoor arena was swamped with attendees who just couldn’t get enough of the smell of burning rubber, and the sound of screaming engines and rear tyres being punished until they were threadbare. The atmosphere was truly palpable. Indoor entertainment was also in
This mad Lambo won ‘Best in Show’ and it’s easy to see why!
constant supply thanks to Gravity Show and SlammedUK resident DJ Daniel Mayes. Not only has he been spinning tunes for Gravity since their first event, but he also provides the vibes for all the SlammedUK Coffee Mornings throughout the year. The day was wrapped up with sixteen different awards and a car competition finalé. Phil Morrison won the ‘Best in Show’ award with his GT1 race car inspired Lamborghini Murciélago which he’s spent more than two years building. And to top it off, one lucky 7-Days Performance competition winner walked away with a £100,000 cash prize after winning the raffle for a Lamborghini Huracán. We entered ourselves and unfortunately our luck wasn’t in, but if we had won, we naturally would have taken the Lambo and ran! Sorry, we mean drive off … Jordan Clarke who owns SlammedUK and organises Gravity called it the biggest weekend of his life. We don’t blame him. It was one of the most exciting car shows we’ve been to. Period. Congratulations to him and his amazing team for putting on such an incredible, inclusive and diverse show that really does cement itself as one of Europe’s premier automotive events. We can’t wait to do it again next year with 2022 promising to be even bigger and better. Hopefully we don’t have to wait so long for the next one.
MANUAL MAKEOVER Hot on the heels of the 2021 Gravity Show, we take the official SlammedUK Audi R8 for a spin. WORDS: Mark Rose | PHOTOS: Ryan Hudson ’m going to go out on a limb and suggest that Audi never imagined what a modified R8 would look like when it was originally introduced back in 2006. By this point, the modified car scene of the 90s and early noughties was thankfully on its way out – people finally cottoned on to the reality that wasting big money on parts for rust buckets was financially irresponsible – and a more measured approach to car customisation was increasing in popularity. Affordable car finance has also had a big impact on the present day car scene. If you don’t have loads of money saved but command a decent enough wage, you can go to your local car dealer and purchase a cool ride. And let’s be honest, no one actually ever wanted to cruise around in a Vauxhall Nova or Citroen Saxo, so enthusiasts just bought the best they could afford and then done tacky things to make them stand out. The current car scene is less ghastly and more tasteful, and the official SlammedUK Audi R8 might just be the car that epitomises the modern approach to modifying. While the thought of molesting a first generation R8 with a V8 engine and manual gearbox might be sacrilege to some, Jordan Clarke recognises that if his automotive lifestyle brand is to stand out, then he needs to do something that gets people talking and sharing. I love the OEM look just as much as the next purist, but I also enjoy the creativity that goes in to transforming a standard car in to a modified one, providing it’s done tastefully. The list of mods on Jordan’s R8 is extensive but well thought out. Externally, the R8 is carrying some carbon fibre goodies including a splitter from CT Carbon, a ducktail spoiler and diffuser. The side skirts are supplied by Prior Design, and the R8 also sports a honeycomb grille and genuine R8 GT rear lights. All of this is wrapped in satin black with custom logos, and finished with gloss black trims. The standout modification though are the alloys. The 20-inch SLM555 two piece split wheels are custom made for SlammedUK in collaboration with Tekoa. Not only do the silver alloys break up the Batman-spec appearance, but they sit snug within the arches, especially when the custom Intermotiv air suspension has the R8 sat flush with the floor.
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Between the mods and satin black wrap, Jordan may as well be driving the Batmobile.
“You can hang on to the gears and listen to the V8 motor scream itself to the rev limiter”
Imagine seeing this in your rear view mirror!
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Do seats come any cooler? We think not.
Jordan hasn’t skipped on the interior mods either. The cabin benefits from an upgraded headunit and custom facia, forged carbon steering wheel, and a SlammedUK weighted aluminium gear shifter. Of course, a special car needs some special seats to finish the look, and so the R8 has been fitted with Recaro Wingbacks which are fully trimmed in Alcantara. Not only do they look excellent, but they are beautifully finished and hugely supportive when out on the road. To drive, the R8 still feels as Audi intended, despite the raft of modifications. Jordan insists that the 30,000 miles he’s covered in this now 65,000 mile example have been problem-free. The only money that’s been spent on maintaining the car has been for the usual wear and tear items, and that there have been no mechanical issues to worry about. This means it can be driven as intended without having to treat it with too much mechanical sympathy. The naturally aspirated 4.2 litre V8 engine has a stage one remap which brings the power up to approximately 450bhp, meaning it will get to 62mph in less than 4.5 seconds and top out somewhere north of 187mph. Sure, it doesn’t have the potency of today’s crop of supercars, but it feels more than fast enough for the public road. The real joy in driving an early V8 manual is revving the engine out to the 8,000rpm redline and stirring the six-speed open-gated transmission. Because it’s not crazy fast, you can hang on to the gears and listen to the V8 motor scream itself to the rev limiter. No OPF, no augmented sound coming from the speakers, and no turbos. Just pure V8 theatre, immediate throttle response and linear power delivery. For some extra noise, the R8 is also fitted with a custom, fully heat wrapped straight pipe exhaust. You would be forgiven for thinking that such a modification would be antisocial, but instead it adds an extra layer of theatre without being unnecessarily shouty. The manual ‘box is just as tasty. The throw is a little long, but it’s damn slick and breaches the gate with a satisfying click-clack. You could stir the lever round the transmission gates all day long and you would never get bored of the delightful, rifle bolt action. The most surprising feature of the R8 was its steering. Perhaps I’m just used to driving the current generation V10 with its complete lack of feedback, but the steering in Jordan’s R8 was beautifully weighted and offered plenty of feel. While all this may sound pleasingly mechanical, it’s important to note that the very first R8 still feels like a car you could use on a daily basis, but then usability has always been a mainstay of the car’s attraction. Audi intended for their supercar to be usable and this philosophy is still apparent, even when driving an early example. Interestingly, the aftermarket multi-stage damper set up has also done little to compromise the ride quality. Even in its harder setting, it doesn’t rattle out your tooth fillings and there’s a good level of compliance when you find a bumpier piece of tarmac. Jordan just has to watch out for speed bumps. The car doesn’t like them and it’s probably had more money spent on replacement front splitters than anything else. Jordan is adamant that buying the R8 has been one of the best things he’s done for the business. It’s become the poster car for SlammedUK, and in my mind, helped influence the current car scene. Modified supercars are never something you used to see, but in recent years, owners of high performance vehicles have delved in to their creative minds and given car shows and the internet some truly outrageous examples to ogle over. I asked if he thought he’d had some influence on the current modified car scene, and modestly he failed to recognise it, citing that when you’re busy building a brand and business, you don’t tend to look at how you’re affecting the wider community’s creativity. After a moment, he considered the idea that maybe he does have a part to play because of the popularity of the brand, the merchandise they produce, and the shows they put on, but he doesn’t spend long pondering over it. Instead, we move on to discussing the R8 and what he has planned for it next, which is of course a secret. All you need to know is that it will look spectacular, but you knew that anyway.
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CAR NEWS - LOTUS EMIRA s the curtain continues to fall on internal combustion, Lotus has decided to give fossil fuels one last outing before kicking the habit for good. With Elise, Exige and Evora production now finished, Hethel need another sports car to fill the void in their current product line up. Their all-electric hypercar, the Evija, won’t keep the company afloat on its lonesome, so Lotus must stick with the ICE while it works out how to scale its electric car program in to something smaller and more affordable. These plans are very much a work in progress, especially now they’ve secured a £100 million investment in to their UK facilities, but the all-new Emira is included within their transition in to a pure EV manufacturer. Whilst it may look more like a supercar, the Emira is aimed squarely at Porsche’s all-conquering 718 Cayman, a sports car we’ve tested on a couple of occasions and now love in GTS form with its 4.0 litre flat-six engine. Lotus has its work cut out if it wants to take on what is arguably the best two-seat sports coupe on the market, but the signs are promising. Much like the Cayman, the Emira is mid-engined and will come with a choice of four and six-cylinder motors. Lotus has struck a deal with AMG for use of its powerful 2.0 litre, 4-cylinder engine, and the 3.5 litre V6 found in the outgoing Exige will be rehomed in the Emira. Whichever configuration you opt for, the Lotus is going to feel like a very different straight-line proposition compared to a Porsche Cayman. Outputs for the engines will range between 355bhp and 395bhp, and will power the rear wheels via a choice of manual gearbox or twin-clutch auto. At the time of writing, Lotus has quoted performance figures of zero to 62mph in 4.3 seconds and a top speed of 180mph, but they also have plans to expand on the model range with more variants, and we know the AMG engine currently found in the A45S has the potential for 415bhp … When we were at Hethel spanking the Elise and Exige out on track earlier this year, we had to stop for ten minutes and put our phones away so an Emira in Evora-drag could complete some testing laps. You could tell it was carrying the V6 engine equipped with the twin-clutch auto, and not only did it sound fantastic, but the gearbox appeared to be razer sharp on the down change. It may have been a very small insight in to what the Emira could do, but it came with great promise and a lot of excitement. In terms of weight, the Emira isn’t going to be super lightweight like the Elise and Exige, but with a kerbweight starting from 1,405kg – presumably for the AMG-powered model – it’s no Range Rover either. Interestingly, it’s around the same weight as an Evora which we’ve also driven on track and can confirm feels incredibly agile. It would be silly to expect the Emira to feel like an Elise, let’s be honest, nothing does, but providing it can improve on an Evora and give a 718 Cayman a run for its money, it should perform well. The extra kilos are a consequence of making the Emira habitable, which is something that couldn’t be said for its predecessors. Use of higher quality materials, more usable space, a multifunction steering wheel, and a large infotainment screen and driver display bring the car’s interior inline with other sports coupes on sale today. The fact Lotus has managed to include all these creature comforts while keeping the weight down shows the company still has a firm eye on offering the purest driving experience in its class. You can pre-order a Lotus Emira now, and the aptly named ‘First Edition’ model with the V6 engine and a choice of gearbox will be available in spring 2022. Yours for £75,995 plus options. If you want to hold out for the AMG-powered car, then you’ll need to wait until spring 2023, but it will be more affordable with prices starting from £59,995. Sadly, the Emira will be Lotus’ final foray in to internal combustion, but we suspect they’ll see it off with a bang. We can’t wait to get our hands on it for a first drive!
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“Whilst it may look more like a supercar, the Emira is aimed squarely at Porsche’s allconquering 718 Cayman” Sports cars don’t come much better looking than this. We’re starting to wonder how many noncar people will mistaken it for a Ferrari at first glance, especially if you spec it in a flashy colour ...
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Press images are great and all, but it will be interesting to see how the cabin fairs when we finally get behind the wheel!
Technical Specifications / First Edition only | Engine
| Power
| Torque
| 0-62mph
| VMAX
| Weight
| Price
| 3,456cc V6
| 395bhp
| N/A
| 4.3 secs
| 180mph
| 1,405+ kg
| £75,995
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CAR NEWS - TESLA, INC
Tesla has paved the way for the EV. Now, every car manufacturer is jumping on the all-electric band wagon as the planet grapples with climate change and politicians legislating out internal combustion.
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n July 2020, Tesla knocked Toyota off the top spot to become the world’s most valuable car maker. For context, Toyota Motor Corporation has a market cap of $279.3 billion at the time of writing. A heck of a lot of money, right? But in October 2021, Tesla shares soared and lifted the company’s market cap above $1 trillion, and in doing so, made Tesla the first car manufacturer to reach such a valuation. The electric-car maker is now just one of seven companies among the likes of Apple, Amazon, Microsoft and Facebook to hit the trillion dollar valuation. And we thought Elon was rich enough already … Needless to say, there are many reasons why Tesla commands such a high market capitalization, but the sudden spike in share price was realised when the car leasing firm Hertz placed an order for 100,000 Model 3s in a move to electrify its fleet. In the third quarter of 2021, Tesla delivered 241,300 cars globally, so an extra 100,000 orders will bolster their output considerably and pumps an additional $4.2 billion in sales revenue in to the company. This alone pumped the share price by 12.6% with the value closing at $1,024 per share. In terms of Elon Musk’s personal NET worth, his share in Tesla is now estimated at around $172 billion, making his overall valuation worth within the region of $288 billion, and wealthier than Toyota Motor Corporation in its entirety. Suck on that, Bezos. There will be people that begrudge Elon such unnecessary wealth, but we say more power to him. Who remembers when the idea of EVs seemed like nothing more than a pipedream, with early cars being blighted by poor range and a complete lack of infrastructure? Well, what was then fringe technology is now mainstream motoring, and kudos to Elon for sticking with it despite being told by most that it would be a disastrous failure. I bet Clarkson ain’t looking so smug now … But let’s take a moment to remove Elon’s personal NET worth and Tesla’s market cap from the conversation and look at the wider picture. In less than twenty years, Tesla has reached a valuation that no other car maker has gotten close to – Ford Motor Company is 118 years old and is still ‘only’ valued at $64.4 billion – but how? There’s clearly an element of right place and right time. Elon’s idea was ahead of its time but not so far ahead that it fell off the radar. The early years were spent improving the product, and as the world became more climate-conscious, the demand for EVs soared which catapulted Tesla to the forefront of electric motoring. Musk, didn’t reinvent the car, he just provided us with a different way of powering it, and whether you think it’s the answer to our problems or not, one thing’s for sure, it’s here to stay. If you look at the other companies mentioned in this article, there is one common theme that binds them together. They have all changed the way we go about our daily lives. Okay, not all of us live with electric cars yet, but at some point all of us will, and with the help of Elon, that day is fast approaching.
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“In less than twenty years, Tesla has reached a valuation that no other car maker has gotten close to”
Financial figures correct at the time of writing. Images courtesy of Tesla, Inc.
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Tesla interiors have traditionally lacked the quality and finish of their German rivals. The tech is cool though ...
Technical Specifications / Tesla Model 3 | Drivetrain
| Power
| Range
| 0-60mph
| VMAX
| Weight
| Price
| Rear-Wheel Drive
| 245bhp
| 305 miles (WLTP)
| 5.8 secs
| 140mph
| 1,847kg
| £41,990
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COLUMN - MARK ROSE
POV: MINI JCW GP The latest MINI JCW GP has split opinion within the motoring community. Mark discusses whether the controversy is justified Small rant, if I may? Motoring journalism can be very fickle. character. It has buckets of torque steer, it follows road cambers, While you can count on an influencer to blow smoke up a car the ride is firmer than an orthopaedic mattress and the turbo boost manufacturer’s arse in return for a space on the next international is wild, but trust me when I say it’s a complete riot. It’s a car you press launch, you can be damn sure that an actual journo will don’t so much as drive, but hang on to. There’s nothing predictable criticise a car if it doesn’t meet their very high standards. Whilst this about the way it goes round a corner and you climb out of it in a represents good reporting, it doesn’t always paint the car up for hot sweat wondering how you made it home in one piece. However, review in a fair light. The problem is that people like or dislike cars on the odd occasion you manage to tame the best, the sense of for personal reasons, which makes reviewing them a very subjective reward is massive. It’s a breath of fresh air in a motor industry that’s matter. For example, when you watch Sky News, you would hope obsessed with big but attainable speed and I find it surprising that that the journalist doing the reporting would be relaying facts and more journalists don’t like it. Don’t misunderstand me, it’s far from not twisting the truth to support their political persuasion. That’s perfect and it’s not a car that you could reasonably drive every day not to say that car reviewers present untruths, but whether we freely unless you were absolutely committed to the cause. Also, while you admit or not, we all have our preferences and sometimes it can spill don’t miss having a manual gearbox to hand because you’re always over in to the content we produce to the benefit or at the expense busy managing something else, the eight-speed ZF transmission of the car in question. Sure, you can road is too slushy to have any place in the GP3. test a car and discuss objectively what it overall, it’s a huge amount of fun and a “The MINI, on the other hand, But does and doesn’t do, but the lines can throwback to a time when you had to treat is like an over-excitable dog sometimes be blurred when it comes down cars with some respect if you valued your to making an actual recommendation. life, and more importantly, your insurance straining at the lead” The latest MINI JCW GP is a classic premium. case in point. For a long time now, people Would I recommend you purchase one? who review fast cars for a living have complained that modern Well, that’s an irrelevant question because only 575 are coming to performance vehicles are now too easy to drive. When they say the UK and they’re all sold. The fact MINI had no problem selling drive, they mean ‘extract the performance from without being spat them at £34,000 a pop during a global pandemic is rather telling. off the road’ – car folk are an odd bunch. The GP3, however, is the The questionable press the GP3 received clearly didn’t deter people antidote to usable speed, but for some reason, a large proportion from buying it, and ultimately, a product’s success is measured of motoring journalists don’t like it despite their quibbles with by how well it sells, not by the opinions of people who are paid modern-day approachability. The Honda Civic Type R, a car that to comment on such things. As someone who hasn’t been writing I absolutely adore, is a relatively easy hot hatch to extract the about cars for twenty plus years, perhaps I’m a little less cynical, maximum from, once you’ve learnt how to drive it accordingly. It’s more open minded and not so set in my ways. The MINI GP3 is a a precision instrument that’s extremely fast, hugely entertaining great car because it offers something different to what other car but also very predictable, and so you’re never left second guessing manufacturers are currently producing, and therefore satisfies a whether it’s going to understeer in to the nearest hedge. The MINI, group of customers that yearn for something special that goes on the other hand, is like an over-excitable dog straining at the lead. against the norm. I think it’s fantastic, but that’s just my opinion. It requires constant management and this is what gives it so much Heck, what do I know?
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COLUMN - VICTOR HARMAN
‘RING MEISTER STEWART Victor tells the tale of the classic and very wet 1968 German Grand Prix, held at the legendary Nurburgring The 1968 German Grand Prix saw Formula One amid a process Dunlop 226-compound wets, with wide circumferential grooves that of change, the main driver of that change being aerodynamics, had performed well in the wet at Zandvoort in June. where downforce became as important as pure speed. So the Ickx, on pole, blew his start after moving ahead early, but too elegant, clean, lines of previous years of Formula One cars, perhaps fast, and had to brake as Hill grabbed his chance, moving ahead best remembered in the first incarnation of Chapman’s classic of Ickx and Amon. Half a lap later Stewart was already clear at the Lotus 49, were gone, blighted for ever by rear wings, some on ugly front of the pack, finding grip when others did not, and nobody saw stilts that were later banned for a tendency to break free of their anything of him after that, other than those whom he later lapped. mountings. All this in spite of Enzo Ferrari’s classic statement that Behind Stewart the others tussled for places, and Dan Gurney “Aerodynamics are for people who can’t build engines!” (wearing a full-face helmet – the very first) was up to fifth ahead The classic Nurburgring circuit hosted that 1968 race, and it of Ickx after two laps, but then punctured, and his Eagle Weslake presented a challenge of 174 corners in each 14 mile lap, where fell out of contention. Amon’s steady pressure on Hill should have under eight minutes in the dry was a good target. But it certainly paid off as Hill spun on the twelfth lap, but the New Zealander’s wasn’t dry that year, and the weather was truly, truly awful, like renowned bad luck struck again as his car’s differential failed, this year’s abandoned Belgian GP at Spa. Driving in rain, wind, and ending his race. Hill had jumped out and managed to somehow fog could cut visibility to under 20 yards at times, and the Friday bump-start his stalled Lotus downhill after pointing it back in the practice was abandoned. On the Saturday, right direction – it sounds just like fiction, driver safety pioneer Jackie Stewart in his “We’ll never know if Stewart’s doesn’t it? It left Hill and Rindt clear of Matra Ford MS10, still healing a broken Ickx, as Stewart, by then struggling with tyres alone could have given him a sticking throttle and falling oil pressure, wrist, had to drive five qualifying laps in what was probably something of a token a clear four minute advantage” eased off somewhat after lapping four effort. He then argued with Matra team back-markers, eventually finishing over four boss Ken Tyrell about the sense of even minutes ahead of the field in a two hours driving the race if the weather did not relent. It barely did, but left twenty minute race! Amazingly, Stewart went on the next year to him to then chase a better time on the Sunday morning of the race, win the Spanish Grand Prix at the notoriously dangerous Montjuic when he clocked a lap in just under 10 minutes. circuit by less than one second under four minutes, in his first F1 The Formula One teams were all still stunned by the death earlier title year. that year of Jim Clark, driving in an unimportant Formula Two race This was certainly an epic drive by Stewart by any standards, at Hockenheim, but somehow, they all did agree to start, with one never to be forgotten by the faithful supporters who stuck it Stewart’s mildly winged Matra sixth on the grid behind Jackie Ickx out through the gruesome weather. (Sadly, it was not shown on and Chris Amon in Ferraris, and Jochen Rindt’s Brabham. Ahead TV.) There are tales that Stewart had only agreed to drive in those of Stewart were Graham Hill, then leading the championship in his conditions when Ken Tyrell had the tread on the Matra’s tyres hand Cosworth DFV Lotus 49b, sporting modest front and rear wings, and cut by the pit team, for better drainage. We’ll never know if this rally driver Vic Elford in a Cooper BRM, very much on a high having is true, and if so by how much this improved the Matra’s grip. It that year already won the Monte Carlo Rally, the Daytona 24 hours, makes that 1968 German Grand Prix at the Nurburgring even more and the Targa Florio. As for their tyres, Ferrari, Honda and Lotus legendary though, for we’ll never know if Stewart’s tyres alone could were all running on grooved Firestone YB11 rubber, which had have given him a clear four minute advantage, but it seems most helped Ickx to win the wet French GP in July. Stewart’s Matra was on unlikely!
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GODZILLA X NISMO
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The Nissan GT-R Nismo represents peak Godzilla, but can the King of the Monsters still run with the best supercars on sale? There’s only one way to find out … WORDS: Mark Rose | PHOTOS: Dom Ginn
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ast your mind back fourteen years to December 2007. Apple had just introduced the first iPhone, social media was in its infancy, and Bitcoin was still a twinkle in Satoshi Nakamoto’s eye(s). It was also when Nissan introduced the GT-R at a packed Tokyo motor show with a shiny, new Nürburgring lap time of 7m 38s – a time faster than that set by the 997 Porsche 911 Turbo. But Nissan’s statement of intent wasn’t the blistering, Stuttgart-spanking trip around the Nordschleife, it was the price tag that their new sports coupe boasted. When the GT-R went on sale, prices started from around £60,000 which seriously undercut its European rivals by many tens of thousands of pounds, plus you could get the kids in the back. Since ’07, however, the world has changed dramatically. Most people now have a smartphone and a plethora of social media apps to hand, Bitcoin has gone from a very clever idea to a $1trillion-plus asset class at the time of writing, and internal combustion is now firmly on the endangered species list, as is the GT-R. During the course of Godzilla’s life, there have been two all-new generations of Porsche 911 (991 and 992) plus their respective mid-life updates, three additional generations of mid-engine V8 Ferrari (458, 488, F8), and McLaren has come, seen and stolen a significant share of the supercar market with more models than I have space to write about. But the Nissan GT-R is still fundamentally the same car, albeit periodically improved with model year updates. If you thought Porsche’s approach to automotive engineering was evolutionary, then check out Nissan. Godzilla then, is now a bit of an old dinosaur. Don’t be fooled though, Japan’s answer to the supercar establishment may be at the end of its life, but the latest Nismo version is still built to hold its own against the fast car elite. In transformation from the standard £83,000 GT-R to Nismo, Nissan has put it on a diet. The single largest weight saving comes from the carbon fibre body panels which strip 30.5kg from the kerbweight. This includes the front and rear bumpers, front fenders, bonnet, roof, side sill covers, boot and rear spoiler. The brakes which are now carbon ceramics measuring 410mm up front and 390mm at the rear, save a whopping 16.3kg in unsprung mass. These are housed within new 20-inch RAYS forged aluminium wheels which are a combined 100 grammes lighter. The turbos have been switched out for the ones that currently reside in the GT-R GT3 race car and are 14.5% lighter thanks one fewer vane than before. They also have the added benefit of spooling up 24% faster which helps reduce inertia. When you include some additional, smaller weight saving measures, the Nismo weighs 49kg less than a standard GT-R with a kerbweight of 1,703kg. You’re probably reading this and thinking that 1,703 kilos doesn’t sound particularly light, but when you consider the GT-R has a large footprint, four seats, and carries around a chunky four-wheel drive system, you begin to realise how hard Nissan has worked to keep the heft down. When you drive it, any preconceived ideas of weight quickly vanish because it feels at least 200kg lighter than what the spec sheet says. Key to this is the reduced unsprung mass from the brakes and wheels, and the lower centre of gravity provided by the carbon roof, but hydraulic steering and specially developed Dunlop tyres also play their part. The tyres feature a new rubber compound which increases grip by 7% and the tread pattern has one fewer groove to help increase the contact patch by 11%. Cleverly, the tyre shoulder is slightly rounded so when the outside wheel is loaded up during cornering, more of the rubber stays in contact with the road. Nissan say this alone improves cornering grip by 5%, and out on the road when you really lean in to a turn, you can feel the extra contact patch biting in to the tarmac and pulling you round. Couple that with the most detailed steering feel this side of a McLaren, and what you have is a road car turned track weapon that makes an absolute mockery of B-roads. On a country road, the GT-R Nismo feels like a laser-guided missile. You point the wheel, the nose goes exactly where you ask it, and then the natural grip hauls you round the corner with negligible roll from the chassis. But never does it feel like you’re playing a video game. It’s more connected than that. It feels raw, visceral, uncompromised, and alive in a way that modern performance cars rarely do. Your fingertips and backside feel as though they’re
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GT-R NISMO QUICKFIRE QUESTIONS 1. 2. 3. 4. 5.
When and where was the Nissan GT-R released? Is the name Nismo short for anything? What rubber does the Nismo use? Do they build the GT-R in the motherland? How much fuel does Godzilla drink?
Dec 2007, Tokyo Motor Show. Nissan Motorsports International. Dunlop SP Sport Maxx tyres. Yes, it’s assembled in Japan. Are you really asking that question?
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“All you need to do is think about where you want to place the car and it will go willingly”
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We took Godzilla for another hit of nuclear radiation. The top up was well received.
strapped to the tarmac beneath you, such is the Nismo’s ability to communicate what’s happening underneath. That said, it never feels like a track car pared back for the public road thanks to some welcome compliance from the suspension. There aren’t any driving modes per se, but you can make individual adjustments to the powertrain, suspension, and traction control. The best set up for road use is the powertrain in R mode, the suspension in comfort and the ESC left alone. The extra compliance offered by the comfort setting ensures the Nismo’s tyres stay in contact with the road instead of being deflected by bumps, which helps you build confidence behind the wheel. The ESC in its standard setting offers enough slip, particularly in damp conditions, but there is a more aggressive R mode and there’s the option to disable it entirely should you feel brave enough. Despite the four-wheel drive system and clever torque vectoring, the Nismo predominantly feels rear driven, but on occasion you can feel it throwing some torque forwards to help you round corners. It won’t play the hooligan, but on the other hand it doesn’t offer the safe, unrelenting traction of an Audi R8. It’s got more attitude than that. On the subject of attitude, the Nismo has plenty of it at low speed. You never escape from the feeling that it was designed to go quickly and so it’s never truly happy until you are. When you fire it up it chunters in to life, it moves off with a stutter, and around town it’s generally a grumpy thing to drive. It lacks the low speed refinement that modern supercars have gained in recent years, but
like a slightly miserable old man who ultimately means well, it has a charm and character to it. If that bothers you then may we offer a solution? Just drive it quickly as frequently as you can. It’s not like it’s lacking any straight line speed, either. In Nismo guise, the twin-turbocharged 3.8 litre V6 engine puts out 592bhp and 480lb ft via a six-speed dual-clutch transmission. Zero to 62mph is dealt with in sub-three seconds, and the top speed sits around 200mph. Interestingly, Nissan don’t quote any official performance figures for the Nismo which gives you an idea as to the level of focus that’s gone in to how it drives and not whether it can outrun the competition in a straight line. From behind the wheel though, it feels like a very fast machine, but the engine’s stand out attribute is its response. Those low inertia turbos that were thieved from the GT3 race car give the GT-R the kind of throttle response usually reserved for naturally aspirated cars, particularly when you have the powertrain ramped up in to its R setting. When the turbos come on song you can feel them fire you down the road, but the time you spend waiting for them to spool may as well be nonexistent. The gearbox is also razer sharp. Sure, the transmission is clunky around town, but like the rest of the car, once you’re up to speed it scythes through ratios with immediacy. And those carbon ceramic brakes. Boy, are they good! Unbelievably, this is the first time Nissan has ever fitted carbon rotors to one of their road cars, and they’ve nailed it at the first attempt. Not only will they shred your face off if
Most new cars now come with digital readouts, so it was refreshing to see manual dials in the GT-R Nismo.
you need to stop abruptly, but the pedal feel is wonderfully progressive which allows you to judge your braking points to perfection. Driving the GT-R in anger is truly life affirming. There is a linearity between your thought process, subsequent inputs and the Nismo’s response to them. All you need to do is think about where you want to place the car and it will go willingly. As a driving tool, it is truly exemplary, but there’s also this sense that on the public road it is merely humouring you. In order to unlock its true potential, you must take it to a track. Now, it was my intention to gloss over the interior because in truth, it’s not the point of the car and it is terribly antiquated. I will admit, it’s not £180,095 worth of cabin – yes that is the Nismo’s on the road price, deal with it – but supercars rarely command cockpits that sync with their price tag anyway. Nissan do give you plenty of Alcantara and carbon fibre for your money, but it still is traditional GT-R and therefore old. However, it’s also a breath of fresh air in a motor industry obsessed with buttonless cabin ergonomics and hi-tech infotainment screens. The instrument binnacle has manual readouts, there’s a manual handbrake, the touchscreen display has actual buttons, and low and behold, there’s a pair of twirly knobs for your heating controls. I recently spent a week in a new Cupra Leon 300 where all of the above (apart from the instrument cluster which was digital) were stuffed in to the infotainment system, and it was one of the most infuriating experiences I’ve had in a car. In contrast,
operating the GT-R from behind the wheel was easy, and even though the on-screen graphics were pure PS2, the responsiveness of the system was pin sharp and easy to navigate around. It felt like good old common sense and ultimately allowed you to spend more time with your eyes on the road and your focus on the driving. Other car manufacturers could learn a lot from having a poke around a GT-R interior. My only real gripes were the seat which was set a little too high and the odd piece of loose interior trim. So, let me be clear about something, the fact the interior doesn’t meet the same standards as today’s performance vehicles is not a reason to avoid the car. If you truly appreciate driving, then you won’t be bothered by the cabin. On another subjective matter, what the GT-R lacks on the inside it more than makes up for on the outside. It is one bad-arse looking car. While it’s clear the world has moved on considerably over the GT-R’s life span, the Nismo serves as proof that new doesn’t necessarily mean better. It’s also interesting how a car that once felt like it was at the forefront of technology now feels like a relic from the past, but in doing so offers us some well needed perspective on where the motor industry was, where it is now, and which direction it’s heading in. From a driving perspective, the Nissan GT-R Nismo is outstanding. It’s mechanical, involving, beguiling and oh so satisfying. Make no mistake, Godzilla is still very much at the top of its game, and when the King of the Monsters is finally killed off, the motor industry will be a slightly duller place for it.
“The on-screen graphics were pure PS2”
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“The Nissan GT-R Nismo is outstanding. It’s mechanical, involving, beguiling and oh so satisfying”
Technical Specifications / REDLINE RATING 10/10 | Engine
| Power
| Torque
| 0-62mph
| VMAX
| Weight
| Price
| 3,799cc V6, twin-turbo
| 592bhp @ 6,800rpm
| 480lb ft @ 3,600rpm
| < 3 secs
| N/A
| 1,703kg
| £180,095
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GRAND DESIGNS McLaren offer their own take on the Grand Tourer with the appropriately named ‘GT’. Mark spends a week with one to see if Woking is on to a winner. WORDS: Mark Rose | PHOTOS: Dom Ginn
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The rear boot can store bags, skis and golf clubs.
The cabin materials are all very high quality.
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hen we think of GT cars, our thoughts are immediately drawn to front-engined, luxury vehicles that can also take on the role of sports car when called upon. Current flag bearers for the grand tourer class include the Bentley Continental GT, Aston Martin DB11 and the new Ferrari Roma. All of them have a V8 or 12 cylinder engine out front and they’re designed to cover serious mileage in absolute comfort. The McLaren GT takes the classic grand tourer rule book and chucks it in the bin. On the face of it, the spec sheet suggests the GT is a rehashed version of other supercars in the McLaren line up with its carbon tub, mid-mounted 4.0 litre twin-turbo V8 engine, and drive to the rear wheels via a seven-speed SSG transmission. However, spend enough time driving it and you begin to realise that the GT differs to its siblings. It’s softer, quieter, more refined, the interior uses plusher materials, and McLaren claim it has 570 litres of luggage space. It’s truly usable in every sense of the word, so why hasn’t it sold in the way McLaren had hoped? We’ll revisit that question later, but in the meantime, let’s discuss how the GT not only differs to other McLarens, but it’s main competitors in the grand tourer segment. Owing to the mid-engined chassis, the Mac certainly doesn’t sport the same aesthetic as a Bentley or Aston Martin, but McLaren has done a fine job of differentiating it from other cars in their own line up. It may wear the traditional supercar silhouette, but the aero – particularly
around the front wheel arches and rear diffuser – has been pared back, it rides higher, is longer and wider than a 720S, and is generally more elegant to look at. But compared to a Conti GT or DB11, it’s very much a supercar with its mid-engined layout, massive rear haunches, and big-D-energy dihedral doors. It turns heads and gleans giggling reactions like a supercar would, but there’s also something pleasingly understated about the appearance. On the inside is where things take a bit of a turn and is one of the areas where potential buyers might not immediately pick up on the grand tourer vibes. Yes, the cabin is awash with leather and instead of carbon fibre, aluminium has been used for the trim, steering wheel and paddles, but it’s not to the same quality nor has it been built to the high standards of a Bentley, or even a Mercedes. The centre armrest which doubles as a storage compartment was flimsy, so too were the door bins, and despite being usable, the infotainment was fiddley and dated compared to systems found elsewhere. Something that couldn’t be faulted was the driving position which was low slung with plenty of adjustment. Also, the buttons and controls had a pleasing weight to them, and the air vents we’re significantly more inspiring than those in an Aston Martin. The cabin was more luxurious and habitable compared to other cars in McLaren’s model range, but when you consider how exquisite a Bentley Continental GT is, it falls short of what customers expect from a grand tourer. As always though, McLaren claw back
“Aluminium has been used for the trim, steering wheel and paddles”
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“When the turbos wake up, they slingshot you down the road with real violence”
Technical Specifications / REDLINE RATING 8/10 | Engine
| Power
| Torque
| 0-62mph
| VMAX
| Weight
| Price
| 5,994cc V8, twin-turbo
| 612bhp @ 7,500rpm
| 465lb ft @ 5,500rpm
| 3.2 secs
| 203mph
| 1,530kg
| £163,000
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any inadequacies with the driving experience and the way the GT combines supercar performance with real world usability is astonishing. The 4.0 litre twin-turbo V8 has been taken wholesale from the 720S, fitted with smaller turbos and detuned. We say detuned, but in the world of McLaren, detuned is still good for 612bhp at 7,500rpm and 465 torques at 5,500-6,500rpm. It doesn’t have the mind-bending straight line performance of a 720S, but the GT is still good for 0-62mph in 3.3 seconds, 0-124mph in 9.0 seconds, and a top speed of 203mph. It will cover the quarter mile in just 11.0 seconds, and leaves the Conti GT and DB11 for dust in terms of acceleration. The characteristics of the engine are also in line with McLaren’s commitment to forced induction. Never one to shy away from the fact their cars are turbocharged, like other McLaren models, the engine has some lag but when the turbos wake up, they slingshot you down the road with real violence. The GT is a monstrously fast car. The way the engineers manage to get all that power to the road using just the rear wheels so seamlessly may as well be classed as modern day witchcraft. Even in wet conditions, you can reasonably use 80 percent of the performance providing you gently bleed on the throttle, and the Pirelli P Zero tyres clear standing water with ease. In the dry, the only thing that upsets it are sudden road bumps and undulations which force the car in to breaking traction as it skips and hops over imperfections. However, once it settles and you get through the turbo lag, it grips and goes with real ferocity. There are comfort, sport and track modes to choose from. Over the course of our week with the car, track became our default setting for ‘spirited’ driving and sport barely got any use because the former is perfectly usable on the public road despite offering the most aggressive throttle response, gearbox mapping, and suspension set up. In this mode, the GT’s grand touring capabilities fade away and the McLaren supercar comes to the party. The way it picks apart a twisty road is mesmerising. Dynamically, it makes its competitors in the grand tourer segment feel like the porkier, luxury cars they’re designed to be, but with a kerbweight of 1530kg, the GT is some 130kg heavier than a 720S and the discontinued but still fabulous 570S. The extra weight compared to other McLaren products results in a little more understeer than you would usually expect and requires you to reconsider your corner entry speeds, but in the context of what a grand tourer should be capable of, it rewrites the rule book. When everything is ramped up, the engine sounds just as pissed off as McLaren’s supercars. Woking don’t produce cars with tuneful engines, but what the GT lacks in drama it makes up for with sheer aggression, particularly when you’re coming down the gearbox and listening to the revs spike close to the redline. At low speed and when you come off the throttle, the V8 soundtrack is accompanied by loud wooshes and flutters from the turbos. It doesn’t sound as smooth or as expensive as the 12 cylinder offerings in traditional grand tourers, but think of it as the rowdy party-goer in a room of afternoon tea drinkers. There are no prizes for guessing who’s having more fun. Other aspects of the driving experience are just as engaging. The seven-speed seamless shift gearbox fires through ratios, the optional carbon ceramic brakes are mighty and fade free, and it feels like a well-balanced car. The highlight is the steering. Like every other car in the range, the GT comes with an electrohydraulic steering rack which offers fantastic feedback of the road surface. Here, it’s been toned down to fit with the car’s grand touring aspirations so it doesn’t pick out every imperfection and it feels like it absorbs bigger impacts, but it’s unique in the grand tourer segment in that it offers wonderful feel and helps the driver feel connected to the tarmac. McLaren has always produced cars that ride incredibly well, and the GT doubles down on that reputation. The suspension is closer related to the set up in the 570S which uses a conventional anti-roll bar, unlike the 720S which uses a hydraulic system, but here the springs have been softened to give it a further improved ride. The joys of a carbon tub – MonoCell II in the GT – mean that the majority of the stiffness lives in the chassis which gives the engineers the ability to run a more compliant suspension set up.
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When you want to transform a supercar in to a grand tourer, this chassis-suspension ethos pays dividends because you can add compliance to the ride without overly compromising the dynamic ability. The extra smidgen of understeer mentioned earlier is a fair trade-off for the almost spooky ride quality. We would have to back-to-back test the Mac with a Bentley Continental GT for a conclusive answer, but the McLaren GT’s ride quality doesn’t feel far off the Bentley’s which uses fancy three-chamber air suspension and is an inherently softer car. In isolation, the McLaren is wonderfully compliant over all but the very worst road surfaces, and on a smooth piece of tarmac, it feels as refined as any long distance cruiser. For casual day-today driving and long trips, comfort mode really highlights the lengths the engineers have gone to make something that looks and performs like a supercar, act like a grand tourer. In comfort, road and engine noise remain relatively hush, and there’s barely any wind noise thanks to the slippery supercar design. Even if long road trips to the South of France aren’t your cup of tea, the dayto-day usability of the McLaren GT is stand out when you apply some supercar context. At more then two metres wide, it can be difficult to navigate through narrow city streets and tight country roads, but that’s a small downside when you consider it makes a mockery of speed bumps, refrains from waking the neighbours, and can swallow a considerable amount of luggage as well sports equipment like skis and golf clubs. Oh, and we saw it return 36mpg
on the outside lane of an A-road. Impressive. An Audi R8 V10 Performance also makes for a great daily driver, but the McLaren GT arguably takes it a step further while outperforming the Audi in terms of straight line performance and dynamic ability. But then, it does cost more money. Prices for the McLaren GT start from £163,000 and our test car with options came in at £174,995, so ball park what you pay for the equivalent Bentley or Aston. Interestingly, a lot of desirable optional extras can be added to the base car without additional cost, including the Luxe Pack, Practicality Pack, Premium Pack, and Lightweight Sport Pack. Now, we must revisit the original question. Why hasn’t the GT sold in the way McLaren had hoped? Part of the issue is down to the way it’s been marketed. On release, a big deal was made about redefining the grand tourer experience, and while the GT goes some way to achieving that, buyers who want to ‘grand tour’ will yearn for the outstanding refinement and luxury of a traditional GT car. On first acquaintance, the McLaren GT feels like a slightly softer version of its supercar stablemates and you have to spend some quality time with it to realise what it’s truly capable of from a touring perspective. Having said that, it’s also an incredibly well-rounded and accomplished car. It strikes a desirable balance between supercar, daily driver, and long distance cruiser. It’s exciting but refined, racy yet practical. Whether you think the McLaren GT is a supercar or grand tourer is almost irrelevant, because what it might actually be, is the ultimate daily driver. Special car.
W W W . S L A M M E D U K . C O . U K
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AURAL DELIGHT With the death of the V10 engine looming, we celebrate its life with a road test of the Lamborghini Huracán Evo Spyder. WORDS: Mark Rose | PHOTOS: Dom Ginn
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f all the variants of Audi R8 and Lamborghini Huracán Evo, the convertible Lambo is the one that truly celebrates the naturally aspirated V10 engine. Here, it pushes the boundary between being socially acceptable for the public road but vocal enough for real GT racing. Rev it from idle and it barks, lift off the throttle while moving and the exhaust pops and bangs, wring the neck out the motor and it screams. The Huracán seems intent on doing one thing, and that’s making noise, or music to you and I. Of course, there’s more to it than big sound. This is a very different car to the equivalent Ferrari or McLaren. It’s less dynamic, more dramatic. It might even be a better supercar for it, depending on how you judge these things. If you think supercars should be theatrical then the Lambo makes a strong case for itself. It turns heads, makes grown men point furiously like ten-year-old boys, and leaves you inundated with Mums asking for pictures of the car with their children. If you’re the shy and retiring type, you best steer clear of this one. Despite the bravado, the Huracán Spyder is actually a docile thing to drive. The three driving modes are named Strada, Sport, and Corsa (Street, Sport, and Race in English), and offer the Lambo something of a dual personality. In Strada with the gearbox in auto, you can roll around in relative comfort without hacking off the neighbours. The engine is a bit throaty when you first fire it up, but it quickly simmers down and you can navigate through your home town without causing too much of a stir. The suspension is also compliant and the nose-lift system – this is a must have option – spares the front splitter from the worst that speed bumps and raised tarmac can throw at it. Sport and Corsa are interesting because the former driving mode offers enough of a step change from Strada to make you think twice about having to opt for the hardcore Corsa setting. What impresses most is how quickly you settle in to a rhythm once you’ve found a twisty and undulating piece of road. The Huracán is not a supercar that you feel the need to hustle. While a Ferrari F8 is a livelier proposition and a McLaren 720S is a precision tool, the Lambo has a point-and-squirt feel to it. Rock up to a corner on the brakes, bleed off, turn the wheel, feel the chassis roll a touch, use the abundant grip to see you through the corner, and then get back on the power for a killer exit. The all-wheel drive system gives you seamless traction as you leave the corner and means you’re not left managing any snap oversteer. The steering, despite being devoid of feedback is well weighted and allows you to place the car confidently, and when you find a series of left to right corners the car changes direction with immediacy despite carrying a dry weight of 1,542kg. This sense of agility is mainly down to the rear-wheel steering which helps rotate the car in to the corner, but this isn’t a car that you can trail brake in. Do that, and the weight of the V10 engine behind you will just force the Lambo in to understeer. If you happen to find yourself carrying too much speed on the approach to a corner – easily done with so much straight line performance – then you can be confident that the vast carbon ceramic brakes will bail you out of trouble. Speaking of speed, the Huracán has it in abundance but asks you to work for it. We all know the score. Nestled in the middle of the chassis is a now seemingly otherworldly, naturally aspirated 5.2 litre V10 engine. I say otherworldly because this power unit truly is a dying breed. Car makers and the media have been banging on about the subject matter for years now, but you get the feeling that this really is the V10 motor’s swan song. If we’re lucky, we might get it for one more generation of supercar, perhaps with some plug-in hybrid tech, but there’s every possibility it will die with the current Huracán and Audi R8. Wipes tears from eyes. But while it’s here, we must appreciate the performance it offers. Outputs of 631bhp and 443lb ft are good for zero to 62mph in 3.1 seconds and a top speed of 202mph. But with peak power at 8,000rpm and torque available from 6,500rpm, it’s the way the Lamborghini propels you down the road that sets it apart from its competitors. It’s not supersonic like a 720S or an F8, but it’s the most rewarding of the three engines because it requires you to hang on to the gears so you can extract every last piece of
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“The Huracán seems intent on doing one thing, and that’s making noise, or music to you and I”
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Red roof, white paint and blue brake callipers makes for an interesting spec!
performance from it. It crescendos in a way that turbocharged engines simply don’t, and to many, that’s what a true supercar is all about. Power is fed to all four wheels via a seven-speed twin-clutch transmission. The gear changes are super snappy in the Sport and Corsa driving modes, and the large column-mounted paddles are a delight to use. For daily use, it’s not the most refined gearbox but it’s more than adequate and once you’re up to speed it will smoothly shift up and down the ratios. Also, this is a far more manageable car than its rear-wheel drive sibling. Whilst the RWD model can be spikey if you get too trigger happy with the throttle, this all-wheel drive variant is far better behaved. However, we still think the RWD is the more exciting and engaging car in the range. The spec on our press demonstrator was interesting with its Bianco Asopo paint – that’s white to you and me – red fabric roof and blue brake callipers. The red and blue theme also continued in to the cabin with the seats, lower dash and door inserts. Not my favourite colour scheme, but these things are subjective. The actual cabin is, err, cramped. I never thought I’d say this, but I’ve found an upside to being 5ft 8. The upside is that I fit in the Huracán with no issues, but anyone a few inches taller than me began to struggle and at 6ft 3, our lead photographer Dom had to be shoehorned
in and out the car. The problem is the rear firewall that sits too far forward and prevents you from pushing the seat far enough back to assist with leg room. With the roof up, you need to be signed off for working in confined spaces before stepping in the car. But supercars are not supposed to be easy to live with, so let’s consider the lack of space and inability to see your rear three-quarter blind spot as a sign of character. The interior is however, well made, and the cabin doesn’t suffer from excessive wind bluster when the roof is down. Additionally, if the weather is a little colder, you can drop the rear window independently of the roof to help pump pure V10 scream in to the cabin while on the move. The roof can also be folded away in just 17 seconds while doing speeds of up to 31mph, because apparently just driving a Lamborghini isn’t flashy enough. Like every great Italian afterthought, the infotainment and its usability are passable but some more physical buttons would have been welcome. Real highlights include the fighter-jet style cover for the engine start button and the ginormous column mounted gearshift paddles which are infinitely superior to the stubby, wheel mounted affairs found on other performance vehicles. Yes, we’re looking at you, Audi R8. There are some annoyances to the cabin, but in some respects, it adds to the theatre and when you get stuck in to the driving, you quickly forget about its shortcomings.
Strada is Italian for street, and it sure is one hell of a street car ...
The carbon-clad bucket seats were supportive.
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Anyhow, you shouldn’t be driving it regularly enough to care, because to use it every day would quickly detract from the sense of occasion. Driving a Lamborghini should always be an event and something to look forward to. Unfortunately, and this is no fault of the car, the Huracán Evo feels like a dying breed. It seems like every new car going on sale is either electric or some kind of plug-in hybrid, and supercars are now moving in the same direction. It’s a shame because there is still a huge appetite for internal combustion, but engines like the V10 are being legislated out of existence. It’s sad because the Lamborghini Huracán Evo Spyder is the definition of supercar from the appearance, to the performance, to the sheer aural delights when you find a straight piece of road and let the V10 engine sing. It’s unashamedly old school, but a better supercar for it. It costs £218,000 before options and our test car came in at just over £275,000. Buy one and hang on to it, because when the V10 engine dies, being able to pull a Huracán Evo Spyder out the garage for a drive will become an experience you can no longer apportion a value to.
“Driving a Lamborghini should always be an event and something to look forward to”
Technical Specifications / REDLINE RATING 8/10 | Engine
| Power
| Torque
| 0-62mph
| VMAX
| Weight
| Price
| 5,204cc V10
| 631bhp 8,000rpm
| 443lb ft @ 6,500rpm
| 3.1 secs
| 202mph
| 1,542kg
| £218,000
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FLYING HIGH Bentley insist that the new Flying Spur is a car that you’ll want to drive just as much as be driven in. We put it through its paces. WORDS: Mark Rose | PHOTOS: Dom Ginn
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w
ith the Bentley Mulsanne now confined to the pages of Autotrader – check out the used values if you’re interested in buying a lot of motor for the money – the latest Flying Spur has some large, exquisitely crafted shoes to fill if you’re in the market for a new limo from Crewe. Whilst it’s not considered a like-for-like replacement of Bentley’s deceased flagship, the Flying Spur is now the only saloon car in the model line-up, making it the Mulsanne’s logical heir apparent. The Flying Spur shares a platform with the Continental GT, but the chassis and bodywork are mostly bespoke and rear-wheel steering has been introduced – something that only the new Speed models in the Conti’ range make use of. The brief here seems simple: create a luxury saloon car that people want to drive just as much as they want to be driven in. Bentley may have strong form in this department, but finding the right balance between exemplary refinement and dynamic capability is a tight line to walk. From a sporting context, the VW Group’s MSB platform which underpins the aforementioned Continental GT, as well as the Porsche Panamera, Taycan, and Audi e-tron GT, is a good place to start. With a kerbweight of 2,437kg, the Flying Spur is a hefty barge, so Bentley has had to pull out all the stops to ensure it keeps keener drives entertained. The chassis and bodywork are made entirely of aluminium to help keep the weight down, and the considerable mass is kept in check by electronically controlled anti-roll bars. The big Bentley handles country roads remarkably well for a car of such size and weight. The nose is keen to turn in – aided by the rear wheel steering – the body resists excessive roll, and the sheer weight of the vehicle along with the compliance of the suspension prevents it from being deflected off-line over bumpy roads. Light steering makes the car feel surprisingly agile on its feet, and when you need to anchor down, the colossal 420mm iron brakes grind the car to a halt in an almost alarming fashion. Depending on which driving mode you’re in, the four-wheel-drive system can send up to 70% of the torque to the rear wheels, but you can also feel the system shuffling some to the front wheels to help you out of corners when it thinks you’re about to enter in to some understeer. Dynamically, it’s superior to a Rolls Royce Ghost and it makes the previous generation Flying Spur look more like the chauffeur car it was designed to be. Our test car was equipped with the 6.0 litre W12 engine, but if you want an even sharper driving experience then you can opt to have a 4.0 litre V8 motor instead. Physics defying is the phrase that comes to mind. On the subject of engines, the W12 is an absolute powerhouse. The twin-turbocharged unit puts out 626bhp at 6,000rpm and a huge 664lb ft from just 1,350rpm – our calculations theorise that’s enough torque to pull along a small planet. Power is distributed by an eight-speed twin-clutch auto which isn’t the sharpest ‘box when calling for gears manually, but discreetly slips through the cogs when you’re just wallowing along. When you get your foot down, the Flying Spur really thunders along thanks to a 0-62mph time of 3.9 seconds and a top speed of 207mph, but numbers really don’t do justice to the way it continues to pile on speed. The mammoth torque figure from low rpm makes for a truly effortless driving experience, performance seemingly available whenever you call for it with the only caveat being the dull throttle response. There are three pre-set driving modes (Comfort, Bentley and Sport) and an Individual setting with some configurability. In all but the sportiest driving mode, the throttle response lags a little, but overall, the engine and the performance it delivers is sublime. Of course, sporty demeanour doesn’t necessarily define driving pleasure, particularly if you’re the type of person who just loves to waft about. If you fall in to the latter camp, then you’ll appreciate the Flying Spur’s rolling refinement more so than its ability to bend the rules of physics on an interesting piece of road. Three chamber air suspension ensures the ride quality is cushion-soft at all times, while the damping does a superb job of ironing out large road undulations. It glides over all but the most uneven road surfaces with only the occasional vibration making its way in to the cabin, and does a fine job of blocking out the majority of road noise despite riding on large 22-inch alloy wheels. At speed, you can pick
“The mammoth torque figure from low rpm makes for a truly effortless driving experience”
The Flying Spur looks stately without appearing ostentatious. Well played by Bentley!
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The cabin is exquisitely crafted with the best materials money can buy.
The smaller details in a Bentley are what separate it from lesser premium vehicles.
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Front or back, the Flying Spur is an experience to travel in.
out a little wind noise, but it’s not intrusive and is more than forgivable when you consider that even the Rolls Royce Phantom suffers from the same issue. Overall, though, the Flying Spur takes refinement and ride quality to a level that its Continental GT sibling can’t match and make’s a case for itself as a worthy Mulsanne replacement. The interior is lifted from the Conti’ GT which is no bad thing, but the rear of the cabin is bespoke to the Flying Spur. Vegans look away now, there’s enough cow hide here to make an animal rights activist recoil in to their gluten and lactose free veggie burger. Imperial Blue leather with Hotspur contrast stitching was omnipresent, and the Dark Fiddleback Eucalyptus over Grand Black veneer was tasteful and beautifully finished. Bentley’s signature diamond quilting adorned the seats and door cards, and the general fit and finish were outstanding. But of course, you expect nothing less from team Crewe. The men and women there are world-class craftspeople who handmake everything with an unrivalled passion and attention to detail. The infotainment system is housed in a triple-sided rotating display with a 12.3-inch touchscreen on one side, unbroken veneer on another, and three analogue gauges on the third rotation. Some will consider this a bit of a gimmick, but the gauges – compass, chronometer and outside temperature readout – are exquisite to look at and make for a beautiful cabin centrepiece. The actual infotainment system has modern graphics and is easy to navigate,
but the response time could be a little a sharper. Our demo also came with the optional 2,200W, 19-speaker Naim HiFi. A previous Bentley we tested had the lesser B&O system installed which sounded fantastic, but Naim takes your in-car audio experience to a different level and is bested only by Rolls Royce Bespoke Audio. One final word on the tech before we discuss the backseat experience. Many German car manufacturers dazzle you with modern technology using an unnecessary number of screens, whereas Bentley offer the same mod cons without ramming them down your throat. I appreciate this may be subjective, but in my opinion, the Bentley way is the proper way of doing it. This is real luxury motoring. If you’re the type that likes to be driven, then you will not be displeased with the backseat experience offered by the Flying Spur. Not only are there acres of leg room, but smaller details like the headrest cushions, vanity mirrors, window blinds, drinks cooler and separate rear infotainment screen all add to the ambience. Want to stop commoners from checking out who’s in the back seat? The window blinds have you covered. Want a heated massage to go with that cold glass of champagne you just poured yourself? The heated and cooled seats with adjustable massage functions will please you to no end – these are also available in the front. Whether you want to conduct a business video call or simply relax, the backseat of the Flying Spur offers a calm and luxurious place to operate from. All of this versatility will set you back £177,800 before
Technical Specifications / REDLINE RATING 9/10 | Engine
| Power
| 5,950cc W12 twin-turbo | 626bhp @ 6,000rpm
| Torque
| 0-62mph
| VMAX
| Weight
| Price
| 664lb ft @ 1,350rpm
| 3.9 secs
| 207mph
| 2,437kg
| £177,800
options and our test car tallied up to £213,015. Yes, you knew before you started reading that it would cost a lot of money, but it’s also around £70,000 less than a Rolls Royce Ghost. Whether that makes it a bargain or not depends on how much disposable income you have. Bentley has gone to town on the third-gen Flying Spur. In the absence of the Mulsanne, they needed something to tempt buyers away from a Rolls Royce while ensuring it doesn’t cannibalise Bentayga sales. Where previous iterations of the car felt a bit like a Continental GT afterthought, this new one feels like the standalone model it’s designed to be. Regardless of whether you want to be chauffeured around or involve yourself in the driving experience, it offers the best of both in an undeniably desirable package in a way that only Bentley know how. Cars don’t come much better than this.
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“The big Bentley handles country roads remarkably well for a car of such size and weight”
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DONNINGTON We cover the highlights from the final race of the Intelligent Money British GT Championship season, and look ahead to 2022. WORDS: Mark Rose | PHOTOS: British GT
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DECIDER.
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Well, they’ve done it again. Barwell Motorsport has taken the overall Team and Drivers’ titles in the Intelligent Money British GT Championship. The season went down to the wire with the final two hour race being dubbed the ‘Donnington Decider’, and while Barwell’s #63 Lamborghini Huracán Evo GT3 didn’t appear on the podium, drivers Leo Machitski and Dennis Lind scored enough points to claim both championship titles in tricky wet/dry conditions. The 2020 Drivers’ Champion Sandy Mitchell also rounded off another strong campaign after claiming P3 in the standings alongside his team mate Adam Balon. Despite Barwell Motorsport maintaining a points advantage going in to the weekend, it wasn’t without its pressures as championship contenders, RAM Racing’s Ian Loggie and Yelmer Buurman pushed them all the way, ultimately finishing just one position behind and one second from snatching the titles at the final race. Now that Barwell has successfully defended their Team crown, you would have to be silly to bet against them doing it again in 2022.
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The #DonningtonDecider also saw the return of Tolman Motorsport with a Bentley Continental GT3 after a two year hiatus because of the COVID-19 pandemic. Their last-minute entry meant they were excluded from scoring points across the weekend, but that didn’t stop them from picking up silverware in an impressive performance which saw them claim P3 in the Silver-AM category on race day. Despite being new to the car, perhaps this result is unsurprising given that drivers Ian Stinton and Jordan Witt have plenty of British GT experience with previous stints in the championship. Hopefully, this sets the team up for a full-season entry in 2022. The only other team currently running a Bentley Continental GT3 is Paddock Motorsport, and I think we can all agree that we need to see more of these beasts on the grid next year! In the GT4 category, both titles were wrapped up a race earlier in the second race at Oulton Park. Will Burns and Gus Burton, behind the wheel of the #57 BMW M4 GT4 fielded by Century Motorsport, overcame the wet weather to claim their third win of the season along with the Team and Driver’s titles.
Image one, Leo Machitski and Dennis Lind - Image two, Will Burns and Gus Burton.
Tolman Motorsport returned to British GT with their new Bentley Continental GT3.
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Team Parker Racing and their 911 GT3 R driven by Nick Jones and Scott Malvern.
At Donnington, however, it was Academy Motorsport’s Matt Cowley and Will Moore that took the class victory which ensured they finished championship runners-up behind the wheel of the #61 Ford Mustang. Looking ahead to next season, GT4 champs Century Motorsport will be stepping up to the senior category with BMW’s new M4 GT3. You know, the one with the big grilles. Despite being an official BMW partner since 2018, the team has had to work hard to secure the new M4 given the demand for the car. The first will be delivered in early 2022 and providing there’s enough driver interest and availability, a second an M4 may be delivered later in the year. Century will also be running their championship winning M4 GT4 again, so expect the team to have a very busy 2022 campaign. Also for next year, Team BRIT has confirmed their GT4 entry with a specially adapted McLaren 570S for their drivers Aaron Morgan and Bobby Trundley. As the UK’s leading motorsport programme for drivers with physical and psychological disabilities, their addition to the 2022 grid marks an important moment for disabled
motorsport fans. Aaron and Bobby have already raced this season in Britcar and finished third in class and fourth overall in a previousgen Aston Martin GT4. But 2022 will be the first of a two year campaign in British GT as they build towards a Le Mans 24 Hours entry as the first all-disabled driver line up. In terms of next year’s racing calendar, SRO has confirmed that the Intelligent Money British GT Championship will once again hold nine races over seven weekends at Silverstone, Brands Hatch, Donnington Park, Snetterton, Oulton Park and Spa-Francorchamps. All races will be free to watch globally on SRO’s GT World YouTube channel and on their official Facebook page. As an added bonus, MSV’s new single-seater category, the GB4 Championship, will be added to the support race line up for 2022 alongside the GB3 series. Also, investment provider Intelligent Money will again be the British GT title sponsor. The first race weekend of the season kicks off at Oulton Park on 16th April and will host two, one hour races across the weekend. We can’t wait, now let’s get the off-season out the way!
SUPER STAR DRIVERS We spend the morning at Silverstone with the BRDC getting to know two of the drivers on their SuperStars programme. WORDS: Mark Rose
ASHLEY SUTTON - LASER TOOLS RACING 3x BRITISH TOURING CAR CHAMPION 72 |
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BEN TUCK - WALKENHORST MOTORSPORT GT3 PRO RACE WINNER (NLS)
n the previous issue of Redline, we explored the intricacies of the BRDC SuperStars programme and the fantastic work they’re doing to push the UK’s most promising young racers in to the top tiers of motorsport. Now, we’ve had the opportunity to meet two of their drivers after the BRDC invited us to Silverstone to the spend the morning discussing their careers, and what it’s like being a SuperStar. We also took to the track for some hot laps in a BMW M2 Competition, but more on that later. Hosting us for the morning were Ashley Sutton and Ben Tuck, two drivers competing in different racing categories, both of which have experienced success in motor racing. Ashley has just wrapped up his third BTCC (British Touring Car Championship) title with Laser Tools Racing. Ben, a former MSA Young Driver of the Year, has just completed his debut GT3 season as a PRO in the NLS (Nürburgring Langstrecken Serie) for Walkenhorst Motorsport. The highlights of Tuck’s season were his maiden win in the category and how quickly he got on pace with his two more experienced team mates. Chatting to them, it’s easy to see why they were selected for the SuperStars programme. Sure, they’re highly talented racing drivers, but I’m also a big believer that in order to do well in motorsport you need to be a likeable person. Simply put, you’re less likely to get sponsorship if you’re unpleasant. Between us, we discussed the benefits of being a BRDC SuperStar and what it’s done for their careers. Ashley and Ben both agree that they’ve benefited hugely from the scheme and that the guidance of Andy Meyrick (Director of the programme) has been a help. Just being able to say they’re BRDC SuperStars has opened up opportunities in terms of racing and sponsorship, with the business courses proving a useful tool in helping them understand how to raise funding for their careers. They also clearly enjoy the social aspect that comes with it. Being able to spend time with other drivers on the programme and mixing with media has helped them with their personal development and driver profiles. But as fun as it was talking to pro racing drivers, there’s no denying that everyone was keen to get out on track, so Ben and I jumped in to one of the M2s and went for some laps. The BMW M2 Competition is a car we know well given we’ve previously road tested it, and to this day, it’s still one of our favourite cars we’ve driven. It’s beautifully balanced, has a fantastic six-cylinder engine with drive to the rear wheels, and an insatiable appetite for oversteer. It’s laugh-out-loud fun, and Ben waisted no time in exploiting the car’s potential for hoonery. You expect racing drivers to keep things neat and tidy on track, however, Ben couldn’t help but play the yobbo. M2s do that to you. We spent more time sideways than we did moving in a straight line. All four wheels were often beyond the limits of the track and a fair amount of gravel and dust was kicked up in the process. Rather amusingly, there was also a BRDC Member’s track day running parallel with our event, and we did the other drivers who were on hot laps no favours as we screeched round and caused havoc. It might not be the fastest way to lap the Silverstone GP circuit, but it’s arguably the most fun. Some laps with Ashley also demonstrated how poorly behaved all racing drivers can be when you hand them a rear-wheel drive performance car, and when you got both them on track together, it was like a Fast and Furious style competition to see who was the best drifter. DK would have been proud. After multiple laps, some knackered tyres, and a minor neck injury, I peeled myself out the M2 and went for a coffee. It was real pleasure to meet Ashley and Ben, and it’s great to see that the BRDC genuinely has great drivers on their SuperStars programme who can entertain both and off the race track. If you would like to learn more about the BRDC and the drivers in this article, please follow their Instagram accounts @brdcsuperstars @asuttonracing and @bentuckracing.
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shows | meets | drives | track days @carsandcamberevents
CARS & CAMBER QUALIFYING Following the success of their first event earlier in 2021, the road and race car themed events company Cars and Camber hosted another morning meet. Here are some of the best images from ‘Qualifying.’ PHOTOS: Stephen Boroughs, Reece Gallacher & Neil Edgley
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Two Porsches, one is a proper racing car and the other is a road car, albeit a very special one.
That’s the sound of the beast. Woop-woop!
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Because car events are nothing without coffee.
An outstanding Lamborghini Aventador SV on display.
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DRIVER’S STUFF The latest products, accessories and merchandise. Tested and verified by the Redline team. ULTIMAXX CERAMICS Car care is now very big business, and with more products on the market than ever before, it can be tricky trying to work out what’s best for your pride and joy. Fortunately, Ultimaxx Ceramics has you covered. Whether you’re a professional detailer, a hobbyist, or someone who simply likes to keep their car clean, the Ultimaxx Waxeramic infused ceramic wax is a product you should definitely try out. Obviously, we didn’t just want to make a recommendation without using it ourselves, so Ultimaxx sent us a tub of wax and we called in our detailers of choice, Buds N Suds, to help us see if it’s any good. I’m happy to admit that my car care knowledge is anything other than extensive, so it was handy having a professional on hand to explain how the product should be used and whether it’s something we should recommend to our readers. It turns out the application process is incredibly simple. Make sure your car is clean, prep with some Ultimaxx Panel Prep, and apply a thin layer of wax. Leave it for an hour, add a second layer of Waxeramic and buff off with a microfibre cloth. Job done. The wax can be used on multiple surfaces including paintwork, painted plastics, carbon fibre, glass reinforced plastic, alloy wheels, and the side windows of your car. While applying, the wax proved to be malleable and easy to spread, it gives off a pleasant almond scent, and it buffed off with ease. We also tested how well it repels water by comparing a panel with the wax applied to one without, and as you can see in the images, it beaded up like a beauty. It worked so well that the Bentley Flying Spur that was used for the demonstration will be getting a full ceramic coating using Ultimaxx Waxeramic in the near future! Waxeramic offers a minimum of six months protection for your vehicle, and can be used by professionals like Buds N Suds, general enthusiasts, and the uninitiated like myself. 50ml and 200ml tubs are available from their website and are priced at £35 and £75 respectively. Go on, pick up a tub. Your car deserves it!
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