Redline Issue 13 by Redline

ISSUE 13 - £6.95 - WWW.REDLINEMAGAZINE.CO.UK

THE DEFINITIVE ROAD & RACE CAR PUBLICATION

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

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WELCOME

The newsstand has long been a place where car and motorsport enthusiasts can find quality print content they can cherish. It’s clear that digital media is now the predominant way people can consume motoring news, but we believe print still has its place which is why we work hard to provide petrolheads with beautiful, physical magazines they can enjoy. If you’ve not come across us before but have now found us on the shop shelves, then welcome to our community of car enthusiasts. This is our first time on the newsstand, so if you like what you see, we would love for you to stick with us for the long haul. Despite our love for print media, we still want to be at the forefront of digital content and we feel the best way to do that is to create a space where like-minded people can share their own motoring journeys and indulge in free online articles. To cater for this, we have created our own Redline mobile app which you can download for free by scanning the handy QR Code above. The app has only recently gone live, but in time it will flourish in to a passionate community and provide a place which adds value to your motoring experience. We are also offering our first 1,000 members an exclusive discount of 20% off our annual print subscription, so join our motoring community to take advantage of this limited time offer using the discount code ‘APP20’. While creating new ways for people to find us, we’ve also been

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busy doing what we do best – driving some of the world’s finest cars. We have some exceptional road tests for you to indulge in with a variety of vehicles. Our main feature for this issue is our trip to the legendary Black Mountain Pass in convertible versions of the Lamborghini Huracán Evo RWD and McLaren 720S. We also spent a wintry weekend in Ferrari’s newest grand tourer, the Roma, and we test two not-so sensible family cars from Bentley and Audi. To top it off, we enjoy a day behind the wheel of a gorgeous 1969 Mercedes-Benz 280 SL Pagoda. Moving on from the road and to the track, we have some exciting motorsport content lined up. We sit down with Team BRIT and their driver Aaron Morgan as they embark on their first British GT Championship campaign in their McLaren 570S GT4. The BRDC have named their SuperStars for 2022 so we’ll be taking a closer look at who’s made the cut this year. And we’ve spent a day with our official simulator partners AXSIM, driving their stateof-the-art Formula racing sim. As I’m sure you can tell, it’s been an incredibly busy few months for us, but creating this latest issue of Redline has been great fun and nothing would make us happier than for you to enjoy reading it. Whether you’re a new reader or an existing one, we appreciate your support. Warmest Regards

Mark Rose

Owner & Managing Director

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CONTENTS REDLINE ISSUE 13

ROAD TESTS 38: LAMBORGHINI HURACÁN EVO RWD SPYDER vs McLAREN 720S SPIDER

10: MERCEDES-BENZ 280 SL PAGODA

50: FERRARI ROMA

60: BENTLEY BENTAYGA S

68: AUDI RS 6 AVANT

19: INSIDE LINE

76: TRACK SIDE

90: DRIVING GEAR

We spend a day at Millbrook with the McLaren 720S and GT, drive the new BMW i4 M50, and live with the CUPRA Leon 300 for a week. We also preview the new Aston Martin V12 Vantage and Lotus Eletre, and our columnists pay tribute to Sir Frank Williams and discuss the state of the current used car market

It’s a Team BRIT extravaganza as we spend the day with them prior to the start of the Intelligent Money British GT Championship season, and interview their driver Aaron Morgan ahead of the first round at Oulton Park. The BRDC SuperStars are also back for 2022 with an updated line-up of drivers

We’ve been playing with some serious toys in this issue. How about a £100,000 racing simulator from our partners at AXSIM? Keeping with the theme of expensive things, we try the £779 B&O Beoplay H95 headphones. Swiss watchmaker Christopher Ward also send us their C60 Trident Bronze to try out

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 address - The Old Grange, Warren Estate, Lordship Road, Writtle, Chelmsford, Essex, CM1 3WT. CONTENTS

CLASSIC MERCEDES-BENZ 280 SL PAGODA

CLASSICS WITH

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WE TAKE A BEAUTIFUL 1969 MERCEDES-BENZ 280 SL PAGODA FOR A SPIN. IS IT THE PERFECT TONIC TO MODERN DAY MOTORING? WORDS: Mark Rose | PHOTOS: Dom Ginn

ROAD TEST

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t’s late winter, the sky is gloomy and the temperature is struggling to push past ten degrees. To make matters worse, droplets of rain begin to collect on the windscreen of the convertible classic car I’m driving. Needless to say, this is not drop-top weather. Do I care though? Not one bit. Truth be told, I’m having too much fun to worry about what the British weather is up to because I’m driving a 1969 MercedesBenz 280 SL Pagoda.

QUOTE

“Durable but light, the design ethos resulted in victory at the 1964 Spa-Sofia-Liege”

CLASSICS WITH

ROAD TEST

The cabin was full of character!

QUOTE

“It brims with personality and reminds you that the joy in driving isn’t necessarily found in high performance”

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Penned by then Mercedes design boss Paul Bracq, the 280 SL was an evolution of the earlier W113 series models which were available between 1963 and ’67, with the 280 selling between 1968 and ’71. Owning to its slightly concave roof, these cars picked up the affectionate nickname ‘Pagoda’, and is still to this day one of Mercedes’ most cherished designs. In its day, the W113 series was one of the most advanced cars on the planet in terms of its construction and powertrain. Aluminium was used for the bonnet, boot lid and door shells, and it was the first car of its type to feature front and rear deformation zones. The roof for which the Pagoda is famed was also built to withstand loads of up to 1,000kg which is hard to believe given its somewhat dainty appearance. Durable but light, this design ethos resulted in victory at the 1964 Spa-Sofia-Liege – a harsh endurance rally

across Europe’s worst roads with very few stops throughout. Despite its sporting intentions, the introduction of the later 280 SL also came with softer suspension and seats, and most road cars benefitted from the fourspeed automatic gearbox even though a five-speed manual was also available. This transformed the Pagoda in to more of a sports tourer, and is the very example we’ve been lucky enough to drive. Since 1969, this particularly Pagoda has lived a comfortable life in sunny California and as a result, came to England in 2016 in a remarkably rust-free condition. It’s unusual for Mercedes cars of this era to remain in this condition and the restoration team at Hilton & Moss reckon it was the best Pagoda shell they had ever seen. Even the original seams and spot welds were still visible, suggesting it’s never been subject to any body repairs or paintwork. Good old

The round gear shifter fits perfectly in the palm of your hand

The seats in the 280 SL were as comfy as old armchairs, albeit better maintained!

dry-state weather! A decision was taken by Hilton & Moss to convert the SL from its original USA specification to the more sought after European spec by changing the bumpers, headlights, rear lights, fitting the chrome flashing beneath the number plate, and deleting the side markers. It was also stripped down, repainted in the classic DB180 Silver and given a partial interior re-trim. The new owner was very specific when it came to the cabin. Clearly not a man to buy such a beautiful car and hide it away in a garage, he asked that the interior remained in a slightly used condition so he could drive it without the fear of tarnishing a perfect restoration. What a guy! Back to our wintry drive, and one of the first things that struck me was how well protected the cabin was from wind bluster. As long as the windows are up and you have your thick coat on, you can comfortably enjoy the Pagoda in

lower temperatures. It also possesses a respectable lick of performance. When it was new, the 2.8 litre straight-six engine produced around 170bhp which gave it a 0-60mph time of just 8.6 seconds. 53 years on and it doesn’t quite cover ground in the same way, but it’s still entertainingly quick and the six cylinders sing their way to the rev limiter. No OPFs here. During the 60s, the SL was one of only a few cars that was fitted with brake discs all round, and Hilton & Moss also overhauled them so they still perform as intended. Operating the SL is easy. You start it on the key, select 4th on the automatic transmission (cogs 2 and 3 are for uphill starts), release the handbrake and move off. For the first few miles you have to treat it with some mechanical sympathy while it gets warmed up, but once it’s gotten some heat in to it, the throttle responds more willingly and it changes gear with less

ROAD TEST

interruption. On the road, the 280’s softer suspension and seat really paid dividends and made for a smooth and relaxing experience. In typical classic car-fashion, the steering requires some added input when changing direction, but it never felt cumbersome and at low speed the Pagoda was surprisingly manoeuvrable thanks to its short wheelbase. If you wanted to, you could find the limits of grip quickly but the way the mass moves around serves as a good indicator as to how much tomfoolery its willing to take. There’s some genuine playfulness here, but in reality, all you want to do is enjoy the supple ride and wind in your hair antics. It brims with personality and reminds you that the joy in driving isn’t necessarily found in high performance, but in cars that have abundant character and feel-good factor. One of the best things about the Pagoda is that despite its popularity among Mercedes enthusiasts, the shadow cast by the 300 SL Gullwing is long and dark which supresses values and means you don’t need to spend a seven figure sum of money to buy deep in to the Merc back-catalogue. The Pagoda supplied to us by Hilton & Moss was priced at £124,995 which made it a relative bargain, especially when you consider the W113 series was a direct replacement for the Gullwing’s convertible sibling, the legendary 190 SL. The 280 SL truly is a thing of beauty and a perfect buy for both seasoned collectors or someone who’s looking to make a significant purchase. I have no doubt that taking a Pagoda for a leisurely drive on a summer’s evening is nothing short of heavenly, and serves as a tonic to the often tech-riddled world of modern motoring.

CLASSICS WITH

TECHNICAL SPECIFICATIONS | Engine

| Power

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 2,778cc inline-six

| 170bhp*

| N/A

| 8.6 secs*

| N/A

* Figures accurate at the time of production

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McLAREN AT

MILLBROOK We take to the Millbrook Proving Ground to compare the McLaren GT with its 720S sibling

INSIDE LINE

QUOTE

“Jumping from the GT to the 720S and you realise that the super series car is much more aggressive”

Beauty is in the eye of the beholder, but it’s undeniable that the GT is more elegant than its 720S sibling.

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wo cars we know rather well at Redline are the McLaren 720S and GT. Plenty of time has been spent behind the wheel of Woking’s supercar and so-called grand tourer, but you get the impression that despite their similarities on paper, they are two very different propositions. McLaren were keen to highlight this, so they booked some time for us to drive them back-to-back away from the limits of the public highway at the infamous Millbrook Proving Ground. Both cars are mid-engined, have a seven-speed dual-clutch gearbox, use a carbon tub and share a twin-turbo 4.0 litre V8 engine. Both are stupidly fast and wonderfully capable at ordinary road speeds, but beyond that they start to walk their own respective paths. You could drive a 720S every day if you really wanted to, but it’s still a supercar and therefore compromised in its ability to ever be truly liveable. The GT, on the other hand, you can daily all day, every day, and that’s what makes it so compelling. We won’t get too deep in to how the GT stacks up as a grand tourer because in reality it falls short of the brief, but as a usable supercar, it’s almost unparalleled. Think Audi R8 V10 Performance or Porsche 911 Turbo S levels of usability, but more exotic with added practicality. Cake and eat it, anyone? Millbrook at speed can be fairly treacherous in the dry, but snow had settled a few days prior to our visit and sections of the circuit could be best described as an ice rink with corners. Fortunately, McLaren’s cars possess physics defying traction when you consider all the power goes through the rear wheels. That’s 612bhp in the GT and 711bhp in the 720S with torque figures of 465 and 568lb ft respectively. Some back-to-back laps in both cars at Millbrook’s Hill Route really highlighted the void between the two. The main mechanical difference concerns the suspension. The GT makes do with a traditional anti-roll bar with softened springs to improve ride quality where the 720S uses a complicated hydraulic system for outright dynamic ability. We started with the ‘softer’ GT as a baseline and then hopped in the 720S. For a car so usable, you marvel at how engaging a driver’s proposition it is. By any standards, it changes direction without hesitation, the body resists roll, and in typical McLaren fashion, the steering is full of feedback. The Hill Route is a complex testing facility which you could characterise as a British country road with a whiff of Nürburgring about it. Even in its racier driving mode, the GT remained beautifully compliant over the bumps and crests which gives you the confidence to push on. Jumping from the GT to the 720S and you realise that the super series car is much more aggressive. It rides firmer, the gearbox is sharper – not that the GT’s is by any means sloppy – and it’s noticeably faster. An extra 99bhp and 111kg less weight make a far greater difference than a spec sheet will ever tell you, and the way the 720S makes its performance is also more aggressive. You still ride the boost like you do in the GT, but here it punches you harder and faster down the road. When the road conditions are questionable, you really have to think about how you deploy the car’s prodigious power, but again, you would struggle to find another car that deals with so much grunt through the rear wheels so competently. The front end responds telepathically to your inputs, the carbon ceramic brakes are mighty strong, and despite riding more purposefully than the GT, there is still a level of comfort that other mid-engine supercars struggle to compete with. How do you expose understeer in a McLaren? You simply drive an even sharper one. What McLaren has demonstrated with the 720S and GT is how two models from the same manufacturer that look so close on paper, can actually offer very different experiences. If you had to pick between the two then you would buy the 720S providing you had another car for daily use, but if you could just buy a single, do-everything performance vehicle, then you would opt for a GT – it really is that well rounded.

INSIDE LINE

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M IS FOR ELECTRIC BMW takes aim at Tesla and Mercedes with a new electric four-door coupe, and this one has been worked on by their M-division ...

INSIDE LINE

TECHNICAL SPECIFICATIONS - REDLINE RATING: 8/10 | Powertrain

| Claimed Range

| Power

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| Dual-Motor, AWD

| 316 miles WLTP

| 537bhp

| 586lb ft

| 3.9 secs

| 140mph

| 2,215kg

| £63,905

The notion of an electric M car is enough to make some people recoil. Turns out the driving enthusiasts need not worry

f you’ve been looking for indisputable proof that electric cars have gone mainstream, then here it is – the first all-electric BMW M car. Big moment, this. While the i4 eDrive40 is more of an electrified 4-series Gran Coupe, the M50 has been worked on by the M-division. We had the opportunity to spend a few hours road testing it at a BMW EV event so we could glean some first impressions before doing something more comprehensive at a later date. The M50 is an interesting play from BMW because on paper it has the ability to challenge the M3 Competition while undercutting it by more than £10,000 and not running up a considerable fuel bill. And of course, it’s kinder to the environment. BMW already has skin in the electric car game, not to mention they were well ahead of the curve when they released their plug-in hybrid sports car, the i8, back in 2014. They’ve been honing this tech for the best part of a decade now, so you expect them to get it right with the i4. The first thing that strikes you are the looks, but that’s a common theme among current BMW models. The big grilles are back but they’re blanked off because the i4 doesn’t require the cooling of an internal combustion engine powered car. It uses the headlights and door mirrors from the M3 and carries sportier styling details over the eDrive40. Combined with the 20-inch wheels, sloping roofline and sculpted taillights, it certainly has some road presence while being discernible from an ICE propelled BMW. Step inside the cabin and it’s clear to see that the standout feature is BMW’s new dualscreen curved display with the 8th generation of iDrive. We had a quick play with the touchscreen display and it appeared responsive with sharp graphics. Fortunately, you can still control the system using the iDrive wheel which means you don’t need to aimlessly prod at the display while driving. The rest of the interior was well made with quality materials, and the seats were exceptionally comfy. BMW excel when it comes to driving positions and it’s no different in the i4. Powering the twin-motor M50 is an 80.7kWh battery pack which puts out a colossal 537bhp and 586lb ft, and because you get instant torque when you press the throttle, it

REDLINEMAGAZINE.CO.UK

The new dual-screen curved display takes centre stage

QUOTE

“BMW already has skin in the electric car game, not to mention they were well ahead of the curve when they released their plug-in hybrid sports car, the i8, back in 2014”

feels like the fastest 537bhp you’ve ever deployed. Zero to 62mph takes just 3.9 seconds and the top speed is 140mph, but the way it takes off at a moment’s notice is mind blowing. If you love to overtake – something BMW drivers have a penchant for – then you’ll love the way the i4 M50 fires you forward. Of course, if you use all the performance on a regular basis then you’ll drain the battery in no time, but BMW reckons you can eek 316 miles from the M50 if you treat it nicely, which you probably won’t. Hans Zimmer has specially developed a soundtrack which changes with the driving modes, and dare we say it, but it sounds quite cool. No, it’s not a remix of Pirates of the Caribbean, or Inception, but as far as electric-car-whirs go, this particular EV sounds mildly entertaining. The car also benefits from brake regeneration which can slow it to a complete stop without having to use the brake pedal. On our pre-set route were some interesting country roads which allowed us to test how well the i4 M50 handles. Typically, electric cars have performed well in a straight line while dynamically falling apart at the first sight of corners, but this is a BMW which has been given the M-treatment, so no excuses are allowed. It runs traditional steel springs at the front but the rear rides on air which lends the M50 a sporting yet comfortable balance. When you show it some corners you can still feel the 2,215kg mass moving around, but generally the nose goes where you ask it and the rear comes round to meet you in typical BMW fashion. Once you’re round the corner, you can then use the instant torque to fire you in to the next one, and soon you begin to build some rhythm with it. We’d go as far saying it’s entertaining, but like I said, this is a BMW, so we expect nothing less. The BMW i4 M50 feels very complete. Not only is it stupidly fast, but it’s both comfy and entertaining when you want it to be. There was a time when EV’s were horribly expensive and handled poorly, but this is no longer fringe technology and it’s great to see it distilled in to such a strong, all-round package. It costs £63,905 which is by no means a small outlay, but it is regular fast-German-saloon money which shows you’re no longer paying a premium for the EV technology that powers it. As a daily proposition it’s very compelling, and it might just poach some M3 customers along the way. inside line

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QU R ’ FO 5 1 ‘SL OFF % 5 1

GREAT EXPECTATIONS Previous hot SEAT Leons have been huge fun to drive, but can the new CUPRA Leon 300 continue that trend?

WORDS: Mark Rose | PHOTOS: Reece Gallacher

INSIDE LINE

et’s be clear about something, I’m a bit of a SEAT/CUPRA fan boy. I used to own a 280 with the Sub-8 pack back in the day when CUPRA branded SEATs were setting front-wheel drive Nürburgring lap times, and I absolutely adored it. A great chassis, punchy engine and a limited-slip differential was just as much fun as any sports car on our UK roads, and to be honest, I regret getting rid of it. So, expectations were very high for this new CUPRA Leon 300. The recipe here is similar to not just that of my former daily driver, but other hot hatchbacks under the VW Group umbrella. Propelling the 300 is the ubiquitous turbocharged 2.0 litre, 4-cylinder engine with 296bhp and 295lb ft. Power is sent to the front wheels via a seven-speed DSG, and there’s an LSD for extra front-end pointiness. As you would expect, this is a deeply entertaining car to drive. It has the usual selection of driving modes which allow you to adjust throttle mapping, gearbox response and damper stiffness, and on a country road I’d wager it’s more fun than the pricier VW Golf R with its fancy 4WD system. What you get in the CUPRA is buckets of adjustability. Coming out of a corner you simply turn the steering wheel, get on the throttle, feel the inside wheel find grip and wait for it to pull you out the corner. It’s also rapid in a straight line with a zero to 62mph time of 5.7 seconds and a top speed of 155mph. Peak power is at 6,500rpm so it’s not an engine that loves to rev, but with torque available from as low at 2,000rpm, it does punch you down the road. It doesn’t have the straight-line poke of a Honda Civic Type R or the aforementioned Golf, but it certainly doesn’t hang about. The steering is light but you always know what the front wheels are up to, the brake pedal has plenty of stopping power, and the DSG is pin-sharp on the downshifts. The adjustable damping also means you can have a sharper handling car when the mood takes you and a softer experience when the mood doesn’t. Either way, it always feels compliant and the body doesn’t roll around excessively. So then, job done, another brilliant fast SEAT – oops, I meant CUPRA. Unfortunately, not. It genuinely pains me to give this car a kicking but in the spirit of fair journalism, I have to because it is a highly frustrating thing to live with. As a daily driver it offers you everything you would want from a fast hatch: a well-made cabin with pleasant materials, plenty of boot and storage space, room for the kids, and agreeable road manners. The problem is the infotainment system and the VW Group’s disdain for physical buttons. Most functions have now been moved in to the 10-inch “smart” touch display, and trust me when I tell you, it ain’t so smart. You know that furious rage which slowly builds when your modern tech doesn’t complete simple tasks in a timely manner? Well, this is your experience every time you hop in the Leon and fire up the infotainment system. It often takes a good thirty seconds for the screen to wake up and one time I sat there for a full minute waiting very patiently for it to get its act together. This is not good enough. There’s also nothing smart about endlessly having to take your eyes off the road to do simple things like change your entertainment or adjust the climate control. And don’t get me started on the touch sensitive heating controls which don’t illuminate in the dark and require several stabs with your finger before finally working. Unfortunately, it doesn’t stop there. You used to get buttons for the driving modes but these have also been lost to the touch display and so when you want to change your driving mode on the move, like when you transition from a 30mph zone to national speed limit, you’re forced to take your eyes off the road and delve in to infotainment system. Again. Not only is it frustrating but it’s dangerous and it needs to stop before someone has an accident. Here’s the truth. If the CUPRA Leon 300 just had a few, well positioned buttons to help operate in-car functions, then it would receive extremely high praise and a recommendation that this is the hot hatch to spend your £35,125 on. However, unless you have the ability to drive a car, look at a screen and wave your hand around in the air aimlessly, while not taking your eyes off the road, then I can’t recommend you buy it. It’s a great shame because when you strip away its shortcomings, it’s a bloody excellent car.

REDLINEMAGAZINE.CO.UK

QUOTE

“It often takes a good thirty seconds for the screen to wake up and one time I sat there for a full minute waiting very patiently for it to get its act together”

TECHNICAL SPECIFICATIONS - REDLINE RATING: 6/10 | Engine

| Power

| Torque

| 0-62mph

| 1,984cc 4-cylinder turbo | 296bhp @ 6,500rpm | 295lb ft @ 2,000rpm | 5.7 secs

| VMAX

| Weight

| Price

| 155mph

| 1,490kg

| £35,125

Aside from some essential buttons on the steering wheel, the cabin mostly does without. INSIDE LINE

V12 ENDGAME Drink it in fellow petrolheads, this is the last time an Aston Martin Vantage will be fitted with a V12 engine

his is it. No, really, this is it. The new Aston Martin V12 Vantage will be the last Aston Martin V12 Vantage. After this, the big engine crammed in to a small sports car recipe will be resigned to Aston’s back catalogue, never to be seen again. And before you get any ideas of rushing out to buy one, you can put your wallet away because all 333 examples were sold before the car was officially unveiled. We shudder to think how much money lightly used cars will come to the market for. Needless to say, AM are touting this as their “fastest, most powerful and most dynamically capable V12 Vantage ever” and are intent on sending it out on a high. Since this car is mostly about the engine, let’s delve deeper. It’s the same 5.2 litre twin-turbo motor found in the company’s bigger GT offerings and here it’s putting out 690bhp and 550lb ft. The engine is positioned out front and the grunt is distributed to the rear wheels via an eight-speed auto and a mechanical limited-slip differential. We suspect it will do the whole sideways thing with great ease, but if you are forced to travel in a straight line, then you’ll be pleased to know it will accelerate from 0-62mph in 3.5 seconds and max out at 200mph where it also makes a handy 204kg of downforce. The power-to-weight ratio sits at 385bhp per ton which is 20 per cent more than a standard V8 Vantage, and Aston are promising an “intoxicating combination of magnificent low and mid-range muscularity with searing top-end power” – sounds good to us. The old Pirelli slogan goes “Power is nothing without control”, so Aston has set about making the Vantage more rigid while reducing unsprung mass. Spring rates have been stiffened by 50 per cent at the front and 40 per cent at the rear. Top mount stiffness has increased by 13 per cent and there are new anti-roll bars which are 5 per cent stiffer at the front and 41 per cent softer at the rear. Reducing the rear spring rates will help the Vantage retain its ride comfort without compromising on dynamic ability. Body stiffness has also been increased thanks to additional front and rear sheer panels, a rear suspension tower strut brace, and fuel tank bracing. As for that pesky unsprung mass, new carbon ceramic brakes have been fitted which help save 23kg and there’s a lightweight wheel option which saves an additional 8kg. Up front are 410mm discs with six-piston calipers, and at the rear are 380mm discs with four-piston calipers. If you’re ever lucky enough to go for a ride in a V12 Vantage, prepare to have your internal organs rearranged should you need to stop in a hurry. Interestingly, Aston Martin don’t quote a kerbweight, but we suspect it’s heavier than the V8 model owing to its extra displacement and cylinder count. However, the changes should make for a sharper handling car, and Aston has also widened the track by 40mm and recalibrated the steering for improved feel and response. The wider arches also contribute to the car’s visual heft. The Vantage has a relatively short wheelbase so it wears its extra width with real muscularity. The gaping grille, horse shoe design bonnet which pays tribute to the GT12, giant rear diffuser and wing make for a car that’s as shouty to look at as it is to hear. Price? Totally irrelevant because as we mentioned, you can’t buy one, and Aston Martin won’t tell us how much customers were charged for the pleasure. As time elapses and the days of the internal combustion engine become numbered, we will see more car manufacturers wanting to send their biggest and best engines out with a bang. The Aston Martin V12 Vantage is one of those cars and for the lucky 333 people who have been able to buy one, what they’ll own is automotive history and the end of an era.

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TECHNICAL SPECIFICATIONS ENGINE

5,204cc, V12, twin-turbo

POWER

690bhp @ 6,500rpm

TORQUE

555lb ft @ 6,000rpm

0-62MPH

3.5 seconds

VMAX

200mph

WEIGHT

N/A

PRICE

Undisclosed

QUOTE

“Prepare to have your internal organs rearranged should you need to stop in a hurry” inside line

TECHNICAL SPECIFICATIONS

QUOTE

“Imagine that, a hyper SUV Lotus that does the driving for you”

BATTERY

100+ kWh

POWERTRAIN

Dual-Motor AWD

RANGE WLTP

373 miles

POWER

600+ HP

0-62MPH

2.9 seconds

VMAX

161mph

HYPER SUV What you need to know about Lotus’ electric SUV

nother day, another electric SUV. In the words of some kid called Greta, “blah, blah, blah”. But before you the turn page over, hold on a second. This isn’t just any high-sided EV, but a so-called “Hyper SUV” from much-beloved British sportscar maker Lotus. Usually when the guys and girls at Hethel do something interesting, we take notice, because this is Lotus and they have a habit of making fantastic cars. The idea of a chunky, electrically propelled family car might seem very far removed from founder Colin Chapman’s ethos of “Simplify, then add lightness” but the EV SUV market is one hell of a cash cow and Lotus are in the business of selling cars, so here we are. As with most manufacturer press releases, there are more slogans than a questionable political party manifesto. For example, “Born British, Raised Globally” is a romantic way of saying ‘we needed money so we sold to the Chinese and now we outsource many of our operations, including manufacturing’. But the one line that really captures the imagination is “The soul of a Lotus with the usability of an SUV”. Is it possible to make such a large car handle like an Elise? If the laws of physics have anything to do with it, then probably not, but buyers will be expecting the best handling car in its class, so the teams working on the chassis and vehicle dynamics will be under pressure to make a car that can at least outmanoeuvre a Lamborghini Urus. No firm figures concerning weight have been published yet, but we do know that the Eletre will be a large car measuring 5.1m long, 2.2m wide and 1.6m tall. As with most EVs, it’s also going be to chuffing fast. Powering it will be a 100+ kWh battery which will produce upwards of 600 horsepower and distribute it to all four wheels via an electric motor on each axle. The top speed will be 161mph which doesn’t sound quite as ‘hyper’ as the sub-three-second 100kmh sprint, but it’s no doubt quick enough. Lotus is quoting a WLTP range of 373 miles and charging times of just 20 minutes for 248 miles of driving, providing of course, you can find a 350kWh charger. It will also come with the ability to accept 22kWh AC charging which reduces plug-in time where available. In the words of Lotus Director Gavan Kershaw, Dynamically the Eletre is a “world-class product and a true Lotus”. The car is built on an an-all new 800v EV architecture with integrated, high-voltage power distribution systems which uses aluminium and high tensile steel for optimum structural rigidity. The battery pack and electric motors are close to the ground to create a low centre of gravity, and the high energy density of the battery pack creates the best possible balance between performance and range. There’s five-link suspension at the rear to help optimise handling dynamics and ride quality – two things that don’t always go hand-in-hand. The Eletre also benefits from air suspension, Continuous Damping Control, active ride height and rear axle steering, an active anti-roll bar and torque vectoring via braking. Clearly, Lotus has gone all out to ensure that their “Hyper SUV” is worthy of the badge that will sit on the bonnet. The interior will also be something of a tech-fest, but importantly, it’s been designed in such a way that it feels light and airy. If a material isn’t needed, Lotus has removed it entirely. Of what’s left over, we’re being promised sustainable yet high-quality materials including recycled carbon fibre and man-made microfibres, with an advanced wool-blend fabric for the seats. Eletre also has the world’s first deployable LIDAR system for level four autonomy. Imagine that, a hyper SUV Lotus that does the driving for you. Some will claim they can hear Colin turning in his grave, but this is the future and Lotus is doing its best to make it as entertaining and relevant as possible.

INSIDE LINE

COLUMN VICTOR HARMAN

REMEMBERING SIR FRANK WILLIAMS They talk about “Living life to the Full” and, for the people title for Keke Rosberg in ‘82. Then, in 1986, driving a hired Ford who really knew him, Frank Williams was hard to beat as Sierra from Paul Ricard to Nice Airport after EW11 testing, Frank an example. Born in South Shields, with a father who served crashed badly, leaving his survival in question for some days. The in the RAF, he was mostly brought up by his mother and his tragic result of tetraplegia didn’t kill his love of racing though, and grandparents, and educated at a Catholic boarding School in he again fought on against fearsome odds, whilst Head, (later to Dumfries. His mother loaned him £80 to buy his first car, a tuned be knighted) took effective control of the Williams team over two Austin A 35, in which he started racing, which brought about his more F1 title-winning years. Less said the better of the extended meeting with Piers Courage. Almost penniless, Frank tagged along legal cases regarding charges of the Williams team’s blame for with Courage and a set of rich, aristocratic, car racing enthusiasts, Ayrton Senna’s death in the FW16 at Imola in 1994. They surely and began trading in racing car parts, the profits from which left more scars on Frank, yet he was gloriously and deservedly financed racing his F3 Brabham from 1964 to 1966. Frank soon knighted for services to motor sport in 1999. realised that he would never hit the top as a driver and, after some Only eleven more GP wins were to come Williams’ way after global F2 adventures in a BT23 with Courage as driver, Frank that, and Frank’s public face was understandably grim through financed him in a privateer F1 BT26 Brabham for the 1969 Grand the many tough years that followed, and after he lost his dear Prix season, gaining a couple of podium places. But the switch wife Ginny in 2013. If anyone thought that he couldn’t still smile to the new V8 Cosworth engined de though, or lacked emotion, they didn’t Tomaso for 1970 had immensely tragic see him as Lewis Hamilton took him for “Until his last days I know he consequences, with Courage the victim of a memorable “fast lap” of Silverstone in remained a racer and a fighter, 2019. Those who drove for him knew a fiery and fatal crash at Zandvoort. Some very sad years followed for Williams, and the real Frank Williams and what he at heart. His legacy will live on he even considered giving up racing after demanded, and few were left untouched forever” - Lewis Hamilton the loss of his pal Piers. But he struggled by his commitment, and determination. on for another four years, along the way “He really, really was somebody who reputedly borrowing money from Bernie Ecclestone. just wanted to have the best team, and the best drivers. He was But the recruitment in 1975 of a penniless and disillusioned never happier than when with his cars. He just loved F1 drivers design engineer Patrick Head was a key factor in Williams’ later – they were his people, the sort he wanted around him, because successes, and Williams Grand Prix Engineering thereby came into they were driven, like him.” said long time Williams press chief, being. In 1978 the first Head-designed FW06 appeared in Formula Ann Bradshaw. We might aptly close with words from Sir Lewis 1, driven by Aussie Alan Jones, who that first season picked up a himself, “Sir Frank Williams was one of the kindest people I meagre 11 points. Within two years though, Jones in the FW08 had the pleasure of meeting in this sport. What he achieved is had quite stunningly taken the 1980 Drivers’ Championship and something truly special. Until his last days I know he remained a with Carlos Reutemann third behind Jones, the Williams team also racer, and a fighter, at heart. His legacy will live on forever.” After took the Constructors’ title. Frank was proven a very fine judge of far too many lean seasons, the Williams family finally, and sadly, talent and character in recruiting Head and the relatively unknown said goodbye to Formula One racing 2021. Frank himself had said Jones, who extracted every ounce of potential from the Williams that Formula One “was his oxygen.” and we can only guess that and never gave less than his best. when he ran out of gas, life had little left for him bar the memories A repeat constructor’s title came in ‘81, and another driver’s of the glory days, of which there were many. INSIDE LINE

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COLUMN JAMES FORD

WHAT’S UP WITH THE USED CAR MARKET? It’s safe to say that the last twenty four months have been confidence is starting to dip. somewhat out of the ordinary, but as we slowly start to enter Does this mean that used car prices will start to drop back down a new time in our lives where we are yet again able to travel, again? Probably not soon – as I’ve already said, the semiconductor integrate and socialise, there are still some aspects of the last two shortage is still very present and production is still behind on new years that are still yet to return to a level of normality. One of those cars, so there will still be plenty of demand for the nearly new areas is the used car market. stock. But as fuel is currently at an all-time high and the cost of You may have noticed that over the pandemic the used car living is skyrocketing, the actual cars that will be selling may well market went a bit off the rails. With the combination of factories change from recent years. shutting down, forecourts closing their doors and the dreaded During the peak of the pandemic, we saw a huge rise in classic semiconductor shortage we’ve heard so much about in the news, and modern classic car sales as people gave up their company used cars have seen a rapid climb in value and demand with commuter cars to work from home and invested that saved income dealers offering over the odds to owners for their nearly new on something they’ve always wanted, or thought of as a safe vehicles, and a peaking interest in the classic car market. investment for the future. But even after just a year or two, I’ve I’ve witnessed this change in the environment first hand had owners ask me to help them re-sell as maybe they weren’t the and it has been fascinating seeing the landscape move around. sure thing they first thought. From witnessing two-year-old Porsche 992s sell over night for Now, the market has very much moved over to electric vehicles. higher than retail to a Ferrari Testarossa Long forecourt queues, astronomic fuel changing hands before the final “Does this mean that used car prices and a growing conscience has advertisement was published, private forced the hand of many car owners to prices will start to drop back sellers and buyers have certainly been abandon the fossil fuel burners and take down again? Probably not soon” the leap to switch to what many perceive very busy. But is it going to last? It is rumoured that the ‘chip shortage’ as a greener, cleaner way of driving. And may well go into 2024, which means those with itchy fingers who it’s not just new EVs that are on the rise. Used EVs like the Nissan don’t want to wait two years for their new car will probably end up Leaf are seeing a huge increase in interest as people start to look continuing to pay more to have something already registered and for a cheaper way to kickstart their new electric lifestyle. Whether built on their drive much sooner – this all sounds great for those or not you think that EVs are the future of motoring, you will who were lucky enough to take delivery already and are looking certainly see a lot of them on the road from now on, with SMMT to make a quick profit and those dealers who managed to snap up reporting that in 2021 the UK market saw a rise in new electric stock for a good price – but there is a huge caveat to all this that is vehicle sales of 26.4 per cent over the previous year, while petrol throwing a bit of a spanner in the works. cars were down 28.1 per cent and diesel cars a staggering 67.1 per It seems that over the course of the pandemic there were still cent. plenty of businesses and individuals succeeding in turning good The big question is, regardless of the powertrain, whether the profits, which in turn led to more spending, but over the last few used car market is showing any signs of settling down and going months we’ve seen a few contributing factors that are starting back to normal. Well, probably not. I don’t think it will ever go to cause concern to everyone in the industry. Where the online back to normal, whatever normal was or is. However, it certainly “contact-free” market is still doing well and demand is still high doesn’t seem as volatile as it was in 2020 and 2021, and despite for new and used cars, the overall cost of living increase is starting the initial rise in values, the oil prices are certainly helping the cost to catch up with even the most affluent, and as a result, consumer of that car you’ve always wanted to settle a bit – for now anyway. INSIDE LINE

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PEAK SUPERCAR

CONVERTIBLE SUPERCARS AREN’T REALLY MADE FOR BAD WEATHER, BUT THAT DIDN’T STOP US TAKING TWO OF THEM TO THE BLACK MOUNTAINS FOR SOME WINTER FUN WORDS: Mark Rose | PHOTOS: Dom Ginn

ROAD TEST

QUOTE

“The McLaren is to the Lamborghini what prescription meds are to illicit drugs. You still need to handle with caution, but it won’t leave you face down in a gutter after a night out on the town”

y senses are being assaulted, not by the miserable weather or the McLaren 720S Spider I’m driving, but by the sight and sound of the highlighter-yellow Lamborghini Huracán ahead of me. We roll out of the Welsh village of Brynamman on the south side of the Black Mountains, and begin our ascent up the A4069. I watch on as the Lambo’s canvass roof folds away and not to be outdone, I decide to follow suit despite the incessant drizzle and stiff breeze. At full chat, the twin-turbo 4.0-litre V8 engine in the 720S sounds properly angry, but all I can hear is the Huracán’s naturally aspirated 5.2-litre V10 motor screaming away out front. It blots out the eight cylinders just behind my head and bounces off the mountainous terrain around us. If my codriver Sid is orchestrating the concert, then I’m sat on the front row listening to the symphony. A moment later, the soundtrack skips a note and I look on helplessly as the rear end of the Huracán RWD steps out of line. This particular Lamborghini is prone to snap oversteer because as the name suggests, we’re in the company of the rearwheel-drive model, and at this altitude, it’s a long way down. Sid saves the car and as if nothing ever happened, opens the throttle and sends it up the mountain pass in a world of noise, colour and fury. This, is living. ROAD TEST

It was far from convetible weather, but when you have two supercars, it’s rude not to indulge in some glorious top-down action

Bringing two highly strung supercars to this part of the UK for the purpose of road testing may sound a little cliché, but the combination of roads and weather create a challenge that few other places can replicate, and we wasted no time getting stuck in to the task at hand. Despite its bravado, I felt a little sorry for the Lamborghini Huracán Evo RWD Spyder, because holding a candle to a McLaren 720S is an unenviable task. They may both be mid-engine supercars capable of alfresco motoring, but in their execution, they couldn’t be more different. Where the Mac uses a carbon tub, hydraulically linked suspension, and electro-hydraulic steering, the Lambo makes do with a hybrid carbonaluminium chassis, passive dampers, and electric power steering. Technically speaking, the McLaren is superior and in a game of Top Trumps, it wins out in nearly every metric. But what is better on paper doesn’t necessarily mean more entertaining on the road, and we know how exciting these rear driven Huracáns can be. On the Black Mountain Pass, the Lambo isn’t just scary, it’s terrifying. The high scuttle, low roof line and letter box rear window make it near impossible to see out of. To make matters worse, it’s large and unruly. The wide track, lack of steering feel and snappy rear end mean you’re constantly unaware of where the front wheels are and what the rears might do next. In these sodden conditions where the stakes are high, you’re living off your senses. One wrong move and you’re tumbling off the cliff’s edge. But somehow, it makes the Huracán all the more life affirming. The RWD has more than a hint of old school Lambo about it. If you took away the 21st century mod-cons and some of the modern rolling refinement, you’d be left with a supercar from a more unforgiving era. When you overstep the mark it punishes you, but it also thrills you in a way that very few new cars do. It’s pure theatre. The McLaren is to the Lamborghini what prescription meds are to illicit drugs. You still need to handle with caution, but it won’t leave you face down in a gutter after a night out

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Our driving was punctuated by car swaps and looking for gaps in the weather

QUOTE

“The Huracán charges and bucks, engine screaming and rear wheels kicking as if it’s hellbent on throwing me out the saddle”

on the town. In the 720S, you can ride the wave of torque without spinning up the rear wheels. If you let the turbos spool in the wet, the rear tyres will scupper for grip, but the traction control steps in before things get too wayward making the 720S a far more trusting car in these conditions. Above all though, you can actually see and feel what’s going on. This has always been McLaren’s modus operandi. Sense of connection and usability has been the Woking-way over the last decade, and you become thankful for it when the roads and weather are unashamedly Welsh. The steering is direct and brims with feel, the front end rolls in to corners with a mere flick of the wrists, and the chassis pivots around you. It attacks corners and changes direction with an immediacy that the Huracán can’t match. I chased Sid up the mountain but he followed me down the other side, and as we descended, corner by corner, the highlighter Lambo became nothing but a yellow dot in my rear view mirror. At the bottom, we pull over and Sid ejects himself from the bull. Fizzing with excitement, he waxes lyrical about how much fun he’s having wrestling with it, but concedes that he just couldn’t live with the McLaren in these conditions. Perhaps it suits his flamboyant driving style, but you could tell that the Lamborghini was really getting underneath his skin. We swap cars and make our way back up the mountain. The McLaren disappears in to the distance and I’m left riding an angry bull like those cowboys you see in the movies. It’s wild, but damn it’s exciting. The Huracán charges and bucks, engine screaming and rear wheels kicking as if it’s hellbent on throwing me out the saddle. I’ll admit to breaking a sweat. I tentatively squeeze the throttle and short shift in to the next gear, it’s the only way to contain the fury. But I also realise I’m having the time of my life as I attempt to tame the beast. That sense of reward is lost in most modern cars, and for all the McLaren’s delicacy and driver focus, you never feel particularly challenged by it. If you’re after adrenalin hits, then the rear-wheel drive Huracán is the way to go. ROAD TEST

The Huracán was so yellow it made the McLaren look orange

Oi! That’s my corner, says the Lamborhini ...

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The sky may have been gloomy, but the roads were anything but ...

The Lambo was a handful in these conditions

ROAD TEST

TECHNICAL SPECIFICATIONS - LAMBORGHINI HURACÁN EVO RWD SPYDER | Engine

| Power

| Torque

| 0-62mph

| 5,204cc V10

| 603bhp @ 8,000rpm | 413lb ft @ 6,500rpm | 3.5 secs

| VMAX

| Weight

| Price

| 201mph

| 1,509kg

| £181,320

QUOTE

“They’re both very fast machines, but the McLaren belongs in a different league of speed”

But that’s not to say the 720S can’t be exciting. When the roads are dry and straight, the performance you’re able to unlock is as awe inspiring as the noise the Huracán makes. They’re both very fast machines, but the Mac belongs in a different league of speed. You could say it’s hypercar fast. When you hook it all up, it teleports you down the road as if you’ve bent the very fabric of space. And it’s all boost. If you get caught in a higher gear, you’ll be left waiting for the turbos to spool, but once you’ve pushed through the lag, they slingshot you towards the horizon. Some stats: 710bhp and 568lb ft. push along a kerbweight of 1,468kg from rest to 62mph in 2.8 seconds. 124mph is completed in just 7.8 seconds and flat out, it will hit 212mph. Believe me when I tell you, nothing quite prepares you for the sheer speed of it. The way the Lambo makes its

performance is entirely different but is for many, more satisfying. The V10 motor is one that needs working to extract the best from with 603bhp at 8,000rpm and 413lb ft. at 6,500rpm. No wonder Sid was always pulling for a lower gear. On paper, it’s monstered by the McLaren with a 0-62mph sprint of 3.5 seconds and a top speed of 201mph. The RWD Spyder is actually the slowest Huracán in the model range, but that doesn’t make it any less rewarding. The throttle response is pin sharp and the power delivery is beautifully linear with arguably the best soundtrack in the motor industry as a backdrop. You just bleed the throttle in and wait for the engine to crescendo as it meets the limiter, speed progressively building as you wind your way through the rev range. In years to come when we look back on the internal combustion engine, we’ll undoubtedly miss the McLaren’s V8, but the V10 in the

TECHNICAL SPECIFICATIONS - McLAREN 720S SPIDER | Engine

| Power

| Torque

| 3,994cc twin-turbo V8

| 710bhp @ 7,500rpm | 568lb ft @ 5,500rpm | 2.8 secs

Lamborghini will be the arrangement of cylinders we yearn to hear one last time. Simply put, it’s up there with the greatest engines ever made. While on the subject of theatre, there were some other, let’s call them nuances, which contributed to the Lamborghini’s charm. The carbon ceramic brake discs were a touch grabby, particularly when cold, and when you left the seven-speed dual clutch gearbox in auto, it would refuse to kickdown from sixth gear which meant you had no other option than to use the paddles. In contrast, the McLaren’s carbon ceramic brakes were wonderfully progressive and the seamless shift gearbox – also a seven speeder – was the most responsive of the two transmissions. However, the Huracán does steal points back by mounting the paddles to the steering column, also, choosing your preferred driving mode simply requires the

| 0-62mph

| VMAX

| Weight

| Price

| 212mph

| 1,468kg

| £245,700

push of a button. In the 720S, the gearbox paddles move with the wheel and to change driving modes, you have to switch on an entire control panel and then individually adjust your powertrain and suspension. Options are always welcome, but it can be a bit of a faff when you just want to plug and play. You could also argue that the McLaren is a touch clinical. Others have suggested that they lack personality which is something I would argue against, but it certainly doesn’t have the drama of the Lamborghini. The Huracán RWD will also skid on demand whereas the 720S requires some bullying to get it rotated. Useless information, I know, but these things count when comparing supercars. As the weather set in and the light faded, we had no other option than to call it a day. We left feeling suitably challenged, and the conditions in which we road tested the McLaren and Lamborghini only exposed

how vastly different they are from one another. The roads, rain and low temperatures only exaggerated how much of a handful the rear-wheel drive Huracan is, but it was by far the most exciting car of the two and in the dry it’s far better behaved. The McLaren displayed how unshakably confidence inspiring it is, even when mother nature wanted to do nothing more than slow our progress. But this test was never about winners and losers. It was about living out boyhood dreams, and our pilgrimage to the Black Mountain Pass was a celebration of the supercars that took us there. Let’s be clear, neither car was better than the other. Sid and I had lengthy conversations over which we preferred but not once did we ever argue over who had the keys to what. We adored them both, but ultimately opinions were split on which we would rather take home. He revelled in

the extroverted Lamborghini and its larger than life personality, but the driver focus and outright speed of the McLaren spoke to how I enjoy driving. It was a close run decision and we both admitted that we could have easily picked either car. They are two cars for two different customers, and for that reason, the real winners are the people who are fortunate enough to have the choice over which one they would rather purchase. But we didn’t go all the way to the Black Mountains just to tell you that, we went on our trip so we could convey how special these machines are, and let me tell you, they’re everything you want them to be and more. They’re two intoxicating, life affirming, breathtaking supercars. They are what dreams are made of and we have to cherish them for as long as we can, because with the way the motor industry is heading, this might just be as good as it ever gets.

VERDICT No winners or losers here, just two fantastic supercars which cater to two different driving styles. Both of them are simply stunning in every sense of the word.

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Always looking for low mileage Aston Martin, Bentley, Ferrari, McLaren & Porsche. Cash purchase and brokerage available. Call Daniel on 07769 678526 or email daniel@broadoakinternational.com See Broadoakinternational.com and @Broadoak_international for latest stock.

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ROMAN ARTISTRY

THE NEW FERRARI ROMA IS UNDOUBTEDLY BEAUTIFUL, BUT IS IT A WORTHY ADDITION TO THE GRAND TOURER CLASS? WORDS: Mark Rose | PHOTOS: Dom Ginn

ROAD TEST

ou certainly don’t need a doctorate in languages to figure it which famous capital city provided the inspiration for Ferrari’s latest frontengine Berlinetta. When we think of Rome, we picture all the beautiful landmarks that Italy’s go-to getaway has to offer. The Colosseum, Fontana di Trevi, and the Sistine Chapel all inspire visions of romantic city breaks filled with sightseeing, designer shopping sprees and fine Italian cuisine. So, to name a car Roma, speaks volumes about how Maranello perceive their latest grand tourer. This car is about lifestyle. La Nuova Dolce Vita, or ‘the new good life’, is a phrase that Ferrari use to distinguish the Roma’s target audience – buyers who are more interested in soaking up European culture than they are clocking up lap times at their local race circuit.

QUOTE

“The Roma truly is a work of art: beautiful, elegant and tastefully decorated”

In the spirit of living the new good life, we took the Ferrari to a boutique art gallery and left the crowds of Saturday morning shoppers to admire it. You could say, we brought the culture to the people. The Roma truly is a work of art: beautiful, elegant and tastefully decorated. Initially your eyes are drawn to the expanse of bonnet and curvaceous rear-end, but allow your attention to hone in on the finer details and you’ll notice the jewel-like light clusters, muscular power bulge, and the grille which sits flush with the front bumper. It’s a stunning piece of design that’s compact but doesn’t forgo any presence. Beauty, however, is only skin deep, and for all the lifestyle-led marketing chat, the Roma is still a Ferrari and therefore needs to deliver on the road if it wants to steal Aston Martin DB11 and Bentley Continental GT sales. Alongside the

Portofino M, the Roma represents the entry point to the Ferrari range and while at first glance they appear to be convertible and coupe versions of the same car, in reality they’re very different – a point that Maranello is keen to highlight. Despite sharing the same all-aluminium chassis and wheelbase dimensions as the Portofino, the Roma is 70 per cent new. Changes include a reworked version of the 3.9 litre twin-turbo V8 engine and exhaust, there’s a new eightspeed dual-clutch gearbox and an updated interior which borrows hardware from the range topping SF90 Stradale. All of this is wrapped up in a package that’s stiffer, has wider tracks, sits 20mm lower and weighs 78kg less than its drop top sibling. The aesthetic may scream grand tourer, but underneath it’s all sports car with added refinement. The multi-award winning engine continues to be a marvel of modern

Not only do Ferrari make some of the most impressive engines in the motor industy, but they’re also red. Perfect.

turbocharging. The motor makes 612bhp at 7,500rpm and 560lb ft between 3,000 and 5,750rpm. What you have underneath your right foot is a Ferrari with the mid-range punch of a turbocharged car, but the top end and throttle response of a naturally aspirated one. It makes peak power at the rev limiter which encourages you to extract every last rpm in the pursuit of maximum performance. This may be the ‘entry-level’ GT car, but there’s nothing junior about the way it gets you down the road. Zero to 62mph is seen in 3.4 seconds, 124mph is dealt with in 9.3 seconds, and Ferrari quote a top speed of over 199mph. But unlike a normally aspirated car, it has swells of torque which makes for effortless in gear performance – speed always at the disposal of your right foot whenever you see fit to call upon it. The V8 sounds the part, too. In the F8 it was at times a little muted, but oddly, the Roma has a real baritone

presence to it when you expect to be a little more subdued. The rear wheels are driven by the new eight-speed dual-clutch gearbox which debuted in the SF90. Ferrari’s DCT has long been the industry-benchmark, and the new one benefits from being lighter and shaper than the old seven-speed transmission. Gear changes aren’t just rapid for a GT car, they’re fast, full stop. The sense of urgency that comes with pulling a paddle easily separates the Roma from every other car in a segment which has traditionally opted for slushier, albeit more refined gear changes. Downshifts are lightning quick, upshifts are seamless, yet somehow at lower speeds it still manages to slip through ratios with little interruption. The powertrain is so effective that the only thing capable of quelling your progress is the road conditions. Our press car came in January which is arguably the

When was the last time you saw a silhouette this sexy?

ROAD TEST

Quality-wise, the Roma’s cabin sits between a DB11 and a Conti GT

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QUOTE

“It feels light on its feet in a way that the established GT cars don’t, while not giving too much away in rolling refinement”

worst time of year to be running a powerful rear-wheel drive performance vehicle. The roads we’re damp and filthy which proved problematic for our winter tyre-shod Roma. I can’t remember ever seeing a traction light flicker so much. The Manettino has five settings – Wet, Comfort, Sport, Race, and ESC Off – and for the first time I was forced to roam around in Wet as it was the only setting with a lazy enough throttle-map to tame the rear wheels. Should things get a little wayward then you’ll be pleased to discover that the Roma is a very well balanced machine. It doesn’t have the natural mid-engine chassis balance of an F8, but it still retains a wide margin for error before it decides to spit you in to the nearest hedge, and the razor sharp steering allows you to catch any surprise oversteer before things get out of hand. But as with any front-engine Ferrari, a progressive squeeze of the throttle will help you accelerate through corners, and handling it with a little finesse allows you to get the best from the car. With the bumpy road mode activated, it soaks up the worst that country roads can throw at it, and it only takes a small turn of the wheel to get the front end rotated in to a corner. It feels light on its feet in a way that the established GT cars don’t, while not giving too much away in rolling refinement. While McLaren were busy, attempting to tear up the grand tourer rule book with a softened mid-engine chassis, Ferrari were quietly working on bringing something genuinely sporty to the segment. Maranello nailed the brief. As a GT car, the Roma isn’t as cosseting as a Bentley, or even an Aston Martin. But in isolation it still has the ability to eat endless motorway miles and leave the occupants feeling fresh at the end of long journeys. The cabin is key to this and represents a departure from previous Ferrari interiors. From a material and build perspective, it’s superior to a DB11 but it can’t match the sheer extravagance of a Continental GT, which is no great surprise. Grand tourer it may be, but the abundance of carbon fibre, large column-mounted gearbox paddles and low-set seating position bring the Roma’s sporting pretentions back in to focus. The open gated-style driver controls are also a lovely nod to manual Ferraris of old. Perhaps the most striking aspect of the interior is Ferrari’s use of tech. The central rev counter has been replaced with a new 16-inch curved HD display which is controlled via a touch pad on the right-hand side of the steering wheel. Usually, I loathe the eradication of physical buttons on the wheel, but the set-up in the Roma is the most intuitive I’ve used. To stop accidental taps, the touch pad goes to sleep after 15 seconds (changeable in the menu settings) and then you wake it again with a double tap. However, an actual button for the engine start-stop was sorely missed. There’s something special about firing up a car with a physical button, but for this, the Roma makes do with an additional touch pad. Buttons for the volume and heating controls would have also been welcome, but unfortunately, they’ve been lost to the new, 8.4-inch main display. The portrait set-up is attractive and you can conveniently perch your hand on the screen edges while using the touch sensitive display, but as always with these modern infotainment screens, you spend more time looking at a display than you do the road. Also, this particular car always thought it was an Italy which meant the sat-nav often a took a moment to realise it was in the UK and set the appropriate route. Ferrari say the issue was unique to our press demo and that customer cars haven’t had the same problem. Clearly, you can take the Ferrari out of Italy, but not the Italy out of the Ferrari. Or something like that. That aside, the Roma’s cabin is a special place to spend time and ergonomically, the layout is more user friendly than previous Ferraris. It may lack physical controls, but at least they’re now concentrated in to one or two places and not scattered around haphazardly. The Ferrari Roma starts from £170,659 and our press car came in at £229,689. It sounds like a lot of money but it’s important to note that competitors from Bentley and Aston Martin are all priced similarly, and entry to the grand tourer class has never been cheap. But to talk about the Roma in terms of numbers and competition is missing the point. Of course, it’s priced appropriately and offers a true sporting alternative compared to other cars in the segment, but what it really is, is a work of art on wheels. If you buy one, you’ll no doubt adore driving it, but you’ll also equally love parking up and glancing back. That simple twist of the head as you walk away is emphatic proof that you bought the right car, and the Ferrari Roma is so drop-dead gorgeous, it’s just impossible not to look back. ROAD TEST

TECHNICAL SPECIFICATIONS | Engine

| Power

| Torque

| 0-62mph

| 3,855cc V8 twin-turbo

| 612bhp @ 7,500rpm | 560lb ft @ 3,000rpm | 3.4 secs

| VMAX

| Weight

| Price

| 199mph

| 1,570kg

| £170,695

VERDICT - REDLINE RATING: 9/10 Forget your pre-conceived ideas of what a GT car can do. The Ferrari Roma brings true sporting dynamics and timeless beauty to a class traditionally dominated by luxury and refinement. Undoubtedly a genuine alternative to the grand touring establishment.

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SPORT UTILITY BENTLEY THE NEW BENTLEY BENTAYGA S PROMISES TO BE CREWE’S MOST DYNAMIC SUV YET, BUT CAN IT PUT THE ‘SPORT’ BACK IN TO SPORT UTILITY VEHICLE? WORDS: Mark Rose | PHOTOS: Matt Price

ROAD TEST

’m going to say something sacrilegious among hardened car enthusiasts. I think SUVs are cool. Before you come after me with pitchforks and fire, or worse, unfollow me on social media, hear me out. Not all SUVs are born equal. I don’t care much for the dull crossovers that volume manufacturers churn out for people who have long forgotten the benefits of the estate car. No, I’m talking about the good stuff. Cars like the new Bentley Bentayga S I’ve been road testing. Where a Flying Spur has a whiff of old boy about it – my father has owned three of them so you won’t convince me otherwise – a Bentayga is rather silly and therefore more interesting, because no one actually needs a 542bhp manor house on wheels. I also don’t think the car’s success has anything to do with status or superiority because as we’re about to discuss, there isn’t a huge amount to dissuade you from buying one unless you’re a member of the anti-SUV establishment. I promise this isn’t an opinion piece. However, before I get in to what’s objectively great about the Bentayga S, I’d like to comment on how much I enjoy the way it looks. This is a car with real road presence and the facelift has done well to sharpen up the aesthetics. The S model also comes with some visual extras to help differentiate it from ‘lesser’ variants. These include a larger rear wing, gargantuan 22-inch wheels, gloss black exterior trim and split-oval tail pipes. It’s stately and upright in the traditional Bentley way, but the extra visual bling brings with it a level of aggression that sets it apart from other models in the range. To observe, this might actually be my favourite car Bentley currently sells, but that’s purely subjective. Anyway, with the Speed model now off sale in the UK and Europe, the S is the highest spec Bentayga you can currently buy. Interestingly, it doesn’t offer any performance gains over a standard V8 but tweaks have been made to make it a sportier proposition. Not that the 4.0 litre twin-turbo motor needed any more grunt to begin with. Peak power is at 6,000rpm and the 568lb ft. is available between 1,960 and 4,500rpm. Zero to 62mph in 4.5 seconds and a top speed of 180mph are hilariously quick for such a large vehicle, and the way the gearbox kicks down and fires you in to the distance is addictively fun. Best of all though, is the noise that accompanies it. You can tell that the engineers at Bentley have a sense of humour because a new sports exhaust has been specially developed for the Bentayga S. In sport mode, you rumble along like an approaching thunderstorm, but when you open the taps, it roars its way to the rev limiter. The powertrain is deeply entertaining and undeniably characterful, but Bentley know enough about self-restraint to ensure that it never comes across as obnoxious. In addition to the new exhaust, Bentley has stiffened the air suspension by fifteen per cent and slackened off the stability control to help sharpen up the driving dynamics. The Bentayga has never lacked dynamically, but these changes combined with the lighter V8 engine and 48V anti-roll system make for a physics defying experience. It’s almost spooky how well the nose tucks in to corners and the body resists roll. You know there’s a lot of clever engineering stopping you from toppling over, but it doesn’t detract from the sense that you’re hustling 2.4 tonnes of SUV in a manner that shouldn’t be possible. It could do with some weightier steering because sometimes you lose touch with where the front wheels are, but I suspect it’s been set up this way to help the Bentayga feel light underfoot. It’s also worth noting that the car does without four-wheel-steering but it will push some extra torque rearwards to get it rotated in to turns. Fortunately, the fun doesn’t come at the expense of comfort. While the Bentayga doesn’t quite possess the same dynamic prowess as a Lamborghini Urus, it makes up for it with plenty of luxury. In Comfort mode, it’s easy to forget what this car is capable of on a country road, such is the level of refinement and ride quality. Admittedly, sport mode is markedly firmer, but it’s never crashy and it still rounds off larger road undulations with 62

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QUOTE

“In sport mode, you rumble along like an approaching thunderstorm”

ROAD TEST

Apart from some Audi switchgear, the cabin was pure Bentley

If you love red interiors then Bentley is the manufacturer for you. The Hotspur and Beluga leather was exquisite!

the suppleness we’ve come to expect. If you want a set up somewhere between the two, then there’s the default Bentley driving mode, and if you want to delve deeper in to the configuration then there’s an individual setting. At a cruise, it relaxes you by cosseting you from the outside world. In comfort mode, the eight-speed ZF automatic gearbox slips through gears without interruption, and only large potholes send unwanted vibrations through the cabin. As a place to be, the Bentley feels a world apart from every other premium marque in the VW Group empire, even if it is the oldest car in Crewe’s line-up. The odd flash of Audi means it’s not quite as bespoke as a Flying Spur or Continental GT, but it’s still exquisitely made by the same craftspeople as its limo and coupe siblings, resulting in the highest levels of fit and finish. Leather is punctuated by swathes of Alcantara

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for the headlining, steering wheel and seats – all of which adds to the S model’s sporting disposition. There are a myriad of colour and trim options available to customers, and whatever you choose, you know you’re getting the finest materials used in the making of your car. Everything you touch has a depth of quality to it and it’s Bentley’s attention to the finer details that elevate their interiors from those who merely produce premium cars. Our spec included Hotspur and Beluga leather, with fascias and door trims in diamondbrushed aluminium. Against the Candy Red paint, this is probably the most outrageous looking car Bentley has sent us. Then there are the mod-cons. Not only are the seats supremely comfortable, but they’ll heat and cool your bottom while massaging your back. Our press demonstrator came with the optional fourseat configuration so rear passengers

There are ‘S’ logos positioned all around the interior

QUOTE

“Bentley will offer you all the creature comforts you desire”

benefited from individual bucket seats which also have temperature and massage functions. Rear occupants also benefit from window blinds which prevent the lower classes from glancing in while you’re motoring along or stuck in traffic, and there’s a separate screen for rear climate control and the aforementioned seat functions. And that’s only what was included in our test car. Bentley will offer you all the creature comforts you desire, as long as you have the funds to pay for them. Because this is a midlife refresh as apposed to an all-new car, the Bentayga S does without the three-way rotating display that you get in other Bentley models, but it makes zero difference to the effectiveness of the infotainment system. It’s a 10.9 inch touchscreen display with gesture control and all the connectivity you could ask for, including Apple CarPlay and Android Auto. As always, we recommend

spending the additional £6,725 on the upgraded NAIM hi-fi for one of the best in car entertainment experiences money can buy, but if you’re not that fussed, you’ll be happy with the less expensive B&O system which is also excellent. The Bentayga S starts from £182,300 and with options, our press demo came in at £213,065. As mentioned, the S is now the top-spec Bentayga in the UK and Europe, but if you want the full luxury SUV experience and aren’t as fussed about the way it performs, then you can buy in to the range for around £40,000 less. Still expensive, but not quite as eye watering. However, if you’re looking for a charming blend of performance, refinement, and luxury, then the Bentley Bentayga S is not to be missed. As I said at the top of this review, not all SUVs are born equal, and this one is arguably the finest you can currently buy. ROAD TEST

TECHNICAL SPECIFICATIONS | Engine

| Power

| Torque

| 0-62mph

| 3,996cc V8 twin-turbo

| 542bhp @ 6,000rpm | 568lb ft @ 1,960rpm | 4.5 secs

| VMAX

| Weight

| Price

| 180mph

| 2,416kg

| £182,300

VERDICT - REDLINE RATING: 9/10 Gives a Lamborghini Urus a hard time in the corners and leaves a Range Rover feeling inexpensive. The Bentley Bentayga S represents a high watermark for performance and luxury SUVs.

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WAGON £100,000 IS NO SMALL AMOUNT OF MONEY, ESPECIALLY FOR AN ESTATE CAR. BUT, THE AUDI RS 6 AVANT IS NO ORDINARY FAMILY WAGON WORDS: Mark Rose | PHOTOS: Matt Price

ROAD TEST

“O

bjectively it’s unnecessary, but somehow, it makes a whole lot of sense.” That was the sentence which I used to sign off my Audi RS 7 Sportback article when we road tested it in 2020. The sense that 600 horsepower in a family car was rather OTT yet oddly justifiable dominated my thought process during my time with it. However, as the months went on and I digested the experience a little more, I realised that I didn’t love it as much as I thought I had. Truth be told, the steering was too vague and it robbed me of the outright confidence required to make the most of it down a B-road. Never blunt, just disconnected. But it took some shine off what was otherwise a highly capable and wellrounded package. So, why should I view the RS 6 Avant any differently? Is it pointless to road test the wagon when it’s fundamentally the same car underneath? Fresh eyes can go a long way and a change in target audience offers a new perspective from which to judge a car. You can fit the family in an RS 7 and the boot is certainly accommodating, but if you want an actually family vehicle then there’s no replacement for the RS 6. This arguably makes the speed even more ludicrous. If you choose to deploy all its performance while you have the kids in the back and the dog in the boot, then you have no right to moan about the mass clean up that will undoubtedly follow. And trust me, it has some serious poke. The twin-turbo 4.0-litre V8 engine makes 597bhp and 590lb ft. and distributes it to all four wheels via an eight-speed automatic gearbox. Numbers like zero to 62mph in 3.6 seconds and the standing quarter mile in 11.3 seconds don’t paint the full picture. It is devastatingly fast and the huge reserves of torque mean performance is accessible in any gear at any point in the rev band. And none of that power is squandered

QUOTE

“As a point-to-point all weather weapon, the RS 6 Avant is unrivalled”

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TECHNICAL SPECIFICATIONS | Engine

| Power

| Torque

| 0-62mph

| 3,996cc V8 twin-turbo

| 597bhp @ 6,000rpm | 590lb ft @ 2,050rpm | 3.6 secs

| VMAX

| Weight

| Price

| 155mph

| 2,075kg

| £98,280

The Alcantara steering wheel was lovely to hold and the rest of the cabin had a high quality finish to it.

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away thanks to the quattro all-wheel-drive system which offers unrelenting traction. The day it arrived it was peeing down with rain, yet we were still able to deploy all of the performance with complete confidence. As a point-to-point all weather weapon, the RS 6 Avant is unrivalled. The eight-speed tiptronic can be a tad lazy on the down change, but upshifts are fast and when you’re accelerating there’s nothing mechanical that hinders your rate of progress. It sounds awesome, too. At low speed the V8 sounds like it’s gargling RS 4s for fun and at full chat, it sounds like a storm crackling overhead. That said, the RS 6 can also be incredibly subdued in a Jekyll and Hyde kind of way. One minute it wants to pull planet Earth out of orbit and the next, it’s a comfy daily driver. Driving modes are key to this with options for Efficiency, Comfort, Auto and Dynamic. All trims come with air suspension apart from Vorsprung which uses the upgraded sports suspension and swaps out the air springs for coils, making it more agile on country roads. Which ever spec you buy, the RS 6 benefits from adaptive damping and the ride quality between the Comfort and Dynamic modes is markedly different. There’s always a suppleness to the primary ride, but the secondary ride tends to lean on the side of purposeful and in Dynamic, it’s seriously busy. Fortunately, you can map individual settings using the RS1 and RS2 buttons on the steering wheel so you can tailor your favoured set up and have it ready to deploy at the tap of a button. Otherwise, you’re left at the mercy of the out-the-box driving modes and how varied they are. Whichever driving configuration you’re in, you can never escape from the 2,075kg kerbweight. It’s a chunky car and despite the light steering and tighter driving modes, it never quite shakes off its mass. Tip it in to a corner and you can feel the body roll, but somehow it manages to feel completely unflappable thanks to it’s relatively low centre of gravity (long live the estate car), and the massive 275 front and 285 section rear tyres. In typical fast Audi tradition, it understeers when you start to push too hard, but it has so much grip that you shouldn’t be unsettling the front end at road speeds, and if it does start to run wide, a combination of four-wheel steering and torque vectoring will help clean up your direction of travel. Torque split front to rear is 40:60, but it can send up to 85 per cent of the available torque to either rear wheel via a sport differential, so while it certainly isn’t a drift machine, there is some fun to be had by disengaging the driver aids and having a play. And what about that light steering? It’s still vague and there are times where you’re left second guessing what the front wheels are up to, but in the context of the car and how it’s used, it matters less than it does in the RS 7. You, see? Perspective. The cabin is also the same as you get in the RS 7 but the big difference is the back. The four door coupe body shell of the sister car means rear head room is limited, but in the RS 6 you have no such problems. The only limiting factor is the transmission tunnel that runs through the centre of the car and makes the middle seat fairly unusable, but other rear occupants benefit from plenty of head and leg room, as well as bolstered seats and storage compartments. With the rear seats up, the boot has 565 litres of storage space and with them down, that figure swells to 1,680 litres. Whether you’re ferrying the kids and their carry-on luggage around, or throwing your fishing gear or golf bags in the boot, there’s more than enough space to accommodate all your needs. Man’s best friend can also come for the ride. Look, we tested it. His name was Cooper and he was a very good boy.

QUOTE

“One minute it wants to pull planet Earth out of orbit and the next, it’s a comfy daily driver”

ROAD TEST

From a build and material quality perspective, the interior is everything you come to expect from an Audi. The architecture is around three years old now, but it still feels fresh and the multitude of screens with haptic response remain sharp and easy to navigate. I’d hate to sound like a broken record, but a few more physical buttons would be useful, however, Audi offer arguably the best touch displays in the business and at least you get some level of feedback. Also, shout out the £1,950 panoramic glass sunroof and the amount of natural light it brings to the cabin – this is an optional extra that shouldn’t be missed. With prices starting from £98,280 and fuel consumption averaging 19mpg on daily use, the Audi RS 6 Avant is by no means cheap to buy or run. But that doesn’t stop it from being an incredibly desirable machine and I’ll admit, I didn’t realise how cool it really was until we were out capturing static imagery. People gravitated towards it in a way that I’ve not seen before. With supercars, the team and I are sometimes asked questions from curious onlookers, but most people grab pictures and ultimately keep their distance. But with the RS 6, we were inundated with questions and the reactions to it were overwhelmingly warm. Interestingly, everyone highlighted how they would make use of it from a practical standpoint while commenting on its aggressive stance and prodigious power output. Sure, it may be financially out of reach for a large proportion of society, but it’s understood in a way that a supercar just isn’t. People see a practical, fast family wagon and they got all hot under the collar, and ultimately, that is the lure of an Audi RS 6. It’s outrageous in so many ways, but it’s also deeply relatable to the many, not the few. Objectively it’s unnecessary, but somehow, it makes a whole lot of sense.

VERDICT - REDLINE RATING: 8/10 A mouth watering blend of speed, practicality and dynamic ability that very few cars are capable of pulling off. The RS 6 Avant is easily one of the most desirable cars on sale today.

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THE BRITS ARE COMING

PRIOR TO THE START OF THE 2022 INTELLIGENT MONEY BRITISH GT CHAMPIONSHIP SEASON, WE SPEND SOME TIME GETTING TO KNOW TEAM BRIT AND THEIR LINE UP OF CARS AND DRIVERS WORDS: Mark Rose | PHOTOS: Ryan Cox

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ASTON MARTIN V8 VANTAGE GT4 ENGINE

4,735cc, V8, nat-asp

POWER

450bhp

0-62MPH

3.6 seconds

VMAX

205mph

WEIGHT

1,375kg

BMW M240i ENGINE

3000cc straight-6-turbo

POWER

475bhp

0-62MPH

3.8 seconds

VMAX

180mph

WEIGHT

1,400kg

BMW 118i ENGINE

1500cc, 3-cylinder, turbo

POWER

260bhp

0-62MPH

5.4 seconds

VMAX

160mph

WEIGHT

1,350kg

TRACK SIDE

Bobby has his eyes on the prize. No, not the camera, but a competitive season in British GT.

QUOTE “But, don’t think for one second that this is all charity work. Team BRIT are very clear as to their identity and what their goals are”

ew people realise that motorsport is the only sport which offers a level playing field for both able-bodied and disabled racing drivers. Team BRIT is a racing outfit specifically for drivers with physical and mental disabilities, and in 2022, they’ll be competing in the Intelligent Money British GT Championship. Representing the highest level of GT racing in the UK, this is the first time in the championship’s history that disabled competitors will be joining the grid. Team BRIT will be fielding a specially adapted McLaren 570S GT4 with drivers Bobby Trundley and Aaron Morgan, and prior to the start of the season, we spent the day getting to know the team and how they operate their car. If you want to get drivers with physical disabilities racing, then you need to specially adapt the car to suit the specific needs of the driver. For a driver like Aaron who doesn’t have the use of his legs, he requires special hand controls to operate the McLaren 570S GT4. Aaron kindly took the time to show us how the wheel works, and it’s no doubt a complete game changer in terms of accessibility in motorsport. The rim uses large paddles which are used for accelerating and braking. The system is well thought-out because the paddles themselves have plenty of travel and built-in resistance, so you can modulate them like you do on a car with conventional accelerator and brake pedals. There are also two rocker switches on the steering wheel for changing gear, both of which are mapped with up and down shifts so the driver can find a comfortable set up. Team BRIT drivers also use a specially adapted simulator with hand controls so the drivers can practice away from the race track. Intrigued to know what it’s like to race with hand controls, I took to the simulator for some laps of the Indy Circuit at Brands. Naturally, you want to accelerate and brake with your feet, so the best thing to do is keep them away from the pedals and concentrate on the wheel. At first it feels unusual, but the concept of getting around a circuit remains the same and within a few laps you learn how to use the hand controls. It does take some perseverance, but the quicker you can re-programme your mind to use only your hands, the sooner you get the feel for it.

Aaron showing us around the hand controls and how they work.

TRACK SIDE

All four Team BRIT racing cars on display at Dunsfold with Tyrone Mathurin, Aaron Morgan, Bobby Trundley, Andy Tucker and Luke Pound (left to right)

However, not all disabilities are physical and Team BRIT also welcomes drivers with psychological conditions. At the age of 4, Bobby was diagnosed with severe autism, but motorsport has become a way for him to deal with his disability and make no mistake, he’s exceptionally fast. He attributes his turn of speed to his autism which he says “is my superpower on the race track.” His challenges are very different to those of Aaron’s, but the team offers a fantastic support network for both of them by catering to their individual needs. One thing that really stood out was the comradery between the drivers. It’s not just Bobby and Aaron but a total team of nine drivers competing in four different cars across three championships. In addition to the McLaren and British GT, Team BRIT also fields an Aston Martin V8 Vantage GT4 in the British Endurance Championship, and a BMW M240i and 118i in Britcar Trophy. Their drivers have a diverse range of disabilities, but their conditions also bring them together in a unique way, which ultimately creates an understanding and team spirit like no other. But, don’t think for one second that this is all charity work. Team BRIT are very clear as to their identity and what their goals are. This is a professional racing outfit, not a charity, and the team was founded with the ambition of making it to the Le Mans 24 Hours as the first British, all-disabled racing team. It’s a lofty ambition, but after spending the day with them, it’s clear to see that they have all the ingredients required to achieve their ultimate goal. Every member of the team we met was friendly, had a story to tell, and was talented. Their fleet of cars are constantly expanding and evolving, as too are their facilities. While the team’s entry in to British GT represents something of a milestone, they’re also acutely aware that it’s another stepping stone towards the world’s most famous endurance race, and we’re certain that Team BRIT will make it to Le Mans.

PADDOCK CHAT with AARON MORGAN

WORDS: Mark Rose | PHOTOS: Ryan Cox

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eam BRIT driver and British GT debutant Aaron Morgan survived a motocross accident at the age of 15. He broke his spine which left him in a coma for four weeks and paralysed from the waist down. But despite his life changing injuries, he’s defied the odds and made it back to competitive motorsport. Ahead of the 2022 Intelligent Money British GT Championship season, we speak with Aaron about how the accident has shaped his racing career, his hopes for the season ahead, and what it would mean to help his team reach the ultimate goal of competing at the Le Mans 24 Hours with an all-disabled driver line up. Aaron is open, funny, sincere and humble. Not shy about his disability, he gives an inspiring interview that shows you really can do anything you set your mind to.

TRACK SIDE

How soon after your accident did you realise you wanted to return to competitive motorsport? “In some ways, I kind of thought my motorsport career was over. I was only 15 when I was injured and I wasn’t really aware of disabled drivers. There are still people who do motocross, but without the use of my legs, I don’t think it would be the same. I’ve only got fond memories of the sport I did for eight years, but I didn’t want to do it again and really struggle, and ruin the positive memories that I do have. When I was really young, my dad was a go kart racer and when he was racing, he raced against a guy called John who owned a rallycross car and raced in European and British championships. After my accident, I asked my dad if he had spoken to John recently and he said no because for the eight years I did motocross, we didn’t see or speak to him all that often. My dad said he might not remember who we are because we haven’t spoken to him in ages. But like typical kids do, I kept on pushing him and pushing him, and eventually my dad got in touch, and John asked whether I wanted to come to Brands Hatch. Whilst I was there, I was very lucky because John said he had two branches to his business. He’s always owned a motorsport preparation company but he had two parts which he was looking to merge, and he said for publicity for the merger, he would love to build me a race car and get me back on track. Also, whilst I was in hospital, my occupational therapist told me that I could drive from 16, so as someone who had been around motorbikes and cars all my life, I thought I had won the lottery.” So, you’re in hospital, and you suddenly learn you can get your driving licence early. How weird was it going out, having lessons and then coming back to the ward?

“It was pretty weird, but like I said, for someone who had been around motorsport, cars and bikes all my life, driving is such a big thing to me. When I found out, I very quickly applied for 84

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my licence. I was really keen to get back in to driving from an independence point of view, because public transport for disabled people can be very patchy even at the best of times. So, the chance to be back out on the road was amazing for me, and obviously led on to other things as well. Little did I know at the time that it would lead on to this.” When you went back in to competitive motorsport, I take it your friends and family were a bit concerned at first, or were they very supportive of it?

“I’ve been very lucky. My family have been incredibly supportive ever since my accident. Mum and Dad moved in to a bungalow near to the hospital I was at so they could be there to support me every day. Then the whole opportunity to get back in to motorsport, they’ve always been incredibly supportive and I can’t thank them enough for the support they’ve given me.” And of all the championships you’ve raced in so far, which is the one you would say you’ve had the most fun in, or was there one where you felt like you achieved more?

“Definitely since joining Team BRIT in late 2019, my racing has really taken off. The awesome thing about the team is that everybody shares a disability and the weird sense of humour that we have between us. We’re always taking the mickey out of each other and it’s just a great environment to be in. The mechanics often have someone with a new disability come in, which presents a new challenge, but never once have I seen them say it’s too hard. It’s always a case of, this is the challenge we’ve got and how do we get around it. Another real big differentiator is the motivation. No one ever rests on their laurels. We’re always looking at how we can do better, how the car can be set up better, and how the hand controls can work better. Going from racing an Aston Martin last year to now a McLaren

QUOTE “You can then control the car just as good as the other drivers on the track. It feels like you leave your disability behind”

in British GT this year with future goals, culminating in the ultimate goal of being the first British all-disabled team to compete at Le Mans. Everyone is always looking forward and never resting on their laurels and it’s such an incredibly motivating atmosphere to be a part of.” How does it feel competing against able bodied people, are they just another competitor to you or is there any satisfaction in beating them?

“For me, despite my visual paralysis, I don’t see myself as a disabled person. In my own head, the only things I can’t do are walk, run or jump. I’ve tried a few other wheelchair sports and you can only compete against disabled people and that wasn’t what I was looking for. So, to get back in to motor racing, being able to compete on that level playing field was the only real thing I was looking for. And I guess, it kind of feels like, you get in the car in the pits and you shut the door and you’ve left your wheelchair behind. You can then control the car just as good as the other drivers on the track. It feels like you leave your disability behind. There’s not really a feeling of beating the able bodied person, but I’m sure when they see me come past, they see it’s the disabled guy. To be fair, especially in Britcar, we had a few teams we raced against regularly and you make some great friendships with the other drivers in the teams. There’s never any animosity between us, just great friendship, and I think a lot of people that see us on the track just admire us for what we do.” This year you’re competing in British GT. What are your thoughts on your McLaren 570S GT4 now you’ve completed some pre-season testing?

“The car is absolutely stunning. The way the team have integrated the hand controls in to the car, it just works so well. It handles brilliantly, and obviously it’s got a whole load of power as well.

We’re very lucky, in Portugal we had three solid days of testing, not one red flag which is unheard of. It was an open pit lane as well which makes it even more rare. So, to get three days of testing in Portugal was unreal and it gave us a great chance to get to grips with the car, and both Bobby and I were on the pace straight away. My team manager for this year is Jamie and he planned quite an intense program for us. The first day was car and track familiarisation, but then on day two we moved on to more qualifying and race simulations. It’s also a big step up for the crew as well, so they were doing loads of drills and pit stop practice. Then on day three, we carried on with race simulations at different lengths. So yeah, it was a pretty full on program, but I’m happy to say it was one of the best weeks of my life.” Speaking of circuits, is there a race this year in British GT that you’re particularly looking forward to?

“Spa! As long as I can remember, I’ve always thought Spa is the best track in the world. The iconic corners like Eau Rouge, Raidillon, Blanchimont, and the famous last corner. Yeah, I just think it’s the best track in the world because it’s not been ruined or modified by modern safety standards. I know that’s changing this year because there’s been loads of big crashes at the top [Raidillon]. Anthoine Hubert died, there were about five or six W Series cars in the barrier on the left-hand side, so they’ve just moved them [the barriers] back a bit to give them some more room for spinning.” You’ve got a very fast teammate in Bobby. What’s it like working with him?

“It’s brilliant. We we’re forced together as such, but I couldn’t ask for a better teammate. We bounce off each other, we support each other when things aren’t going well. We share data, and we’re always supporting each other. TRACK SIDE

At the minute, he’s giving me someone to chase, to try and be as good as. It really is a great privilege to be able to drive alongside him.” What do you think is going to be your biggest challenge this year?

“The biggest challenge is just coming up to the British GT standard of driving. It is the top level of GT racing here in the UK. It’s full of PRO drivers. Last year, Darren Turner was a Le Mans winner and to be competing against a driver of that calibre is quite a daunting prospect, but I have no doubt that we have the best crew in the business behind us. With their support, maybe not straight away, we’ll be up there, but given enough time, we’ll be able to get to the front of the pack. But like I said, we done three days at Portugal, had a few tests here [Dunsfold] and done some pre-season at Oulton, so we’re in the best position that we can be ahead of the season.” What personal goals have you set yourself for this season?

“I don’t really have a specific goal as such. But I just want to be the best driver and the best teammate that I can be. To be able to support the team in their goals. Bobby’s goal and my goal is to get as high up the grid as we can.” I know we’ve probably touched on this a little bit already, but how important has Team BRIT been in your personal development as a racing driver, and also a role model?

“Team BRIT have been integral in my development as a driver, and over the past few seasons my driving ability has come on in leaps and bounds. That’s through a combination of using the team’s hand controls which has made a huge difference, being able to use the same hand controls on the simulator as well because then obviously you can practice being on the track whilst you’re not at the track. Just having everyone around, the driver coaches we’ve been able to work with the past few seasons. Also, the back office side, in terms of me being able to find sponsors. They’ve given me the self-confidence and self-belief as to what I can bring as a racing driver to a sponsor and the value I have to that company. That

really has grown over the past few seasons as well.”

Do you feel like a role model, do you feel like people are looking at you and thinking because you can do it, they can as well?

“I’ve never taken that view. At the end of the day, I’m out here racing for myself. I’m motivated by myself and my drive and determination to succeed, and not others. But if I can inspire people along the way with my journey, then that’s just an added bonus and it really is a great privilege.” How much would it mean to you personally to make it to the Le Mans 24 Hours?

“When we make it to Le Mans, it’s going to be incredible. Such an incredible opportunity to be a part of history, and with this team and this group of individuals around me, the support is there. It’s just going to be an incredible opportunity to showcase what disabled people can do on a world level and the Le Mans 24 Hours is the longest running and most famous 24 hour race in the world. To go there to show what a disabled team can do and achieve, I think it’s going to speak volumes the world over.” Can you imagine if you won your class?

“I was going to say that but I don’t want to tempt fate! You often hear people talking about the London 2012 Paralympics and how much of a difference it made to accessibility, and maybe it did for a few months, but in terms of long standing legacy, my personal opinion is that it hasn’t made that much difference. Whereas we’re out here competing regularly, so we’re regularly in the limelight, showing that disability isn’t an issue in motorsport to the forefront of the media on regular occasions. So maybe in some ways, we’re making more of a difference.” So, you’re not just doing it for yourself?

Aaron laughs and looks behind him. “He said that! But no, it’s a side thing isn’t it. We’re showing that disability isn’t an issue in motorsport, so you know, hopefully that changes people’s perceptions.”

QUOTE “At the end of the day, I’m out here racing for myself. I’m motivated by myself and my drive and determination to succeed, and not others”

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BRDC NEWS

n 2022, the British Racing Drivers’ Club will continue to support the most promising young talent in the UK and have announced their line-up of SuperStars for the year ahead. Since the scheme’s inception in 2008, more than 100 drivers have benefited from what the programme has to offer. This year, the BRDC welcome Ollie Bearman, Luke Browning, Matthew Rees, and Seb Priaulx to the SuperStars programme, while retaining Ben Tuck, Dan Harper, Dan Ticktum, Harry King, Jake Hill, Johnny Edgar, Phil Hanson, Tom Gamble and Zak O’Sullivan, from the previous year. Programme director Andy Meyrick (pictured right) said, “It’s always exciting to announce the members of the BRDC SuperStars and I’m really pleased with the group we have this year. The goal of the BRDC Superstars is to prepare members to help them become professional racing drivers, so it’s gratifying to see drivers like Sandy Mitchell become a Lamborghini factory driver and graduate from the programme. For 2022, we’ve got nine returning members who are all going to be facing new challenges this season, and who will continue to benefit from the programme as they mature and gain more experience. I’m also delighted that they can be joined by a new crop of drivers in Luke, Matt, Ollie and Seb. I think they are four incredible talents that I know we can help nurture into top line drivers.” Andy will be helping the drivers analyse areas they can improve and arranging for them to attend courses to help with their development. Courses can cover fitness and nutrition, understanding data and vehicle dynamics, communication classes for dealing with media and team personnel, time on the simulator, and business courses which aid with attracting sponsorship. Good luck to all the BRDC SuperStars for the season ahead!

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Aston Martin Autosport BRDC Award Finalist and Ferrari Driver Academy member

2020 British Formula 4 Champion and also won on his GB3 debut

OLLIE BEARMAN

LUKE BROWNING

“I’m really honoured to be selected as a BRDC SuperStar. It was a welcome surprise to be selected and I’m looking forward to getting started. The support they provide will be extremely helpful for my 2022 season. It’s going to be a big year for me so it’s great knowing I can get the benefit of advice and support from Andy and the BRDC.”

“I’m grateful for the opportunity. It’s amazing news as there are only a few people who get chosen to join the programme. It’s an absolutely phenomenal opportunity and I’m looking forward to seeing the doors it will help open.”

CHAMPIONSHIP

FIA Formula 3 Championship

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GB3 Championship

TEAM

Prema Racing

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Hitech GP

Took the overall and rookie titles at his first attempt in the British F4 Championship

Finished 2nd in LMP3 at this year’s Daytona 24 hours

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SEB PRIAULX

“I had a good conversation with Andy who explained the requirements, what I need to bring and what I can get out of the programme. So it’s a great thing to know that there’s always that support. Going from the BRDC Rising Stars to the SuperStars is even better than I could have imagined for this year, so I’m really happy.”

“I’ve been a BRDC Rising Star for a couple of years but to be a SuperStar is a great honour. It’s such a prestigious club and to be recognised as one of the top 13 young British drivers is really something special.”

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GB3 Championship

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TRACK SIDE

DRIVING GEAR THE LATEST TECH, TOYS, AND ACCESSORIES FOR THE DISCERNING CAR AND MOTORSPORT ENTHUSIAST

AXSIM FORMULA SIMULATOR WORDS: Mark Rose | PHOTOS: Neil Edgley

Let’s be honest, most of us wish we were Formula One racing drivers. It’s the ultimate expression of man and machine, competing at the absolute limit against the very best drivers on the planet. Unfortunately for us mere mortals, it’s nothing more than a dream, but our official simulator partners, AXSIM, are now bringing the next best thing to people’s living rooms. We’ve seen F1 tubs perched in front of TV screens before, but not like this. The Formula simulator from AXSIM is the most advanced driving sim on the planet, and we spent the afternoon getting to grips with it. Firstly though, some background. AXSIM is born out of Cranfield Aerospace which is owned by the University and combines engineering resources with academic research. Cranfield Aerospace previously supplied the world’s military with motion technology to train fighter jet pilots, and then adapted and patented the tech so it could be supplied to a number of Formula One, NASCAR and LMP teams under the banner of Cranfield Simulation. In 2020, the company was rebranded to AXSIM, so their simulators could be positioned as tools for training and luxury home entertainment. A prominent Formula One team which still competes today actually helped develop the Formula simulator, and the feedback from their driver at the time was that it’s the best racing sim he’s ever driven. The name of that particular F1 driver is currently under embargo, but we’re told he’s quite the superstar. In terms of tech, there are three levels to the Formula simulator. Level 1 uses D-BOX actuators on each corner to replicate the suspension of a car. It’s licenced by the FIA and is considered the best system of its type, but for AXSIM, it’s only one component of a larger, more advanced package. For level 2, an in-house developed yaw system has been added which places the tub on curved rails, and in-turn, replicates the sensation of oversteer – this helps the driver feel the limits of grip behind the wheel. The third and final level is

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The entry in to La Source at Spa Francorchamps

QUOTE

“When you slam on the brake pedal, the tub fires forward and down”

arguably the coolest. All that time spent providing fighter jet pilots with motion technology for their own simulators has paid off, because it’s been included in the Formula simulator. There are airbags throughout the harness and seat which rapidly inflate to apply pressure to parts of the body to help simulate G-forces. It also replicates sustained G-force without the side effects of motion sickness caused by hexapod systems. As a Fanatec and Grand Turismo veteran, I was keen to show my skills behind the wheel. The sim comes with a built-in computer which can run any racing game and car of your choice. For the most realistic sim experience, AXSIM like to use Assetto Corsa and they also have a pre-loaded Formula One car which is based on a Mercedes W11. I hopped in to the racing seat, buckled up my racing harness, and took to the legendary Spa Francorchamps for some hot laps. Forget everything you know about driving simulators. What AXSIM provide is an experience like nothing else, except, maybe, an actual Formula One car. It’s as far removed from a Fanatec set up as an F1 car is from a Formula Ford. Every single thing your body interacts with – the steering wheel, pedals and seat – are all designed to immerse you in the driving experience. They offer real resistance to your inputs, and as if that wasn’t enough, the jolts in the back when you change gear, and the movement of the chassis and simulated G-forces add levels of immersion that take the experience in to an entirely new realm. The tub also has built in speakers which are made by KEF, so you also get to indulge in the audible sensations of driving a Formula One car as if you’re physically sitting in it. I chose Spa because it’s my favourite track and I know my way round it, but mainly because I wanted to see how the sim dealt with the changes of direction and G-forces that come with taking Eau Rouge flat-out. The moment you turn the steering wheel, the tub moves in the corresponding direction and the airbags which replicate the lateral and DRIVING GEAR

QUOTE

“Forget everything you know about driving simulators. What AXSIM provide is an experience like nothing else, except, maybe, an actual Formula One car”

vertical forces begin to press against your body. Taking Eau Rouge with my foot flat to the floor was a genuinely physical experience, but the biggest surprise came in the heavy braking zone at the end of the Kemmel Straight. When you slam on the brake pedal, the tub fires forward and down, and it feels like you’ve hit a wall. After some laps, your body becomes accustomed to the forces at play, but make no mistake, it’s not for the faint hearted and it requires every ounce of your concentration. To get the best from it requires real talent and in the absence of that, a lot of practice, something which you’ll get plenty of because once you’re behind the wheel, you don’t want to get out. The best lap time I could muster was a 1:46.3 and I done a lot of learning and spinning before posting that time which just shows how challenging AXSIM’s Formula simulator can be. But the wildest thing about it, is that you can have this entire set up at home and all it requires is a 3-point plug and a HDMI input. If you’re looking to make use of it from a professional standpoint, then it also provides a training tool away from the track that can’t be matched. Needless to say, this type of tech is far from inexpensive, but what you’re getting is the very finest driving simulator money can buy. Prices start from around £40,000 for the level 1 set up, but if you want the full F1 experience, then you’ll need to part with £100,000. All simulators are custom built to order and can be designed to match your favourite car. AXSIM also offer a more affordable, compact GFQ simulator without the F1 tub while retaining the level 1 D-BOX actuators. But what you really want is the level 3 Formula simulator because it offers a genuine Formula One car experience that you can have at home, ready to use when you so desire. For those of us who can only dream of being an F1 driver, having such a set up is simply priceless.

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Pictured: C60 Trident Bronze on a blue Hybrid Rubber strap

SPECIFICATIONS SIZE

4Omm

HEIGHT

12.95mm

LUG-TO-LUG

47.46mm

STRAP WIDTH

20mm

CASE MATERIAL

BRONZE

WATER RESISTANCE

600 METRES

MOVEMENT

SELLITA SW200-1

POWER RESERVE

38 HOURS

TOLERANCE

+/- 20 SECS P/DAY

PRICE

£895

CHRISTOPHER WARD C60 TRIDENT BRONZE Did you know that dive helmets used to be made from bronze because of the material’s resistance to salt water corrosion? Nope. Neither did I. This gap in my general knowledge can be attributed to the fact that I’ve never actually been diving, nor do I have any intention of doing so, but that doesn’t stop me from wearing dive watches. I recently learnt about the anti-corrosive properties of bronze because Christopher Ward were kind enough to send me their new C60 Trident Bronze to spend some time with. Like me, most buyers won’t actually use the watch for the purpose of travelling to the depths of the sea floor, so why bother with bronze at all? Well, unlike stainless steel and precious metals, over time bronze develops a patina. When you combine that with Christopher Ward’s new ombré dials which are individually distressed by hand for a unique finish, every C60 Trident Bronze that Christopher Ward sells, will eventually become unique to the wearer. With a case size of 40mm, the watch sits comfortably on my 15.5cm circumference wrist. Lug-to-lug it measures 47.46mm so I wouldn’t recommend it for a wrist much smaller than mine, but the lugs are curved so they do sit flush with the wrist for added comfort. At 12.95mm thick, it will also slide beneath a shirt cuff. Not that you would want to hide it from view because bronze, particularly when new, is a beautiful and bright alloy that should be admired. The bronze on the case is brushed and there’s bevelling on the lugs. You get an embossed screw-in crown which helps towards the C60 Trident’s substantial water resistance of up to 600 metres (2,000 feet). The bezel, also in bronze, is unidirectional and sandblasted which gives it a satin finish. Like the crown, it has knurled edges so if you’re wearing gloves you can grip and adjust the bezel without your fingers slipping off. The dial is interesting because the distressed look reflects light in multiple ways, so every time you look at it, you discover something new. The indexes and sword-style hands are

sandblasted and polished which gives them a golden look, and they’re filled with Super-LumiNova for increased legibility in the dark. The seconds hand also carries the signature trident logo counter balance. There’s further Christopher Ward branding at 9 and 12, with a date window at 3 and the water resistance identifier at 6. Visually, it’s a well balanced piece with plenty of character and versatility. Powering the C60 Trident Bronze is a third party Swiss movement. The Sellita SW200-1 Automatic is a self-winding movement which pivots on 26 jewels and features a date function and hacking seconds. It vibrates at 28,800 beats per hour (4Hz) which makes for a smooth sweep, and a built-in anti-shock system helps it maintain a time accuracy of +/- 20 seconds per day. It has a respectable power reserve of 38 hours, but if you leave it off the wrist for a couple of days, it will need resetting. There are multiple strap options available, but our C60 Trident came on Christopher Ward’s proprietary ‘tide ocean’ strap which is fully made from recycled ocean plastic. Not only does it feel like fabric, but it’s very high quality with bronze for the buckle and a quick release function which means you can change it without having to use any tools. The Christopher Ward C60 Trident Bronze is a charming watch that really stands out from the competition. As a material, bronze is rarely used on watches but in this case, it makes for a perfect addition to the C60 Trident collection. It dazzles in the light, feels fantastic on the wrist with a pleasing weight, and is finished to a very high standard. Christopher Ward also has a bespoke department dedicated to creating limited-run watches for customers. Keep an eye out for their collaboration with Intelligent Money Racing. Despite the quality, their watches are very reasonably priced with the C60 Trident Bronze costing just £895, which is a small price to pay for a watch which will eventually become unique in its own right. DRIVING GEAR

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BANG & OLUFSEN BEOPLAY H95 You don’t have to be an audiophile to appreciate great sounding music in a luxurious package, and no company understands this better than Bang & Olufsen. The Beoplay H95s were made to celebrate 95 years of B&O and are their most premium over-ear headphones you can currently buy. Aside from making products that sound fantastic, the brand also makes some of the most luxurious tech in the business, and all that quality and craftsmanship has gone in to their flagship headphones. The frame is made from aluminium with a cowhide headband and lambskin earcups for maximum comfort, which helps extend listening times. The earcups are also attached to the titanium drivers using magnets, making it easy to clean the headphones and replace worn out cushions. To hold, they feel like a high quality item thanks to a level of finish that’s second to none. The aluminium is cold to the touch and because it’s a lightweight material, the headphones never feel heavy on your head. On each earpiece is a knurled wheel which rotates. The left wheel controls the noise cancelling and the right-side adjusts the volume. There are also touch-sensitive functions for pausing tracks on the earpiece, which is handy if you need to stop listening and engage in conversation. But if you want to completely block out the surrounding world, then all you need to do is turn your noise cancelling and volume up. The sound quality is absolutely stunning with a balanced bass, and if you want to customise your experience then the B&O app allows you to adjust the EQ to suit. I spent two weeks with the H95s and listened to a variety of music, and during that time I picked out sounds from songs I’ve been listening to for years that I’ve never heard before. Every genre I explored sounded crisp and clear, and you could pick out the layers in the music – if you’re in to electronic music, then you’re in for a real treat. Owing to their comfort, the H95s are also great for podcasts and movies, and with 38 hours of battery life, you can go for long periods without having to recharge them. In terms of connectivity, they use Bluetooth 5.1 and the official B&O mobile phone app integrates seamlessly with the headphones. It also comes with a 3.5mm audio cable, a USB-A to USB-C cable and a flight adapter. Products from Bang & Olufsen are never cheap, and the Beoplay H95 over-ear headphones are no exception. They cost £779 which is a number lofty enough to make even Apple AirPods Max customers blush. As always, though, you get what you pay for. You may be able to pick up a pair of quality noise cancelling headphones for half the price, that do 90 per cent of the job, but the H95s offer that final 10 per cent of sound quality and product finish that other brands can’t match. If you want the best, then you know what to do.

SPECIFICATIONS FREQUENCY

20Hz - 22kHz

NOISE REDUCE

YES

BATTERY

38 HOURS + ANC

VOICE CONTROL

YES

MOBILE APP

OFFICIAL B&O

CONNECTIVITY

BlueTooth/analog

WEIGHT

323 GRAMS

PRICE

£779

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