Redline Issue 14 by Redline

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THE DEFINITIVE ROAD & RACE CAR PUBLICATION

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WELCOME

There was once a time when the unveiling of a new performance vehicle was genuinely an event, but that novelty has now worn off thanks to a motor industry which has become obsessed with speed. In 2022, there’s now a ‘go-faster’ version of nearly every car on sale, and with the recent surge in electric vehicle sales, many of the base models now have a level of performance that was once reserved for the fast car establishment. Occasionally, however, the motor industry throws us a treat and in Redline Issue 14, we’ve driven one of them. That car is the new Maserati MC20, a supercar that has gotten us all hot under the collar for various reasons. So, please turn to page 56 to enjoy this issue’s main feature and cover car. Elsewhere, we’ve driven an eclectic mix of fast and premium machinery. These are the BMW M5 CS, Audi RS3 Sportback, Caterham Seven 360S, Genesis G70 Shooting Brake, and a selection of Porsches including the 992 GT3 Touring, 718 Cayman GT4, and the new Macan T. We also spent a day driving a rather wild 1966 Shelby Mustang GT350 which you can read about from page 10 onwards. Beyond the car reviews, we also have our regular car news section and columns, and we’re running a special feature celebrating 50 years of BMW M. All this road car content is also supplemented by our racing articles covering the British GT Championship, and for Issue 14, a unique insight in to the UK’s leading one-make race series, Ferrari Challenge UK. Moving from print to digital, and we’ve taken on the big task

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of returning to your screens. Yes, we’re back on YouTube after a substantial hiatus and we’ve been busy uploading new videos on a weekly basis. Head over to our ‘Redline Motoring’ YouTube channel and hit subscribe to stay up to date with our video content. We also continue to upload the latest car news to our fully interactive mobile app, a platform which allows our users to share their own content with our subscribers. Scan the QR code above to download the official Redline mobile app, or search ‘Redline Motoring’ on the Apple and Google App Stores. Finally, we would like to take the opportunity to dedicate Issue 14 to the late, Her Majesty Queen Elizabeth II. The Queen was something of a car enthusiast. Not only did she own a substantial fleet of cars including a significant Rolls-Royce Phantom IV of which only 18 were built, but she was often pictured driving around the grounds of Balmoral in her Range Rover. Former Prime Ministers and Foreign Heads of State also received the honour of being driven by Her Majesty on numerous occasions. More impressively though, in World War II, she acquired the nickname ‘Princess Auto Mechanic’ after she joined the Auxiliary Territorial Service (ATS) and trained as a driver and mechanic. At just 18, and despite being the daughter of her father, King George VI, she done her part to support the war effort and serve her country. As Queen, she served us until her final days, and for that, we thank her. Rest in peace your Majesty. Warmest Regards

Mark Rose

Owner & Managing Director

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CONTENTS REDLINE ISSUE 14

ROAD TESTS 56: MASERATI MC20

48: BMW M5 CS

10: 1966 SHELBY MUSTANG GT350

66: AUDI RS3 SPORTBACK

75: CATERHAM SEVEN 360 S

79: GENESIS G70 SHOOTING BRAKE

18: INSIDE LINE

82: TRACK SIDE

93: DRIVING GEAR

It’s a Porsche-packed issue with first drives of the 911 (992) GT3 Touring, 718 Cayman GT4, and Macan T. There’s a 991.1 GT3 buyer’s guide and news on the latest GT3 RS. We also bring you details of the all-new Ferrari Purosangue, columns on sustainable fuels and restomods, and we pick our top 10 M cars.

Our regular British GT content is present and correct, this time with an article on the championship’s 30th season of racing and a look ahead to 2023. New for this issue is a feature called ‘Behind the Lens’ which offers an insight in to our photographer’s day shooting Ferrari Challenge.

We take a look at Christopher Ward’s new Intelligent Money Racing watch and update you on our long term C60 Trident Bronze. Bang and Olufsen have hooked us up with the Beosound Level portable speaker which we’ve reviewed, and SlammedUK sent us some merchandise to try on.

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

THOROUGHBRED Hold on to your holsters! We go for a ride in a raucous, race-prepped 1966 Shelby Mustang GT350. WORDS: Mark Rose | PHOTOS: Dom Ginn

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ROAD TEST

lassic Ford Mustangs never fail to make car enthusiasts all hot under the collar. They’re very special machines, particularly to the fast-Ford-faithful and muscle car fandom, but some are more special than others. Anything to do with Carroll Shelby really gets the blood pumping, and recently, we were lucky enough to drive one of his heavily fettled creations – a 1966 Shelby Mustang GT350. Adding to the sense of occasion was the fact that this isn’t ‘just any’ Shelby Mustang, but one that’s been race prepared by Hayward Motors California and sold to an owner who competed in the SCCA California. From the year of delivery and up until 1975, this GT350 competed at famous American race tracks including Leguna Seca and Riverside, and is just one of twelve known 1966 cars that was raced in period. The car has changed hands a few times over the decades and has benefited from a plethora of restoration work while continuing its racing career all over the US at other infamous venues including Watkins Glen, Palm Beach, Sebring, and Road Atlanta. It was raced regularly up until 1995 when the car was sold on, only to receive a full restoration the year after. The Mustang was then imported in to the UK and left in storage until 2017 when it was sold to the previous keeper by RM Sothebys. Since then, the ‘stang has received occasional use as a road car before being sold again in 2022 where it was subject to another overhaul with the aim of making it more suited to road use. In truth, we’re only scratching the surface when it comes to this car’s provenance because what we really want to do is tell you what it’s like to drive, but before we do that, it’s worth pointing out how far removed it is from a road car, despite the number plates. The interior is completely devoid of any creature comforts. Anything that adds weight has been chucked out and the bits that are required for driving have also made way for lighter components. The rear seats are gone and up front is a lightweight racing bucket with six point harnesses. There’s a full roll cage, fire extinguisher, racing clutch, and the side windows are curiously absent – something I was grateful for on a hot summer’s day with no AC to hand. The driver’s seat looks like something stollen from death row and installed in a car which only adds to the intimidation factor – tell me you’re American without telling me you’re American. The lethal looking side bolsters stop you from getting thrown around, but they also force you to drive with your arms stretched forwards which feels completely unnatural. If all this sounds like a challenge to drive, then you would be right. Out on the road, the Mustang is anything but usable, but heavens above, is it fun. It’s a sensory overload, a wrestling match, a real battle between man and machine, but when you get it right, it’s deeply, wonderfully satisfying. The engine is an event, a normally aspirated 4.7 litre V8 from a time when car companies didn’t care one dot about emissions, and as you would expect, it sounds glorious. It thunders its way to the rev limiter, and because

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QUOTE

“It’s a sensory overload, a wrestling match, a real battle between man and machine”

ROAD TEST

Just one look at the interior is enough to intimidate less condfident drivers.

The gearbox is a challenge but also incredibly rewarding.

QUOTE

“It’s something that pushes you to be a better pilot, to rise to the occasion and tame the beast”

all the sound deadening has been ripped out, you get to hear all that American muscle as intended. Another highlight of the motor is the response. 1966 pre-dates the use of fly-by-wire technology in road cars by some twenty years, so what the Mustang has is an old-school throttle cable and therefore, old-school throttle response. Perhaps the biggest challenge when driving the GT350 concerns the gearbox. It’s a four-speed H-pattern and requires much precision and a lot of practice to get the best from. It isn’t just a case of dipping the clutch and changing gear, it’s much more nuanced than that. The gears are positioned closely together so it’s easy to miss a shift, particularly when coming down the gearbox. Also, because it’s an old transmission without synchros, downshifts require you to heel and toe otherwise the gear just thuds in to place with zero mechanical sympathy. The hefty weight of the racing clutch also makes it difficult to find the bite point, making it even more difficult to nail your gearchanges. When you get it right though, it’s deeply rewarding with its mechanical, riflebolt feel and sense that you’re the one responsible for driving the

car properly, which makes you feel like a great driver. Like any classic car, the steering is vague, something that the large wheel and thin rim exasperate. The body pitches and rolls excessively and the brake pedal is, well, it has one. In many ways it’s wonderfully communicative which is what you want from something you’re going to take to a track, but on the road the lack of modern brakes and masses of lateral movement deprive you of confidence. But then, this is not a car for the faint-hearted or for those who lack talent. It’s something that pushes you to be a better pilot, to rise to the occasion and tame the beast. I have full respect for anyone who can get close to extracting the potential from it, something which I wasn’t willing to attempt on the public road in a car with this much provenance and a price tag of £160,000. In truth though, it wasn’t built to be hustled down a narrow country lane and no matter how good a driver you are, you probably shouldn’t attempt it. Whoever buys the car, I hope they take it to a track and give it a fine old thrashing, because that’s what this Shelby Mustang GT350 was bred for, and that’s what it feels like it wants. ROAD TEST

TECHNICAL SPECIFICATIONS - 1966 Shelby Mustang GT350 | Engine

| Power

| Torque

| 0-60mph

| VMAX

| Weight

| Price

| 4,735cc, V8

| 306 horsepower

| 329lb ft.

| 7.0 secs

| N/A

*Figures accurate at the time of production

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CAR NEWS FERRARI PUROSANGUE

HIGH

Ferrari is absolutely adamant that the new Purosangue is a sports car, not an SUV. We dig in to the facts to find out the truth. WORDS: Dom Ginn

HORSE

INSIDE LINE

QUOTE

“Ferrari says their “sports car” can reach 62mph in just 3.3 seconds and top out at 192mph which sounds more like supercar performance to us”

errari said they would never build a car to cater to the SUV market and that they stand true to their word. The new Purosangue may look like an SUV or crossover, but don’t let the four doors confuse you – according to Ferrari, it’s a sports car. It’s odd then, that this car’s competitors appear to be the mighty Lamborghini Urus and Aston Martin DBX 707, and conveniently, it trumps both of them with its mid-mounted V12 engine. The infamous 6.5-litre V12 that’s found in the 812 Superfast has been reworked and sits at a 65-degree angle between the cylinder banks. Developed to work harmoniously with the bigger body, torque is available from just 2,100rpm with the full 528lb ft. peaking at 6,250rpm. The Purosangue is also the most powerful – we’re going to call it a ‘high-sided sportscar’ – currently on sale, with 715bhp at 7,750rpm. Ferrari says their “sports car” can reach 62mph in just 3.3 seconds and top out at 192mph which sounds more like supercar performance to us.

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Like Ferrari’s most recent four-seater, the GTC4 Lusso, the Purosangue sends its power to the rear wheels via an eight-speed dual-clutch gearbox, but it can also send power to the front wheels via a small transmission on the front axle, effectively making the Purosangue all-wheel-drive, but with power predominantly going to the rear wheels unless a situation occurs where it has to throw some forwards. Expect gear shifts to be lightning fast and grip plentiful, with much opportunity for sideways action if you’re feeling brave. Yes, it does come with Ferrari’s side-slip control. Say a prayer for the rear tyres. Interestingly, Ferrari claims that the platform is lighter than their previous four-seater models despite the additional height – 1589mm to be precise. The chassis is totally new and built from the ground up, with the lower part of the chassis constructed from an aluminium alloy. A carbon fibre roof also comes as standard to ensure a lower centre of gravity. Despite its somewhat lofty proportions – we’re speaking in relative terms, obviously – the

A naturally aspirated V12 engine in all its glory.

This not-an-SUV is particularly sleek!

INSIDE LINE

Scan the QR code to download the Redline mobile app and stay up to date with the latest car news & reviews

Purosangue should handle remarkably well for a car with a dry weight of 2,033kg. To further assist with its dynamic capabilities, the car comes with rear-wheel steering and the wheel sizes are staggered with 22-inch alloys up front and 23-inch wheels at the rear. Like all modern Ferraris, it comes with carbon ceramic brakes as standard. Ferrari also claims that the weight distribution is bang on 49:51% which is the figure they deem optimal for their front-mid-engined sports cars. On the inside, the car has been designed to reflect that of a “sporty lounge”. The front of the cabin is similar to the SF90 Stradale’s with the infotainment system embedded in to the instrument cluster, but the difference is that the front passenger gets a 10.2-inch touchscreen to play with, which now comes with Apple CarPlay and Android Auto as standard. This negates the need for built-in sat nav which Ferrari suggests will never be as good as the systems made by Apple and Google. The electrically adjustable front and rear bucket seats get their 22

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own climate control settings and massage functions, and there’s other tech including USB sockets and a Burmester hi-fi. Perhaps in a subtle attempt to steal Rolls-Royce Cullinan customers – probably unrealistic given how different the two cars are – the Purosangue also comes with electrically assisted suicide doors at the rear. The Ferrari Purosangue is expected to be priced from around £340,000 which is significantly more than the updated, £190,000 Lamborghini Urus S and Aston Martin DBX 707. With that in mind, you could argue that it doesn’t have any true rivals. UK deliveries are expected to start next summer, but Ferrari says that they’ll cap the sales at twenty per cent of its total output, meaning it will certainly be rarer than an Urus and perhaps more illusive than the top-spec DBX. Make no mistake, this is a big play from Ferrari and regardless of what you think of the proportions, it has all the hallmarks of a real prancing horse. Purosangue is Italian for thoroughbred, after all.

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WORDS: Dom Ginn

CAR NEWS PORSCHE

Here’s everything you need to know about Porsche’s latest road car turned trackweapon, the 911 (992) GT3 RS.

992 GT3 RS

TRACK 24

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REFUGEE INSIDE LINE

The amount of aero on the 992 GT3 RS is astonishing. Just look at that rear wing, the vents on the bonnet and the fins on the roof.

ith the automotive world continuing to unveil creations which are powered by batteries instead of internal combustion engines, Porsche has gone all out this year and developed not one, but two insane models specifically for people who are nuts about pushing their cars to the limit. The first was the Cayman GT4 RS, but now the wait is over for what is arguably the most anticipated driver’s car of 2022, the 992-generation 911 GT3 RS. Porsche’s newest RS model has sent the automotive world in to a frenzy because despite it being a road car, it looks more like something from one of the company’s customer racing teams. This road legal, high performance GT3 RS takes full advantage of technology found in the Le Mans 911 RSR and the 911 R customer race cars. The first thing you notice is the drastic aesthetic of the car, this is because Porsche has focused on aerodynamic performance rather than squeezing as much power as possible out of the 4.0 litre flat-six engine. But that’s not say that Porsche hasn’t made changes to their famous boxer engine. Power upgrades come from new camshafts and modified cam profiles with a single throttle

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intake and rigid valve drive, meaning it now puts out 517bhp. The seven-speed PDK now has a shorter overall gear ratio, enabling the car to launch from zero to 62mph in just 3.2 seconds with a top speed of 184mph. Notice the top speed is significantly lower than the 199mph VMAX of the RS’ baby brother, the GT3? That’s because this car is all about aero meaning it trades top speed for how quickly it will go round corners. The size of the rear wing is a talking point all on its own, not just owing to its size, but because in a first for Porsche, it features F1-style DRS (Drag Reduction System) technology, as well as acting as an air brake which activates automatically under heavy braking. It consists of a fixed main wing with a hydraulically adjustable upper element. In the closed position it will offer peak downforce at 177mph, but when open, it allows air to pass through which reduces drag and helps the GT3 RS reach its 184mph top speed. Downforce has been taken to a whole new level with 409kg at 124mph meaning the GT3 RS has twice as much as its predecessor and three times more than the current GT3. If you’re brave enough to accelerate up to 177mph you will unlock the full 860kg of downforce giving you all the grip. The front end of the 911 features

QUOTE

“This road legal, high performance GT3 RS takes full advantage of technology found in the Le Mans 911 RSR and the 911 R customer race cars”

INSIDE LINE

No, it’s not a manual gearbox! It just looks like one.

a front splitter that divides the air flowing over and underneath the car. Side-blades direct the air outwards, while the front wheel arch ventilation is provided by louvred openings in the front wings which reduces the pressure in the wheel arches. Inspiration for this has been taken from the GT1 Le Mans car. Lightweight construction has been a basic principle of all GT3 RS models ever since the launch of the 911 Carrera RS. The 992 uses carbon fibre reinforced polymers (CFRP) bringing the kerbweight down to just 1,450kg. The doors, front wings, roof and bonnet are all constructed from carbon fibre. The same ultra-light weight saving is also found inside with carbon bucket seats as standard. You can also spec the Clubsport pack for no extra cost which features a steel roll cage, hand-held fire extinguisher, and six-point harnesses. It wouldn’t be a Porsche GT model without the option of the additional Weissach pack, and unlike the Clubsport pack, this one does come at an additional cost but features considerably more upgrades. The front bonnet, roof, rear wing and door mirrors are finished in carbon. The front and rear anti rolls bars, the rear coupling rods and rear axle are also constructed from carbon 28

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fibre and further benefit the driving dynamics. Additionally, the interior benefits from a carbon fibre roll cage that shaves 6kg of weight over the steel offering. Another 8kg are saved thanks to magnesium forged wheels. The PDK shift paddles come with magnet technology which enhance the driving experience thanks to a more precise pressure point when calling for a gear. Six piston aluminum monobloc brake calipers support 408mm discs on the front axle which are 2mm thicker than those found on the previous, 991.2 GT3 RS, and needless to say you can option carbon ceramics which see the front discs swell to 410mm. Clearly, the 992 won’t lack any stopping power. Prices for the new GT3 RS will start from £194,300 and you’ll need to be on the official Porsche Christmas card list if you want any hopes of getting your hands on one, or wait until used examples come up for sale. We’re going to go out on a limb and predict that when they do hit the secondary market, you’ll see them trading hands for big money but at this stage, that’s purely speculation. What we do know is that Porsche’s latest trackrefugee has the potential to be their most special model yet, and yes, we want to drive it just as much as you do.

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BUYER’S GUIDE: PORSCHE 911 (991.1) GT3

f you asked me, or any Porsche enthusiast which 911 GT3 was the most controversial, almost all of us would say the 991.1, but at the same time, it also represented a big leap in technology. Gone was the manual gearbox, in came a sevenspeed PDK dual-clutch, and hydraulic steering was thrown away in favour of an electrically assisted system. But that’s where the sad bits ended and the new, exciting stuff began. The new 3.8 litre flat-six engine remained naturally aspirated, but unlike previous versions, this one benefitted from direct fuel-injection with titanium conrods and forged pistons, along with ‘VarioCam’ variable valve timing. The results were 468bhp and a redline that screamed to 9,000rpm. Paired with rear-wheel-steering, this became the go-to formula for future GT3s. However, the PDK only option didn’t sit well with die-hard 911 fanatics. It made the 991.1 GT3 a car that was truly a step up from before, but arguably not as involving without the choice of three pedals and a stick. Having said that, it

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was still one of the most visceral and exciting cars you could buy at the time, and to this day it feels communicative and its depth of ability still makes it a much more usable automobile than the 997 that came before it. It was clearly a step beyond the previous generation and it still feels fantastic in 2022. Looking at the current used car market, you can pick up one of these motorsport-derived track weapons which monsters a twisty B-road and can be used on a day-to-day basis, for the same price as a 718 Cayman GT4. Sounds like a no-brainier, but before you jump onto the classifieds, here are a few tips and things to look out for. For starters, that brilliant 3.8 litre flat-six motor did have a reputation for being a bit flammable. The connecting rod bolts would puncture the cylinder block and leak oil onto the high temperature exhaust which would then lead to fire. This happened to several GT3s, if not more, and lead to Porsche having to issue a ‘stop driving’ notice to customers. The 785 cars built from 2013 to 2014 were recalled and they received an engine replacement. Job done! However, another problem was found,

TECHNICAL SPECIFICATIONS ENGINE

3,799cc, flat-six

POWER

468bhp @ 8,250rpm

TORQUE

324lb ft @ 6,250rpm

0-62MPH

3.5 seconds

VMAX

196mph

WEIGHT

1,430kg

PRICE

£100,000 + (used)

“The 785 cars built from 2013 to 2014 were recalled and they received an engine replacement”

this time with the rocker arms in the valvetrain that lead to the do decide to buy one outside of Porsche’s Approved Used network, engines blowing themselves up. Porsche then had to recall twelve then search for examples from specialist dealers that know them cars for a second, new engine, and customers were subsequently inside and out. The PDK transmissions are reliable and don’t given an unprecedented 10 year/120,000 mile engine warranty. seem to have any issues, especially if they’re regularly serviced. The manufacturer managed to swiftly rectify these issues while Suspension bushes and top mounts do suffer with wear and tear, keeping the brand and its reputation intact, but if you’re buying so do listen out for any knocks or clonks on your test drive. The one, keep a lookout for paper history of these rectified problems as clever rear-wheel-steering system can also wear out, although it’s some GT3s might not have been recalled very hard to find one that suffers from this “Before you jump onto the and could still suffer with these issues at issue, but it’s worth bearing in mind. some point. All in all, the 991.1 GT3 is arguably classifieds, here are a few tips” Another thing to note is that the 991.1 the all-round ultimate sports car, despite GT3 is approaching ten years old, which means the complimentary some of its rocky manufacturing defects and the lack of a manual extended warranty is coming to an end. If you do purchase gearbox. It cemented a new format which is now incorporated one from Porsche Approved Used, you do get the benefit of the in GT3s of today, and given the current car market being at standard 2 year warranty with the option to extend, subject to an all-time, astronomical high, I think it’s safe to say that this rev-check and mileage. It’s hard to find a GT3 that hasn’t had the generation of GT3 is worth every single penny with good examples recall done, and if you’re the sort of driver who wants to use it to starting from around £100,000 and low-mileage cars reaching the its full potential on track, it’s nice to have that peace of mind. If you £120,000 region. INSIDE LINE

FIRST DRIVE PORSCHE GT3 TOURING

911 GT3 TOURING Porsche throw us the keys to their manual 992 GT3 Touring. Time to test the extremities of that 9000rpm rev-range ...

WORDS: Mark Rose | PHOTOS: Dom Ginn

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TECHNICAL SPECIFICATIONS - Porsche 911 (992) GT3 Touring | Engine

| Power

| 3,996cc, flat-six

| 503bhp @ 8,400rpm | 347lb ft @ 6,100rpm | 3.9 secs

| Torque

f you thought the latest Porsche 911 GT3 Touring is a softer version of the ‘normal’ GT3, then you would be wrong. Apart from a raft of cosmetic changes, most notably the removal of the swanneck rear wing, the Touring is exactly the same car as its better endowed sibling. This, is a good thing. You can daily a GT3, but that’s not why you would buy one. If that’s what you want from a 911 then purchase a C4S, or budget allowing, a Turbo S. The GT3 is for spirited driving and track days, and it takes only a short stint behind the wheel to realise that it’s set up for those purposes. You can option items like a roll cage, fire extinguisher and – praise the driving gods – a six-speed manual gearbox. The ‘box and three pedals is a no cost option and one that you should carefully consider. Your other choice is PDK which is one of the finest transmissions available in any car, but the manual offers you a physical connection to that glorious, naturally aspirated 4.0 litre flat-six, and it’s not to be missed. The shift is slick and precise which encourages you to move it round the gates at every opportunity. But what you really want to do is hold out for the rev-limiter because it crescendos at an atmospheric 9,000rpm. The speed, delivery and noise intensify the longer you hang on to the gears. It’s utterly addictive and also quite risky when you realise that the top of second gear surpasses the national speed limit and the top of third is a speed that legally we can’t talk about.

| 0-62mph

| VMAX

| Weight

| Price

| 199mph

| 1,418kg

| £131,530

Outputs of 503bhp and 346lb ft. propel the manual-equipped GT3 to 62mph in 3.9 seconds and on to a top speed of 199mph. As far as modern performance vehicles go, they’re not the most awe inspiring set of numbers, but the driving experience and how you extract the performance from the car are far more rewarding than just accelerating quickly. If you’re looking for a straight-line weapon, just buy a Turbo S. On a twisty B-road, the GT3 really comes alive. The steering is beautifully-weighted and direct, and the further you cycle through the driving modes, the greater feel you have for the road surface without it overloading your senses. PASM (Porsche Active Suspension Management) comes as standard on the GT3 and offers some welcome compliance without detracting from the car’s track-inspired nature. With a kerbweight of just 1,418kg, it feels light on its feet and changes direction with real purpose. It’s a driver’s car in every sense of the word, but not so hardcore that you shy away from using it regularly, and in Touring spec with Dolomite Silver paint, it flies under the radar where other performance vehicles don’t. We only spent just over an hour with the 992 GT3 Touring, but it’s clear to see how special a car it is. If you’re an existing Porsche customer and you get the call from your dealer to buy one, then pay the £131,530 price tag (our test car with options was £144,828) and grab the opportunity with both hands. Trust us when we tell you, you won’t regret it. INSIDE LINE > FIRST DRIVE

FIRST DRIVE PORSCHE CAYMAN GT4

718 CAYMAN GT4 We road test Porsche’s entry level GT car, the 718 Cayman GT4, to see if it lives up to the hype.

WORDS: Mark Rose | PHOTOS: Dom Ginn

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hen the Porsche 718 Cayman was released, it was only available with a 2.0 litre and 2.5 litre four-cylinder engine, a point which caused outrage among car enthusiasts. However, it didn’t take long for Porsche to reintroduce their legendary flat-six motor to their popular sportscar, and they did so with one of the most sought after cars of recent years, the GT4. But this wasn’t just a heart transplant with a smidgen extra power, no, Porsche went the whole hog and let their GT department get their hands on the Cayman. Interestingly, the 4.0 litre engine isn’t taken from the GT3, but is a bored out version of Porsche’s 3.0 litre flat-six. The front axle, rear suspension and much of the braking system have been taken from the 991.1 GT3 and wedged in to the Cayman’s mid-engine chassis, and you have the choice between a six-speed manual gearbox or PDK. On paper, it’s a tantalising prospect and one that makes committed drivers all hot under the collar. On the road, it lives up to the hype. We’ve previously road tested the four-cylinder Cayman as well as the GTS 4.0 and we loved them, but the GT4 takes the 718 recipe and improves on it further. The flat-six engine screams its way to 8,000rpm, and because it’s naturally aspirated you have to wring the neck out of it in search

of peak performance. Outputs of 414bhp and 310lb ft. are more than adequate for the public road and see the Cayman from rest to 62mph in just 4.4 seconds, with a top speed of 189mph. You don’t need to go faster, and why would you want to with a chassis as good as this? There is a direct line of communication between your brain and the car. You just think about where you want to place it and it will go willingly. The steering, although electrically assisted, feels precise and you always know where the front wheels are in relation to the road. The brakes are progressive with buckets of stopping power, the throttle response is pin sharp especially in the upper parts of the rev range, and the entire chassis pivots around you when you turn in to a corner. The six-speed manual gearbox in our test car was a joy to use with its short mechanical shift and rev-match function, even if the gears are long. Word of caution: if you want to hear the revs peak at the top of the second, then you best be prepared to take some points on your licence if you’re caught. The fact the GT4 is nowhere near as hardcore to live with as you might think, only adds to the allure. The 718 Cayman GT4 starts from £81,700 which seems like a fair chunk of money for a small mid-engine sports car, but what you’re getting is a Porsche GT product for less than a six-figure sum of money and a car that will thrill you every single time you go for a drive. In our minds, that makes it an absolute steal.

TECHNICAL SPECIFICATIONS - Porsche 718 Cayman GT4 | Engine

| Power

| Torque

| 0-62mph

| 3,995cc, flat-six

| 414bhp @ 7,600rpm | 310lb ft @ 6,800rpm | 4.4 secs

| VMAX

| Weight

| Price

| 189mph

| 1,420kg

| £81,700

INSIDE LINE > FIRST DRIVE

FIRST DRIVE PORSCHE MACAN T

MACAN T The Porsche Macan is already one of the most dynamic cars in the SUV segment, but can the T improve on the formula?

WORDS: Mark Rose | PHOTOS: Dom Ginn

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TECHNICAL SPECIFICATIONS - Porsche Macan T | Engine

| Power

| 1,984cc, 4-cyl, turbo

| 261bhp @ 6,500rpm | 295lb ft @ 4,500rpm | 6.2 secs

| Torque

he Macan T is Porsche’s latest addition to their range of SUVs, and fills the gap between the base model and the Macan S. Interestingly, the letter ‘T’ stands for Touring, a moniker usually associated with driver-focussed derivatives of Porsche’s sports cars, but in the Macan, what you actually get is the entry-level car with some key options offered as standard. Does that make the inclusion of the ‘T’ in the car’s name just some marketing spin, or is it actually a sportier version of an already agile SUV? In the spirit of dynamic ability, Porsche has opted to equip the Macan T with a smaller but lighter engine, Sport Chrono Pack, and adaptive damping. Buyers will benefit from a selection of driving modes, launch control, and a drop in ride height of 15mm, all of which reinforces the car’s sporting pretentions. The engine is a turbocharged 2.0 litre four-cylinder motor which can be found elsewhere in the VW Group. Here, it puts out 261bhp and 295lb ft. which means the Macan T can get from zero to 62mph in 6.2 seconds and top out at 144mph. Though respectable, it never feels more than brisk in a straight line, and with peak torque at 4,500rpm there’s little need to run it out to the rev limiter. You’re better off leaning on the mid-range performance which is where the car feels its punchiest. Gear changes are fast and smooth thanks to a seven-speed PDK, and it distributes the power to all four-wheels for seamless traction. The roads on our test route were bumpy and unkept, but the Macan T always laid its power down without skipping a beat.

| 0-62mph

| VMAX

| Weight

| Price

| 144mph

| 1,865kg

| £55,800

Some of you will probably be wondering why Porsche didn’t make the car available with the V6 engine. The answer is 59kg in weight saving. Taking that weight out the nose inevitably helps with handling prowess, especially on corner entry, and we can confirm that the Macan T handles remarkably well for a car with such generous proportions. With a kerbweight of 1,865kg, it’s hardly the porkiest SUV on sale but there’s still some mass to control, and Porsche has done a great job of ensuring body roll is kept to a minimum. Agile, and dare I say fun, the car feels light on its feet in a way that many high-sided vehicles don’t and this is one of the reasons the Macan has proven so popular. As with every Porsche, the interior is built well with great materials, and the infotainment comes with all the connectivity you could want or need. The traditional central rev-counter takes pride of place in the driver’s line of sight, and it’s nice to see physical buttons in sensible places, while other VW Group brands are busy eradicating them at all costs. The Macan T is a quality place to spend time, and it feels it. Curiously, the Macan T is priced from £55,800 which makes it only £1,000 less expensive than the S model with the V6 engine. If outright performance and a six-cylinder sound track are your thing, then you’ll probably spend the extra money on the S, but the T represents a sportier package and more bang-for-yourbuck when you consider all the options that come as standard. It’s a highly compelling package that almost renders the standard Macan pointless to anyone who doesn’t need to stretch their affordability to buy one. Good car, and if you’re in the market for an SUV, it’s very hard to ignore. INSIDE LINE > FIRST DRIVE

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COLUMN JAMES FORD

HAS THE RESTOMOD MARKET BECOME OVERSATURATED? I’ll start this article with a very strong caveat – There are a lot But what I didn’t then do was try and sell the cars for three times of beautiful, incredible, and wonderfully built restomods out there. their market value. This article is not about them. To me, the current trend in restoring cars to a modified I feel that like craft gins, the popularity of the concept has standard screams unoriginality and greed. I’m seeing beautifully become a victim of its success. When I first heard the term designed mid-70s and 80s classics shod in LED headlights, naff “restomod” I was greeted by possibly one of the most beautiful carbon and ill-fitting infotainment systems and it just looks wrong. creations I’d ever seen, and I am of course, talking about the It’s understandable that people are jumping on the bandwagon, utterly stunning Porsche 964s restored by Singer. They managed and I’m all for the entrepreneurial spirit of it all, so I think my real to take what was already an iconic vehicle and make it that extra sadness comes from somewhere much deeper than just not liking bit special. Unfortunately, I don’t think even they knew what was how they look. going to happen next. It genuinely makes me sad to know that there are already I heard somewhere that when Netflix were originally looking fewer and fewer original classics out there and it’s even more to take off, they approached Blockbuster and were laughed out heart-breaking knowing that these rare and wonderful vehicles the building, and I feel that may have been how things got started are nearing extinction because ego-driven style houses are over at Singer – let’s take a really, really, snatching up all the remaining vehicles good looking and well-performing car, and subjecting them to some questionable “To me, the current trend and then charge people actual money modifications. I won’t mention the ones I in restoring cars to a to bugger about with it … But it worked, am most shocked by; you’ll have to buy me and the reason it did was because they a beer to get that out of me! modified standard screams set themselves a brief and then stuck Don’t get me wrong, this isn’t all doom unoriginality and greed” to it. Yes, the cars are “modified” but and gloom and I’m not really on some they’ve been done subtly and tastefully. sort of mad crusade to strike anyone that Where it’s all gone wrong is that like Netflix, everyone with a tool likes a car in anything other than its original state, I just want the kit and an old, knackered car thinks they can whack on some new industry to be more realistic about it all. Taking away what it is lights, an upgraded stereo and a set of modern tyres and then that gave that car character in the first place and replacing those justify charging Joe Public four times the price of the car as if it had parts with more 21st century-friendly equipment doesn’t instantly just been restored back to its original – and probably much better make the car worth £500,000 – especially if the original cars are looking – standard. only twenty years old with plenty still on the road. To me, it just When I was younger I, like a lot of motoring enthusiasts, lacks originality and compassion. Take a less is more approach, thought I knew better than the OEMs that spend literally billions with both your re-designing and pricing. of dollars a year researching and developing cars. I thought if I My only real comfort in all this is the hope that truly original whacked in an Alpine head unit, installed some new suspension, examples will continue to appreciate for those brave souls who and bolted on some shiny wheels I’d end up with something that didn’t succumb to the temptation of brighter white headlights and the boffins over at the factory could only dream of. And I think Apple CarPlay. They will be greatly rewarded for their patience I did a pretty good job on some of them. There were only a few and service to the classic car world, and to you all, I am truly tragic moments, but I’ll just blame them on the trends of the time. grateful. INSIDE LINE

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COLUMN VICTOR HARMAN

FUTUREPROOFING INTERNAL COMBUSTION Reflecting on the ecological anti-oil protesters at the early is the flagship example, and produces enough clean-burning diesel July Silverstone F1 Grand Prix, and with awareness of the strong to fill over 160,000 diesel cars a day, along with aviation fuel, and feelings within F1 itself and that their cause cannot be ignored, synthetic lubricants. we have to have concerns for the future of Formula 1, along with But back to the dream of totally sustainable synthetic fuels. other motoring sport. How secure is it in its present format, using In place of natural gas as the raw material, just the air in the the internal combustion engine? Can it survive when we expect all atmosphere, water, and zero carbon electricity are all that’s road transport to be converted to use only sustainable energy, not required as the vital components. “Direct Air Capture” extracts many years hence? Will V6, and V8 petrol engines, in competition the troublesome carbon dioxide in the atmosphere as one basic cars, then become lost to history? Is the total conversion to electric building block. Then, with the help of sustainably generated pure or hydrogen power really inevitable, on both road and track? hydrogen, made with electricity from wind or solar power, the Worrying questions! Of course, the disappearance of the horse process can recreate the hydrocarbons that make petrol, diesel, from our public roads, such as they were then, saw the end of the and kerosene. Just like GTL products, they are purer than the previous era of transportation power, yet horse racing still thrives naturally sourced stuff, and it’s no great problem by modifying the to this day. Thousands of glitterati turn out annually at shrines synthesis route, to produce a range of fuels such as one that makes like Ascot, Deauville, and Melbourne, whilst Japanese horse racing a fine high octane petrol when blended with sustainably produced tracks host attendances that surpass Silverstone’s. Could track ethanol, with ultra-low emissions the icing on the cake. racing possibly survive, in a similar way, and might there even These exciting prospects offer a robust response to the anti-oil be hopes of a secure future for the internal combustion engine in protesters seen at Silverstone this year, and those inside the F1 road cars? business that view a similar route to Well, readers, there’s some exciting sustainability as a vital key to survival. “With this kind of planning, news in the air, offering real prospects of Following the successful introduction they obviously have use in attaining those dream scenarios, and it’s this season of E10 fuel, F1 is now all with the help of sustainable synthetic working with its partner Aramco, and road cars in mind” petroleum fuels. It all goes back over 80 major fuel manufacturers in F1, to years to a process born during WW2 in Nazi Germany, for making develop a 100 per cent sustainable fuel, to be introduced, along fuel and lubricants for tanks and trucks from coal gas, when they with a totally new engine formula, in 2026. The rallying boys had no domestic sources of crude oil. The Fischer-Tropsch Process may already have the drop on Formula One though, since Aramco technology they used has, with further development, been widely and P1 Racing Fuels are now collaborating in the formulation used since to make synthetic fuels and lubricants, although to of biofuels, and sustainable synthetic fuels of the same type, date these have been mostly made from unsustainable natural hopefully for use soon in the World Rally Championship. Porsche gas. What’s now called “Gas To Liquid” technology found a home is already working with Siemens Energy, and has a synthetic fuel in countries with large natural gas resources, and grew to satisfy plant under construction in Chile. It has a 2026 annual output a growing global demand for very high-quality liquid fuels, and in target of over 500 million litres, using wind power as the main one notable example, a home-grown diesel fuel source for South energy source. With this kind of planning, they obviously have Africa. These GTL products are generally vastly “cleaner” than use in road cars in mind, and the prospective costs of such fuel normal distilled petroleum fuels in use, with minimal noxious should not be too prohibitive, with no tankers required to ship combustion emissions, and at present they are often used in raw materials across the world’s oceans, and no oil-rich countries special situations, where the green credentials are beneficial. They holding the rest of the world to ransom. All you need is the are also widely used as additives for conventional road fuels, to technology the processing plant, and sun, wind, and air! Crack improve their properties. Shell Oil’s Pearl giant GTL plant in Qatar open a bottle, readers, your F1 Sunday afternoons look safe! INSIDE LINE

THE BEST OF BMW M BMW M has been in business for 50 years. We celebrate their greatest hits by ranking our top 10 M Cars and road testing one very special super saloon.

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A favourite among BMW enthusiasts despite its odd aesthetic. The Z3 M Coupe is basically a Z3 roadster with a hatchback. Entertaining and practical, it has amassed a cult following and is therefore deserving of a spot on this list.

Z3 M COUPE

CELEBRATING 50 YEARS OF BMW M

9 E39 M5

Produced between 1998 and 2003, the E39 is perhaps the coolest M5 of them all thanks to its understated looks and roaring 5.0 litre V8 engine. It also has a manual gearbox. Car enthusiasts really had it good in the late 90s/early noughties. INSIDE LINE

8 E92 M3 GTS

Terribly expensive but undeniably brilliant. A track spec M3 with a roll cage and V8 engine. When it was released in 2011, the GTS divided opinion, partly due to price, partly because it was arguably too track-focused for a road car. Nevertheless, it was a riot to drive and only 150 cars were produced.

CELEBRATING 50 YEARS OF BMW M

7 F90 M5 CS

Perhaps the ultimate expression of what the M5 can be. A lighter, faster, more communicative M5 Competition that epitomises the phrase ‘supercar killer’. It’s the newest M car on our list, but is absolutely deserving of its place in our top ten. 44

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Some would argue that it was slightly underpowered, but you’ll struggle to find anyone who doesn’t agree that the E30 M3 is one of the all-time great M cars, particularly the Evo models. A direct descendant of BMW’s motorsport programme, it set the M3 template which continues to this day.

E30 M3

CELEBRATING 50 YEARS OF BMW M

5 1M

A real skunkworks project. This is what you get when a small team of rogue engineers take the six-cylinder engine from a 135i, and suspension parts and diff’ from the M3 and plug them in to a 1 Series Coupe. The result is one of BMW’s greatest ever hits. INSIDE LINE

Produced between 1978 and 1981, the M1 was originally made to go racing. BMW built 53 racers which featured in the Procar series, and 397 road cars. Uptake on the straight-six, mid-engine supercar was low, but make no mistake, this is the very first M-badged car.

CELEBRATING 50 YEARS OF BMW M

3 3.0 CSL

This is genesis. Although it isn’t strictly an M car, this is where it all began. It was built as a homologation special so BMW could compete in European Touring Car, a programme which ultimately spawned BMW M as we know it today. The rest is history. 46

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This is where the fast saloon car craze started. Not just the Daddy of all M5s but the common ancestor to every fast family vehicle on the planet. If it wasn’t for the E28 M5, the motor industry would be a very different place.

E28 M5

CELEBRATING 50 YEARS OF BMW M

1 E46 M3 CSL

It might not be the original M car, but the M3 CSL has to be considered when ranking the very best from BMW. It’s the very definition of ‘competition, sport and lightweight’ and despite the unloved SMG gearbox, it remains the ultimate driving machine. INSIDE LINE

HISTORY

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MAKER

The BMW M5 CS cost £140,000 when new. They may be all sold, but was it actually worth the money? WORDS: Mark Rose | PHOTOS: Dom Ginn

ROAD TEST

the world of BMW, the M5 has long been considered ‘the’ M car. Sure, Munich’s first foray in to M-badged road cars began in 1978 with the introduction of the M1, but it was the release of the M535i in 1979 which laid the groundwork for what many perceive as the first proper volume M car, the E28 M5. When the E28 burst on to the scene in 1984, it retained the comfort and practicality of a standard 5 Series, but with performance more akin to that of racers from BMW’s motorsport programme. It was the original fast saloon car and it kicked off a trend which continues to this very day. If we’re talking pedigree, then BMW M is to modern performance saloons, what the Lamborghini Miura is to today’s crop of mid-engine supercars. It’s the daddy. Since the 80s however, cars have become larger and heavier, and the M5 is no exception. The E28 weighed 1430kg, making it something of a featherweight compared to today’s selection of performance saloons. For context, the latest and greatest F90 M5 CS is some 400kg heavier than its ancestor, and amusingly the CS is supposed to be the ‘lightweight’ version of the standard M5 Competition. Weighing some 70 kilos less than an M5 Comp, BMW has achieved this by fitting it with carbon ceramic brakes which alone save 23kg and reduce unsprung mass. They’ve thrown out the Competition’s standard seats and replaced them with buckets allround including carbon seats up front, and there’s also a carbon bonnet, forged alloy wheels and less sound deadening. Munich could have easily stripped more weight out of the M5, but this isn’t some track focussed GTS variant, but a road car that’s designed to offer increased dynamic ability while not forgoing the luxuries that make an M5 a stunning daily driver. Besides, there’s more than one way to skin a cat, or in this case, an M car, so BMW has also dropped the ride height by 7mm and given the M5 the adaptive dampers from the M8 Gran Coupe. Oh, and it has an extra 10bhp. Less weight, tighter body control and a bump in power have transformed the way the M5 drives, particularly over a country road. In the Competition model, it’s difficult to ignore the mass you’re carrying around, but the revisions made for the CS help mask its kerbweight and sharpen the driving experience in every way – it feels like a 1600-ish kilo car, not one that weighs 1825kg at the kerb. The front end is more responsive, the body resists roll in a physics defying way, and it has unbreakable composure over a bumpy road. Even some of the best performance vehicles can become unsettled on a rough B-road, particularly when you’re trailing in on the brakes, but the M5 CS has no such issues, it just rides the bumps, settles and turns in to the corner. It is deeply confidence inspiring in a way that a 626bhp super saloon shouldn’t be, especially when you consider that xDrive is predominantly rear-biased. The M5 CS may send its power to all four wheels – something purists love to scoff at – but it feels like a rear driven machine. A dab of throttle on corner entry helps get the car rotated in to the turn and instead of power oversteer on the corner exit, you feel the benefit of xDrive as the tyres bite in to the tarmac and fire you down the road. You benefit from the adjustability but not the waywardness associated with potent rear-wheel drive cars, which makes the CS a very fast car across the ground. It may be oddly approachable, but there’s nothing vague about the way the M5 goes about its business. The steering communicates what the front wheels are doing through a purposeful, Alcantara-clad rim, the brake pedal is well judged and allows for progressive braking, and the gearbox is the snappiest ZF auto I’ve come across. A twin-clutch gearbox would have been welcome when you’re really pushing on, but then BMW runs the risk of detracting from the CS’ ability to cruise like an M5 should by using a less refined ‘box. 50

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QUOTE

“The M5 CS may send its power to all four wheels – something purists love to scoff at – but it feels like a rear driven machine”

ROAD TEST

TECHNICAL SPECIFICATIONS - BMW M5 CS | Engine

| Power

| Torque

| 0-62mph

| 4,395cc twin-turbo V8

| 626bhp @ 6,000rpm | 553lb ft @ 5,950rpm | 3.0 secs

| VMAX

| Weight

| Price

| 189mph

| 1,825kg

| £140,780

QUOTE

“The M5 CS shakes off its Financial Times persona and turns in to a real supercar slayer at the click of a button”

You don’t realise how broadly talented the CS is until you take it away from the country roads and on to some motorways. During our time with it, we took a visit to the Peak District which meant we spent a lot of time using the M1, and during that trip, the word that kept springing to mind was ‘Bahnstormer’. I’ve driven faster cars, but nothing that’s ever felt so insulted by the prospect of a dull 70mph along the two inside lanes of a motorway. Not that we broke the speed limit at any time … but you quickly realise that the M5 is made to sit in the outside lane at 100mph for hours on end. It’s quiet, comfortable and capable of ferrying four grown adults and their luggage cross-country without missing a beat. But when you peel off the boring, camera-infested motorway and on to some country lanes, the M5 CS shakes off its Financial Times persona and turns in to a real supercar slayer at the click of a button. BMW allow you to change the engine and gearbox mapping, suspension set up and steering weight individually of each other and then save your preferences to the appropriately named M1 and M2 buttons on the steering wheel. We had M1 set up for cruising at the, err, aforementioned 70mph, and M2 for the type of driving we can’t 52

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speak freely about in the pages of a magazine. You’ll notice that we haven’t touched on performance yet. That too is outstanding, but with only 10bhp more than an M5 Competition, it represents the smallest difference between the CS and its lesser sibling. What you pay for here is the improved dynamic ability and sense of connection, but 626bhp is still a lot and therefore we should address it. At the time the CS was the most powerful road-going M car ever made, at least from factory anyway. The twin-turbocharged 4.4 litre V8 makes peak power at 6,000rpm and 553lb ft. between 1,800rpm and 5,950rpm. It’s devastatingly fast with a zero to 62mph time of just 3.0 seconds (three tenths quicker than an M5 Comp) and a limited top speed of 189mph. Make no mistake, without the limiter this is a 200mph M5. It’s that fast. Unlike heavily turbocharged engines, it also has exceptional throttle response and it doesn’t run out of momentum as you approach the limiter. You just revel in the response and keep your eyes pinned open as you power towards the horizon. The interior is very much a mixture of ‘sensible’ M5 Competition and lightweight CS. All the creature comforts that

The interior may only come in one specification, but it’s damn special.

We consider green paint and bronze badges a winning combination.

ROAD TEST

super saloon drivers expect are present and correct, but the smattering of CS and Nürburgring logos, carbon-backed bucket seats, Alcantara steering wheel, and individual buckets for the rear seats make it feel more special than an M5 Comp while helping shed excess weight. The front seats might look like medieval torture devices, and they can be a bit of a faff to get in and out of, but they hold you in all the right places and over a long distance, they’re surprisingly comfortable. The same can be said for the rear buckets that you drop in to and offer fantastic support. You also get the benefit of added leg room thanks to the front seats being slimmer than the standard items in the M5 Competition. To the annoyance of some, the cabin is one spec with no colour or trim options, but the materials that are on display are of high quality and the interior is well built. The infotainment is BMW’s iDrive system which, unlike other modern systems, can still be operated with physical buttons and a click wheel – attempting to prod at a screen while spanking your M5 CS across a country road is a recipe for disaster. The CS is not a car that you want to write off because only 26 of them have come to the UK, so the chances of

seeing another are vanishingly small. They’re also all sold, at the supposedly controversial list price of £140,000, with lightly used examples now changing hands for well above that figure. And we all gawped when BMW originally announced the pricing … As is often the case, though, driving is believing and you simply have to drive the BMW M5 CS to truly appreciate its breadth of ability. On paper, the revisions would you lead to believe that it’s a slightly lighter version of an M5 Competition with some fancy dampers, shiny logos and an inflated price, but it’s much more than that. The changes are transformative. It outperforms every other F90 M5 to date, and sets the bar for what performance saloon cars are capable of. The term ‘supercar slayer’ is one that gets thrown around too regularly, but it’s a title that the M5 CS is deserving of. Dynamic prowess aside, you could argue that scarcity is what makes it so deeply desirable. The CS makes car enthusiasts very hot under the collar, and well, let’s not get started on the BMW fanboys and M car owners who lose their minds at the sight of it. It’s achingly special and like its E28 M5 ancestor, the F90 M5 CS will surely go down in history as one of the all-time great M cars.

VERDICT - REDLINE RATING: 10/10 If you were lucky enough to get one, then well played. The BMW M5 CS is one of the very best M Cars in recent times and a benchmark vehicle in the super saloon segment. 54

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Sports, Luxury & Supercars bought and sold. Established over 20 years, always 5 star customer rated.

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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SUPER Maserati means business with their new supercar, the MC20. Have they done enough to disrupt the fast car establishment? WORDS: Mark Rose | PHOTOS: Dom Ginn | CAR: M. Ward

MASER ROAD TEST

QUOTE

“When you find an interesting piece of road and select either the Sport or Corsa driving modes, the MC20 comes alive”

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y email inbox is bombarded on a daily basis with dull manufacturer press releases, most of which cover some boring new electric SUV that we’re told we really need but don’t actually want. Occasionally, however, something a little more juicy graces the Redline email server and one of the more memorable announcements in recent years was the Maserati MC20. I specifically remember having to gather my jaw from my office desk at the sight of the press images. It was beautiful and more importantly, it was a Maserati supercar.

ROAD TEST

Don’t tell us you don’t want to get behind the wheel of this?

The cabin is full of high quality materials and MC20 logos.

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I emphasise ‘Maserati supercar’ because apart from the MC12 which was an ultra-low volume, rehash of the Ferrari Enzo, the Italian outfit hasn’t produced one since 1978 when the Bora went out of production. However, the idea that Maserati is an exotic brand and not one that’s been concentrating on SUVs and saloon cars, has endured. Yes, there was the 3200 GT from the late 90s (later the Gransport), and the GranTurismo and GranCabrio that went out of production in 2019, but these were grand tourers that never really set the world alight. The fact Maserati has been navigating some very fallow years made the introduction of the MC20 even more exciting, but it also raised the question, can they actually re-enter the supercar market and cause trouble for the likes of Ferrari, McLaren, and Lamborghini? Two years have passed since that press release and with the keys to an MC20 in hand, I can finally set about answering the above question, but not before I spend some time looking at it. One doesn’t just drive off in an MC20. That would be rude. It should be enshrined in law that you must at least take a minute to admire the car before firing up the engine and buggering off. It’s a thing of real beauty, especially our test car which was finished in Rosso Vincente and equipped with fifty-thousand pounds of carbon fibre. Visually, the cabin was less seductive but well thought-out with exotic materials. The mainstays of any supercar interior were present and correct – carbon fibre, Alcantara and leather, all pieced together to create a space that felt special. The ergonomics were simple with large column-mounted paddles, a large driving mode selector on the transmission tunnel, and essential buttons in obvious places. However, like any other supercar, the rear visibility is compromised but this is offset thanks to a camera which doubles as a rear-view mirror. Also, dihedral doors are wonderfully flamboyant, but on the MC20 they require some extra clearance before opening. Other than these small annoyances, the Maserati is a comfortable place to spend time with space for larger passengers and their carry-on luggage, and comfy, well-positioned seats. It even has a driving mode called GT, which makes you question whether it’s a snarling supercar or something that’s built for long distances. Out on the road, it doesn’t take long to figure out the Maserati has something of a split personality. In the aforementioned GT driving mode, it cruises around in relative peace and comfort, even if the low-speed ride quality is a little harsh. But when you find an interesting piece of road and select either the Sport or Corsa driving modes, the MC20 comes alive. The chassis is a masterpiece. It was developed by legendary Italian racing outfit Dallara who are also responsible for its construction, before the tub is shipped off to Maserati’s facility in Modena. Rigid thanks to its carbon construction but playful and well balanced, the MC20 responds beautifully to your inputs, whether you’re peeling off the brake pedal and rolling in to a corner, or giving it a little extra throttle to get the rear rotated. It wants to play, and when you factor in the accurate steering and progressive brake pedal, what you have is a car that flows down a road with dexterity. Dynamically, it gets under your skin, and while it might not be as communicative as a McLaren 720S or possess quite the same appetite for tomfoolery as a Ferrari F8, it strikes an entertaining balance between the two. Like a Ferrari, it also comes with a damper button which slackens off the suspension and improves ride quality between the driving modes. In Sport you get GT levels of damping and in Corsa you get the set up found in Sport. This helps round off some of the bigger bumps on our UK roads and gives you more confidence to push on. There’s also a wet weather driving mode and an option for ESC-Off if you’re feeling particularly brave. The straight line performance lands the MC20 slap-bang in supercar territory. It doesn’t quite have the same poke as a 720S or F8, but it certainly keeps a Lamborghini Huracán Evo honest ROAD TEST

Maserati MC20 plus Rosso Vincente paint beats dull British weather!

TECHNICAL SPECIFICATIONS - MASERATI MC20 | Engine

| Power

| Torque

| 2,992cc, turbo V6

| 621bhp @ 7,500rpm | 538lb ft @ 5,500rpm | 2.9 secs

despite the power and torque only reaching two driven wheels. Power is sent rearwards thanks to an eight-speed dual clutch transmission which rifles through upshifts with no interruption, and snaps from one ratio to the next when coming back down the gearbox. The engine responsible for the performance is a 3.0 litre ‘Nettuno’ V6 which uses the type of cylinder tech found in Formula One engines. The patented technology makes use of two combustion chambers per cylinder which means Maserati has been able to squeeze a lot of power out of a relatively small displacement engine. With a couple of turbos bolted on, the MC20 punches out 621bhp and 538lb ft, or an impressive 207bhp per litre. Zero to 62mph is seen in just 2.9 seconds and it will top out at 203mph. Most impressive though is the midrange performance with torque between 3,000 and 5,500rpm which makes the car effortlessly fast, to the point where you don’t realise how quickly you’re moving. And don’t think for a moment that this relatively small displacement V6 lacks the aural drama of other supercars, because it doesn’t. In the racier driving modes, the MC20 snarls its way to the rev limiter, the noise of the motor accompanied by the 62

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| 0-62mph

| VMAX

| Weight

| Price

| 203mph

| 1,475kg

| £197,994

whooshing and fluttering of the turbos – the wastegate chatter is so pronounced that it makes the turbos in a McLaren seem subdued. Another benefit of the 3.0 litre V6 is that you can start the car and roll around your local town without bothering the neighbours, which is a blessing when so many people feel the need to throw scorn at the internal combustion engine. A supercar that’s beautiful, exciting and sociable? Apparently, you can have your cake and eat it … Despite being absent from the supercar game for such a long time, Maserati has returned with a real contender. The MC20 is a pure blooded supercar right to its core, but it also offers something different to its rivals. It might not be the fastest, purest, or most outlandish car of its type on sale, but it’s certainly the most romantic and beautiful. At £197,994 before options, the pricing puts it in the firing lane of all the other machinery mentioned in this article, while putting space between it and the likes of the Audi R8 V10 Performance and Porsche 911 Turbo S. But what that money buys you isn’t just any supercar, but a Maserati supercar, and that’s a very special thing indeed. Welcome back Maserati, we’ve missed you.

There’s a Maserati logo in this image. Can you see it?

ROAD TEST

VERDICT - REDLINE RATING: 9/10 Beautiful, fast and extremely competent. The MC20 is a return to form for Maserati and a supercar which will have the competition looking over their shoulders.

MASERATI MC20 QUICKFIRE QUESTIONS 1. 2. 3. 4. 5. 6.

What does ‘MC’ stand for? Who developed the MC20’s chassis? Will Maserati make a convertible? Is the MC20 widely available? Is there a track-spec version? How fast is Maserati’s supercar?

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MC is the abbreviation for ‘Maserati Corse’. Dallara. They’re also responsible for its construction. Yes, it’s called the MC20 Cielo and order books are open. Just go to a dealer. spec your car and place your order. There is indeed, but Maserati will only make 62 of them. Have you just skipped to the last page? Read the review!

THE SUPERYACHT CHARTER SPECIALISTS +44 191 478 9920 | info@westnautical.com | www.westnautical.com | IG/FB: @westnautical

HYPER

Previous iterations of the Audi RS3 have been very fast but a little numb to drive. Is the latest version a more rounded hot hatchback?

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HATCH

WORDS: Mark Rose | PHOTOS: Dom Ginn

ROAD TEST

ew hot hatchbacks are more bonkers than the latest Audi RS3 Sportback. And that’s not because it’s some laser-focused, spine-tingling driver’s car, no, it’s because it packs 400 horsepower and 500NM of torque. I’m about to sound older than I actually am, but I remember when supercars were putting out those figures. Thanks to quattro allwheel drive, none of that power is squandered either. You just bury your foot to the floor, wait a moment for the S-tronic gearbox to kick down, and then fire towards the horizon. Sure, there are much faster cars out there, but the sense that you’re in a normal A3 but have enough performance to make a mockery of most sportscars takes some acclimatisation. From behind the wheel, the only inkling you have that you’re driving something with such huge potential is the motor responsible for the punch. It’s a turbocharged 2.5 litre fivecylinder engine which at low revs has a whiff of V10 about it. The engine tone adds a character that other modern, fast hatchbacks don’t possess, which is important when you realise that the rest of 68

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the cabin is a bit, well, boring. One of a few bugbears I had with the RS3 after a week of road testing was how bland the interior was. Perhaps it was just the vanilla spec of our press demonstrator, but apart from the RS button and badge on the steering wheel, and a poor attempt at faux carbon fibre, there was little to remind you that you’re actually driving the fastest production hot hatch Audi has ever churned out. There were some quality materials and it was well built, but the driver-side air vents looked like they had been stuck on and there were some scratchy plastics in some obvious places. Not what you expect from a performance Audi, but we move, and it’s when you’re on the move that the RS3 starts to shine. Show me a quicker car across a bumpy, country road and I’ll give you twenty quid, because unless you have something unfathomably special and incredibly well driven at your disposal, you ain’t getting away from a well-pedalled RS3. The key to this isn’t the abundant performance at your disposal, but the quality of the damping. There are a multitude of driving modes including the option to configure the suspension, steering, stability control and

Too much of the cabin was standard A3 and could have done with some better materials and more RS branding.

Performance mode activated! Note the traction light ... ROAD TEST

engine sound for your ideal setup, but however you configure the car, it deals with the worst a backroad can throw at it. The composure, compliance and body control make the RS3 a deeply confidence inspiring car, and you can use all the potential in most conditions thanks to the all-wheel drive system. Pushing too hard in to a corner does uncover some understeer, but this is typical fast Audi behaviour, so it comes as no surprise. A lot of the time, the RS3 actually feels front driven which is handy because a dab of throttle mid-corner helps tuck the nose in and pull it round the turn. It’s ruthlessly efficient, but also lacking in feel thanks to the steering which is too quick. Despite its brilliance over a technical piece of road, the RS3 can feel a little nervous and you often find yourself having to make smaller inputs at the wheel than you would initially think. Also, the gearbox – a seven-speed twin-clutch – could do with some sharpening as there were times when I called for a lower gear and didn’t receive it as quickly as expected. Individually, these aren’t big issues, but some fine tuning here and a tweak there could elevate the levels of response you get from the RS3 and would no doubt add to the overall experience. It’s not a million miles away and it’s clearly a step up from fast Audis of old, but there’s still some room for improvement. As a daily driver is where the car arguably makes the most sense. Much of the time, I forgot I was behind the wheel of a hyper hatch that can do zero to 62mph in just 3.8 seconds and a top speed of 155mph, which is no bad thing of course. When you dial everything back in to the comfort or efficiency driving modes, it transforms in to a run-of-the-mill Audi A3. It’s comfortable, has enough room for four grown adults – five at a squeeze – and there’s a reasonable boot with the potential for more luggage space if you fold the rear seats down. While we had the car, we actually went to road test and photograph another vehicle, and the RS3 actually made for a convincing support vehicle. It was capable of carrying all our gear and doubled as a tracking car for on-road photography. Just read our 1966 Shelby Mustang GT350 article and look at the rolling shots for proof of the Audi’s versatility. The MMI infotainment system was easy to use and quick to respond, although I did loathe having to turn off lane assist and pre-sense every single time I got in the car – I know how to drive thank very much, Audi. The RS3 was also insistent on shouting “your mobile phone is still in the vehicle” every time I cut the engine and opened the door, even when I didn’t have the volume set high. Very antisocial. Otherwise, the Bang & Olufsen hi-fi was a treat for the ears and the panoramic sunroof was the perfect summertime companion. So, the Audi RS3 Sportback is a very rounded hot hatchback, but when people asked me about it, they often recoiled when I told them the price. Our lightly optioned press car came to £60,460 which means you could quite easily drop seventy-bags on one, especially if you start adding carbon ceramic brakes from the options list. The truth is though, very few people will ever spend that because what they’ll do instead is buy it on finance. These cars typically benefit from good residual values which also drives down monthly payments, so in reality, ownership isn’t as scarily expensive as the top line price would suggest. When you consider the car’s performance, practicality, and sheer capability, it becomes a very compelling proposition. You also don’t need to trouble the aforementioned options list in order to get yourself a decent spec, just do what you can to spruce up the interior, spec an outlandish paint colour – preferably our test car’s Kyalami green – and go and have yourself a blast. This is the only five-cylinder, do it all hot hatch on sale, and one day soon, you won’t be able to buy one at all. 70

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QUOTE

“The sense that you’re in a normal A3 but have enough performance to make a mockery of most sportscars takes some acclimatisation”

You have to push hard to uncover body roll in the corners.

ROAD TEST

VERDICT - REDLINE RATING: 8/10 An absolute straight-line weapon and remarkably composed on a country road, the Audi RS3 Sportback is one hell of a hot hatch. Marks down for the bland interior.

TECHNICAL SPECIFICATIONS - AUDI RS3 SPORTBACK | Engine

| Power

| 2,480cc, 5-cylinder

| 395bhp @ 5,600rpm | 369lb ft @ 5,600rpm | 3.9 secs

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| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 155mph

| 1,570kg

| £57,770

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SUMMER SEVEN

Sun’s out, Caterham’s out. We grab a Seven 360S for some summertime antics. WORDS: Mark Rose | PHOTOS: Dom Ginn

ROAD TEST

QUOTE

“The one transferable trait between all models and the reason you buy a Caterham is the way it feels to drive”

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The design of the Caterham Seven has changed very little over the decades.

ummertime means many things to many people, but one of our highlights of the warmer months is the time we get to spend with a Caterham Seven. We’ve now driven plenty of these including a 420S, 420R and the bonkers 620S on two separate occasions, but this year we spent a week with a 360S which also happened to be the most road-biased car Caterham has given us. People often mistaken a Seven for some kind of stripped-out track day special, but in reality, they’re made for the public road first and if you want something track-focussed, then you can spec one accordingly. The misconception that they’re back-breaking couldn’t be further from the truth, especially when you consider that all the R&D is done on crap UK roads and therefore, they’re set up to suit. Obviously, they don’t ride like a comfortable family saloon, but for what they are, they’re genuinely compliant especially once you’re up to a reasonable speed. The spec of our test car supported the idea that you can set up a Seven for road use. Not only did it come with the larger SV chassis – this is a must have for regular road miles – but the S Pack also comes with road suspension, a windscreen, carpeted interior and a heater as standard. Additional options included the comfy leather seats with diamond stitching, as well as leather for the dash and roll bar. The paint I hear you ask? That’s a £2,000 option and is called Aston Martin Apple Tree Green, and yes, it’s every bit as beautiful as it looks in the images. Base price for a 360S is £31,990 and with options, our test car came in at £44,680. It’s arguably a lot of money for a toy, but once you drive one, you soon realise what you’re paying for. A Caterham Seven serves as a reminder that mechanical grip can be just as good as traction control, providing the conditions are right. We had the 360S the week of the heatwave where temperatures were around 30 degrees every day, and trying to make it misbehave when the roads are hot and the tyres warm is actually quite difficult. It stuck to the road like bubble gum beneath a school desk, which meant we could take corners at silly speeds and use all the power without worrying about being spun off in to the nearest hedge. Outputs of 180bhp and 194NM from a naturally aspirated, 2.0 litre 4-cylinder Duratec engine in a car weighing just 565kg meant it was no slouch either. Zero to 62mph in 4.8 seconds and a top speed of 130mph are arguably enough for the public road, and in typical Caterham-fashion, the longer you cling on to the revs, the stronger the engine gets. Sounds great, too. It may only be a Ford lump, but it sounds raw and unfiltered with a satisfying gunfire pap-pap-pap at the limiter. But the performance isn’t what sets the Seven apart, and you could argue that if speed is your thing then you want no less than a 420, or if budget allows, the supercharged 620. No, the one transferable trait between all models and the reason you buy a Caterham is the way it feels to drive. Forget big infotainment screens, silly safety aids and annoying beeps, the point of any Caterham is the sense of connection to the road and driving pleasure it offers. We’ve discussed the lack of traction control, but also absent is power steering, ABS and there’s no servo for the brakes. Genuine effort has to go in to driving the car, and when you get it right, the rewards are joyous. The front end operates using telepathy, you only have to think about where you want to place the car and it will go willingly. The five-speed manual gearbox is a precision instrument and the pedal arrangement goads you in to rev-matching at every opportunity. And the back-to-basics cabin means there’s nothing to distract you from the job of driving. In a Caterham, you feel the road surface through every fibre in your body, from your fingertips to the seat of your pants, and it’s absolutely wonderful. To drive a Caterham Seven is to drive in of itself. Sure, it won’t be for everyone, but for loopy petrolheads likes us, it’s as good as it gets. ROAD TEST

A DEADLY CONSPIRACY WITH THE PM IN ITS SIGHTS. AND ONLY ONE MAN WHO CAN STOP THEM.

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GERMAN BEATER?

Here come the Koreans! The Genesis G70 Shooting Brake has arrived on UK shores to steal sales from the Germans. Does it have what it takes? WORDS: Mark Rose | PHOTOS: Dom Ginn

ROAD TEST

QUOTE

“Our G70 Shooting Brake test car definitely marked itself out as a premium contender with its glitzy grille, sleek appearance and large alloys”

TECHNICAL SPECIFICATIONS - Genesis G70 Shooting Brake | Engine

| Power

| 2,199cc, 4-cyl

| 197bhp @ 3,800rpm | 310lb ft @ N/A

| Torque

f you’re not familiar with Genesis, they’re a premium offshoot of Korean car giant Hyundai, and have been building cars since 2015. In 2021, they took the bold step to move in to the European and UK markets in an attempt to steal sales from the likes of BMW, Mercedes-Benz and Audi. Trampling on German turf is risky business – we all remember what happened to Infiniti – and making life even more difficult for Genesis is the fact that VW, Lexus, Volvo, and Alfa Romeo also have footholds in this premium area of the car market. It’s arguably the toughest segment to operate in, so Genesis will need to offer something different if they want a slice of the pie. Our G70 Shooting Brake test car definitely marked itself out as a premium contender with its glitzy grille, sleek appearance and large alloys. People who didn’t know what a Genesis was initially mistook it for a Bentley or Aston Martin, only to leave me with the job of explaining that it’s actually a posh Hyundai. The interior screams premium thanks to quality materials which are well put together. The seats have plenty of adjustment and are extremely comfy, and while not as sharp or slick as its German rivals, the infotainment system is easy to use with 80

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| 0-62mph

| VMAX

| Weight

| Price

| 7.7 secs

| 140mph

| 1,810kg

| £41,430

neat graphics. Some things we weren’t so keen on were the questionable 3D graphics for the instrument binnacle, and that some of the centre console and dials had a whiff of Audi about them. Otherwise, it was a quality cabin crammed with lots of useful tech. You would assume that because the G70 is an estate car, it would come with all the practicality you need. Unfortunately, the sleek profile eats in to rear headroom and interrupts your rear blind spot, and the boot is far from best in class. A BMW 3 Series Touring is roomier, has better visibility, more boot space, and a split tailgate. If practicality is high on your list of requirements, the Genesis is probably not the car to go for. Of greater curiosity though is how Genesis has gone about establishing the G70 Shooting Brake in this premium area of the market. You’re often left wondering whether it’s supposed to be a comfy family car or a sporty one. It does a decent job of covering both bases without being outstanding in either, which gives you the impression the car doesn’t know what it is. Some people will appreciate that blend of handling and comfort, while others will go and buy something that suits their driving preferences.

It would appear that Genesis has been copying some of Audi’s old homework ...

In such a hotly contested area of the car market, pinning your flag to a particular mast can help separate you from the competition which drives sales and builds a fan base, but the G70 gives the impression that Genesis has instead chosen to play it safe. The engine options also support the idea that Genesis has been overly cautious. You have a choice between a 2.0 litre fourcylinder petrol engine, and a 2.2 litre, four-cylinder diesel motor. Our test car came with the latter option which produced 197bhp and 325lb ft. and saw the G70 sprint to 62mph in 7.7 seconds and top out at 140mph. Power was fed to the rear wheels via an eight-speed automatic gearbox. It offered respectable straight line performance but never felt fast, while returning an average of 36mpg, although that figure can creep in to the low 40s if you stroke the throttle pedal. Top tip: don’t buy the petrol engine, the fuel economy averages in the mid-20s which is not a fair trade in a car with just 241bhp. Perhaps most annoying is that US spec cars get the 3.3 litre V6 from the Kia Stinger, an engine which we feel would have suited the personality of the G70 more, and offered better performance. You can blame emissions regulations for that. On a twisty piece of road, the front end is keen to turn in and

body roll is mostly absent. It serves as a reminder that estate cars can offer the practicality of an SUV without giving up on dynamic ability. Our G70 Shooting Brake was also fitted with Brembo brakes which offered exceptional stopping power. However, the car feels most at home while cruising along an A-road or motorway thanks to agreeable road manners and low NVH levels. The lowspeed ride can be on the firmer side, but once you get some speed beneath the car, it smooths out a lot of the road imperfections. The price of our Sport Line test car started from £41,430 and with options it came in at £47,280. For comparison, a BMW 3 Series Touring starts from £39,810 for a non-M Sport model, but the Genesis comes well-equipped as standard. From a price perspective, it’s positioned in the firing line of its German rivals which makes the job of stealing sales from them even more difficult. However, that doesn’t take away from the fact that Genesis as a brand has great potential, and that if they keep on producing quality cars like the G70 Shooting Brake while carving out their own niche, they have what it takes to stick around for the long haul. I for one, would like to see the brand stick around. ROAD TEST

In British GT’s 30th season, we take a look at why the championship is such a hit with fans and what to expect from 2023 and beyond. WORDS: Mark Rose | PHOTOS: Dom Ginn

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FAN FAVOURITE

TRACK SIDE

QUOTE

“Anyone who has been to a British GT race weekend can attest not just to the quality of the racing, but the atmosphere of the event”

n 2022, the Intelligent Money British GT Championship celebrated its 30th season of racing with a standout year of on-track action. Originally introduced in 1993 by the BRDC (British Racing Drivers’ Club), the series initially fielded GT1 and GT2 cars, including legendary racers like the McLaren F1 GTR, Porsche 911 GT1, and the Jaguar XJ220C from the late 90s. However, since 2004 when SRO Motorsports Group took over the running of the championship, British GT has been racing GT3 and GT4 cars which are more affordable and closer resemble the high performance road cars you can buy today. Fan favourites include cars like the McLaren 720S, Lamborghini Huracán, Mercedes-AMG GT-R and Porsche 911, to name just a few of the customer racing programmes that form a grid made up of professional and amateur racers. The PRO-AM line up of racers doesn’t just attract professional racing drivers and wealthy team owners, but also famous faces from the worlds of entertainment and motorsport. Actor Kelvin Fletcher co-owns and races for Paddock Motorsport, and in 2020,

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the 2009 Formula One world champion Jenson Button raced at the Silverstone 500 for the team he co-owns, Team Rocket RJN. British GT is also an inclusive championship which sees female drivers going wheel-to-wheel with their male colleagues, and disabled racing drivers competing against able-bodied competitors. New to the GT4 grid in 2022 were Team BRIT who ran a specially adapted McLaren 570S GT4 for their drivers Bobby Trundley and Aaron Morgan, both of which have had an outstanding first season in the championship. No other sport and few other racing categories offer the kind of inclusivity that British GT does, and as the championship continues to grow, so will the variety of teams and drivers. Anyone who has been to a British GT race weekend can attest not just to the quality of the racing, but the atmosphere of the event. We regularly attend races over the course of a season and spend time in the paddock, garages, grandstands and hospitality areas. Whether you’re a hardcore racing fan or you’re looking for a fun day out with friends and family, there’s plenty of entertainment on and off the race track. The pre-race grid walks

You may or may not be able to find copies of Redline in these bags ...

SRO offer hospitality for the guests of teams, drivers and sponsors.

TRACK SIDE

with the cars and drivers lined up on the grid allows you to get close to the action, and you may also bump in to some famous faces along the way. Designated pitlane walks also offers fans the opportunity to meet their favourites drivers and get their autographs, something which few other racing series put on. Despite the name, ‘British GT’, one round of the championship is held at a European venue. In 2022, that venue was the famous Spa Francorchamps which is a firm favourite among drivers and fans alike, but for 2023, the championship will be heading to sunny Portugal and the Algarve International Circuit. Next year’s calendar also includes some of Britain’s great race tracks including Silverstone, Brands Hatch, Donington Park, Oulton Park and Snetterton. British GT title sponsor Intelligent Money has also announced an extension of their sponsorship for another five seasons which will take them to the end of 2027. The investment management firm have been British GT’s top line sponsor for the last three seasons, and between them they have worked to grow the 86

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championship’s reach and audience. Speaking on the contract extension, Intelligent Money’s CEO and our very own Head of Financial Operations, Julian Penniston-Hill said, “We are delighted to make yet another announcement on our long term support and commitment to the Intelligent Money British GT Championship. The precision, technology, teamwork and professionalism of all involved fit perfectly with that of IM in delivering the highest possible results without taking unnecessary risks. In signing a new 5 year contract we are simply cementing this synergy. Whilst we celebrate the results of 2022, we also greatly look forward to continuing working very closely with SRO and enjoying the fruits of the work, training and testing undertaken by the teams and drivers next season and well beyond”. After a bumper 2022 season, 2023 is set to be another year of fantastic on-track action. Racing kicks off at Oulton Park on 8th April and you can watch the live coverage for free via the British GT website, Facebook page, and the GT World YouTube channel.

2023 LOADING

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[ BEHIND THE LENS ] FERRARI CHALLENGE Redline’s lead photographer Dom Ginn offers a unique perspective on the UK’s leading one-make race series, Ferrari Challenge.

Slow panning shots make for speedy looking pictures.

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t’s been quite a while since it’s been expected of me to crawl out from the comfort of my bed at an ungodly hour of the morning to drag myself to a racetrack and cover a motorsport event. However, this is never a problem, especially when on this occasion the event itself features a dozen or so Ferrari 488 Challenge cars ripping round Silverstone all day. It’s always exciting the day before you’re due to head to the track to shoot an event. Packing all the necessary equipment to ensure you capture the event correctly is of the upmost importance, this includes camera bodies, SD cards, lenses, batteries and rain covers – essential in the UK when the weather can turn at literally any minute. In your head, you’re gathering together a handful of shots you want to take away from the event, and for me the objective was simple. Other than showing off what was happening on track, my other points were to focus on lighting composition, driver profiles and slow pans – this is where you drop the shutter speed down to 1/60 or lower and track the car as it moves. The end result is something that resembles serious amounts of speed! Upon reaching Silverstone bright and early, I headed to the Welcome Centre to collect my media pass, then it was onto The Wing to collect my media tabard. Chances are, if you’ve been to any motorsport event, you would have seen people wearing one of these. Essentially, they are ‘go anywhere passes’ that allow you to get as close to the action as possible. It’s a chance to see the racing from a unique perspective that the general public otherwise wouldn’t be able to gain access to. You’re literally on the front line and behind the first line of defense should an incident occur. It’s a truly exciting place to be. My first port of call was the pit lane and driver areas. They’re a good place to capture drivers climbing into their cars, mechanics making necessary adjustments, and getting an overall feel for how the day is going. It also allowed me to tick off the driver profile shots that I wanted to capture. The pit-lane can be a hazardous place and you constantly need to have your wits about you, so acting as a fly on the wall is essential because if you get in the way you could cause someone a costly mistake. It is also arguably one of the most rewarding places to be. Once I’d finished, it was then time to get my steps up and get some shots of the 488s on track. I first visited Luffield. It’s a great spot to be as the cars come hurtling in from the Wellington straight and jump hard onto the brakes to make it round Brooklands, to then jump back on the power out towards Woodcote. It’s tight and offers a variety of different shots as well as some fantastic duels between cars as they battle to come out of the corner in front. They key thing is producing something different that hasn’t been seen before. I stayed at the corner for a short period of time as the sessions were only 30 minutes or 12 miles, whichever came first. You ideally want to be at one spot for a few minutes before heading to a new one. After all, variety is the spice of life. I moved around a fair amount, then I posted up at a little section where you can flick between Village, ‘The Loop’ as well as Becketts. My final stop was not trackside but at a spectator’s area overlooking the track. Having the track access is great, but it’s not always where the best shots are to be had and it’s important to think outside the box. I soon found myself standing on a slightly raised bit of concrete, behind spectators overlooking the secondto-last corner, shooting some super slow panning shots before race end. Once the chequered flag dropped, I quickly shot back over to the pits to get some photos of the cars coming in, and the drivers and the teams celebrating. After all was said and done it was time to drop my tabard back to the media centre and bid Ferrari Challenge, Silverstone, goodbye for another year. Then came the mammoth task of sorting through the many photos taken, more of which you can find over the page and on our website.

QUOTE

“You’re literally on the front line and behind the first line of defense should an incident occur. It’s a truly exciting place to be”

TRACK SIDE

QUOTE

“Having the track access is great, but it’s not always where the best shots are to be had”

There are few better places to be on a sunny Sunday afternoon.

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