Redline Issue 15 by Redline

ISSUE 15 - £6.95 - WWW.REDLINEMAGAZINE.CO.UK

THE DEFINITIVE ROAD & RACE CAR PUBLICATION

TECHNICAL DATA: MERCEDES-AMG GT S STOCK STAGE 1 STAGE 2

503 BHP & 714 NM 581 BHP & 885 NM 631 BHP & 897 NM

PLEASE NOTE: FIGURES ACCURATE FOR CAR PICTURED

Engine Remaps | Rolling Road | Exhausts 05603 672 109 - www.gadtuning.co.uk info@gadtuning.co.uk - @gadtuningltd

Don’t invest unless you’re prepared to lose all the money you invest. This is a high‐risk investment and you are unlikely to be protected if something goes wrong.

INVEST IN YOUR

PASSION THECARCROWD.UK

WELCOME

As the motor industry marches relentlessly towards an electric future, the perception is that internal combustion will soon be resigned to the history books. There is of course, plenty of evidence to support the notion that engines are on their way out, but that doesn’t mean you should be rushing out to buy an electric car in any really hurry. Car manufacturers might be releasing new electric models at a pace that even motoring journalists can’t keep up with, but that’s because legislation is forcing them down the EV road. I rather get the feeling that if auto makers were allowed to keep making petrol and diesel powered cars, then they would. In some corners of the sector, you can even see genuine reluctance from manufacturers to kick their smoking habit. Evidence of this can be seen in the pages of Redline Issue 15. Let’s take Lamborghini as an example. Our big feature for this magazine is our road test of the final Aventador to roll off the Lambo production line – the LP780-4 ‘Ultimae’. The big, bad bull may now be dead, but its replacement will still have a V12 engine, and given the long shelf life of the company’s flagship supercar, whatever comes next could well be around a decade on from now when all the ICE powered cars are supposed to be on their last legs. Of course, the Aventador replacement will be a hybrid, but nonetheless, 12-cylinders it will have. This brings us neatly to the McLaren Artura which I recently

completed my first drive of. Woking’s approach to electrification is taking the benefits of it to make the supercar faster, more responsive and a little more sociable. The Artura’s 3.0 litre V6 hybrid powertrain isn’t just brilliant on paper, but also in its execution, and goes someway to broadening the attraction of internal combustion and increasing its longevity. But if all this sounds like car makers are holding on as long as they can, then think again, because a colossal amount of money, research and development is going in to e-fuels, with Porsche in particular investing heavily in this technology. Yes, the thought of an all-electric 911 also makes us feel unwell... However, thanks to synthetic fuels, the internal combustion engine might not be disappearing anytime soon as Steve Sutcliffe finds out during a trip to Chile and a drive along the End of the World Road in a Porsche Panamera Turbo S powered by e-fuel. Finally for this issue, we hop on a flight to Portugal to drive an Aston Martin V8 Vantage S on the stunning Nacional 2 (N2) Road and then drop in at Portimão for some pre-season testing ahead of the 2023 Intelligent Money British GT Championship season. So, with all that said, enjoy Redline Issue 15 and remember to check out our YouTube channel, mobile phone app and social media platforms for more car content between magazine releases.

CONTRIBUTORS

CONTACT

Managing Director & Editor - Mark Rose Head of Financial Operations - Julian Penninston-Hill Content Editor - Dom Ginn Content Assistant - Stevo Jones Contributing Editor - Steve Sutcliffe Columnists - Victor Harman, James Ford Photography - Dom Ginn Print Consultant - David Gilbert

Content Enquiries - dom@redlinemagazine.co.uk General - enquiries@redlinemagazine.co.uk Sponsorships - sponsorships@redlinemagazine.co.uk Subscriptions - subscribe@redlinemagazine.co.uk YouTube - Redline Motoring Instagram - @redlinemagazine Facebook - @redlinemotoringofficial Website - www.redlinemagazine.co.uk

Warm Regards,

Mark Rose Owner & Managing Director

WELCOME

Exclusively Group offer developers a quality platform using ground breaking marketing to attract buyers to your new homes. Making sure they cross the chequered flag with minimum fuss.

info@exclusivelygroup.com | Tel: +44 (0)1279 210071 | exclusivelygroup.com

CONTENTS REDLINE ISSUE 15

10: ROAD TESTS

50: MAIN FEATURES

83: KEEPING TIME

We’ve tested a mixture of classic and new cars in this magazine with road reviews of the Porsche 911 (996.1) GT3, a classic Morris Mini Cooper S, the all-new McLaren Artura, the latest Ford Focus ST, and the Toyota GR Supra.

For our action packed main features, we spend five days with the Lamborghini Aventador Ultimae, pitch old against new in a CUPRA twintest, jet off to Portugal to drive an Aston Martin, and visit Chile to learn about e-fuels.

New for issue 15 is our ‘Keeping Time’ segment where we get hands-on with some cool watches. In this magazine, you’ll find reviews of the Tissot PRX Powermatic 80, and Christopher Ward C65 Chronograph.

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

COLLABORATING WITH

PURE PORSCHE The original Porsche 911 GT3 is now considered a real collector’s item, but life wasn’t always so good for the 996. We drive a Mk1 to see how it stacks up in the modern day. WORDS: Mark Rose / PHOTOS: Dom Ginn

REDLINEMAGAZINE.CO.UK

Porsche 911 (996.1) GT3

CLASSICS ROAD TEST

hroughout the considerable history of the Porsche 911, the 996 which was released in 1998 will perhaps go down as the most controversial generation to ever come out of Stuttgart. It was the first water-cooled 911 and the ‘fried egg’ headlamps represented a departure from the circular lights that are synonymous with the 911 aesthetic. It may have been more technologically advanced and objectively better than the 993 it replaced, but that didn’t stop die-hard 911 fans from lamenting the passing of the air-cooled era, while visual commonalities with the then-new Boxster only intensified tensions between Porsche and its fan base. However, cars which cause a stir have a habit of ageing well and the 996 is a perfect case in point. Modernising the powertrain proved to be a stroke of genius, and the headlamps have arguably made the 996 the most identifiable 911 of them all. Love or loathe it, the 996’s role in shaping the modern 911 is undeniable, especially since it was the very first to wear the infamous GT3 badge. Of the 1,858 first-gen 996 GT3s built, only 106 right hand drive cars came to the UK. Sourcing one to drive is no mean feat, but fortunately our friends at the Car Crowd had one and their investors were happy for us to come and drive it. Given the car’s rarity and its standing in Porsche’s back catalogue, 996 GT3s are often looked at as an investment. Indeed, this particular example was bought by the Car Crowd who subsequently offered it to their clients as a fractional investment. Sixty-three people now own a share in this race car for the road and have invested with the potential of its value sky rocketing in the next three to five years. Best we be careful with it then... This may have been Porsche’s first GT3, but after a few

QUOTE

“You can tell that Porsche sweat the small stuff to ensure that every area of the package was brilliant”

Hiding in that big booty is a 3.6 litre Mezger engine.

CLASSICS ROAD TEST

Manual dials adorned with Porsche’s GT3 moniker.

Are these the best looking bucket seats you’ve ever seen?

REDLINEMAGAZINE.CO.UK

A steering wheel, three pedals and a manual gearbox. Perfection.

moments behind the wheel it becomes apparent that the recipe we know so well today can trace its roots all the way back to the first-gen 996. Despite being a touch heavier than a standard Carrera, weight saving was the name of the game. The 18-inch split rim wheels with titanium bolts helped reduce unsprung mass, and the rear seats were removed and the fronts replaced with buckets which helped shave an extra 28kg from the kerbweight. There was also a carbon ceramic brake option which can be identified by its yellow brake calipers, although these are a lesser spotted item that our test car did without. The introduction of a roll cage no doubt adds some kilos back in to the car, but nothing screams motorsport quite like a cage and multi-point harnesses. Porsche’s flat-six motor has always been special, but the 3.6 litre Mezger engine in the GT3 was derived straight from the 911 GT1 race car which made it all the more exciting. Naturally aspirated with 360bhp, it propelled the car to 62mph in just 4.8 seconds and on to a top speed of 188mph. Power was sent to the rear wheels via a six-speed manual gearbox and even though traction control was making its way in to mass production vehicles

in the late nineties, Porsche decided to forgo it for the GT3. The combination of a naturally aspirated motor, manual gearbox and hydraulic steering makes for a compelling driver’s car, more so in 2023 than when the GT3 first launched some twenty-four years prior. It’s a far more visceral experience than the current 992, and in many ways it’s more rewarding. Sure, the 996 doesn’t have that atmospheric 9,000rpm rev limiter, but it’s lighter, more compact, and it’s easier to place on the road. Interestingly, the power output and overall performance feels like the correct amount for the public road – still plenty fast but not licence losing. What the 996 GT3 lacks in outright performance it makes up for with sheer sensual delight. The flat-six motor requires revs to get the best from, but as with every great Porsche engine, it benefits from sharp throttle response and delivers its performance in a linear fashion. Once you meet the rev limiter, you reach for another gear and revel in the experience all over again. The gearbox, too, is a tactile, mechanical delight. The shift is short and it breaches the gate with a satisfying click. The clutch is a little on the heavy side, but very few people would consider daily driving

CLASSICS ROAD TEST

QUOTE

“The combination of a naturally aspirated motor, manual gearbox and hydraulic steering makes for a compelling driver’s car”

a 996 GT3, so the clutch weight is almost an irrelevance. What was of greater surprise was how it dealt with a bumpy B-road. Over the last quarter-century, one of the main areas where cars have improved has been ride quality and how they offset the inherent stiffness that’s built in to performance vehicles. At low speed, the 996 was busy which was to be expected, but once it was up to pace and the dampers had a chance to breathe, it soaked up the bigger bumps with few complaints. Not having to manage the bumps builds confidence in the car, and that’s when you learn to exploit the GT3. The compact size, fantastic visibility, strong traction and sense of connection the 996 gives you pays dividends across a country road. You turn the wheel and the front of the car goes faithfully while never leaving you second guessing where you’re positioned on the road. It feels light, agile, perhaps dainty, and it immerses you in the driving experience. You feel the road surface through the steering wheel and it goes to show that no matter how competent Porsche’s modern EPAS systems are, there is no replacement for a hydraulic rack. The brakes also performed well albeit the pedal was on the firm side, but that

REDLINEMAGAZINE.CO.UK

could be to do with the fact the car had covered as little as 1,500 miles in the last three years. The cabin was typical 911 for the period. No mod-cons, just the essentials, but it was well put together. Truth be told, when you’re piloting a car that drives this well, you soon forget about the lack of big touchscreens and endless connectivity. As a driving experience, the 996.1 GT3 feels just right. You can tell that Porsche sweat the small stuff to ensure that every area of the package was brilliant, and in doing so, they created a 911 that was truly more than the sum of its parts. The late nineties were a time when excessive power outputs and ballistic top speeds were the exception, not the rule. On the other hand, modern performance vehicles are often contrived, bloated and dilute the pleasure derived from driving. The first ever GT3 was about purity not straight line poke, and it was a better car for it. I’d hate to sound like a dinosaur, but they don’t make ‘em like this anymore, and they probably never will. At the time of writing, around £90,000 will buy you a 996.1 GT3. You might want to purchase one while you still can.

FROM ONLY

£159.99

FIVE YEARS GPS TRACKING FOR ANY VEHICLE NO CONTRACT - NO MONTHLY FEES - NO TOP-UP “

Totally satisfied with the product and especially the after sales support service. - Remo Mcguire

“

Perfect bit of kit that actually works .. - Mark

WWW.GPSBOB.COM or call 01924 976 922

PEDI Race car for the road is a phrase that gets thrown around a lot these days, but in this classic Mini Cooper S, we take to the streets in a car with genuine motorsport pedigree. WORDS: Mark Rose / PHOTOS: Dom Ginn

REDLINEMAGAZINE.CO.UK

GREE COLLABORATING WITH

MORRIS MINI COOPER S 1275

CLASSICS ROAD TEST

ew cars are more iconic than the original Mini. Introduced in 1959, the Austin Seven (later the Austin Mini) and Morris MiniMinor, rewrote the compact car rulebook owing to its transverse engine and frontwheel drive layout which saved space and made more room for passengers and their luggage. Various iterations of the Mini have sold under differing nameplates in multiple markets over the decades, but it didn’t take long from the introduction of the car for performance variants to make their way in to the model range, many of which were raced competitively. This particular 1966 Morris Mini Cooper S 1275 which is for sale with Hilton and Moss at the time of writing, was originally bought by a Spanish privateer who, at the time, was living between the UK and Europe. When Fransico Navarro relocated to Spain on a permanent basis, he had the little Mini exported so he could race it across various circuits in Europe such as Monaco, Jarama and Montjuic Park. A successful car and driver combo, records

REDLINEMAGAZINE.CO.UK

of the Mini’s participation in these events can be found at the Automobile Club De Monaco and Jarama Circuit archives which adds further to the car’s provenance. After Fransico hung up his racing boots, the Mini resided in his barn in Almeria until his death when it was then passed to his wife. The family commissioned a sympathetic restoration of the Cooper S and it remained in Spain until the former keeper purchased and re-imported it to the UK. Since then, additional works have been carried out on the Mini including a full engine and gearbox rebuild with Swift Tune parts. The engine was also bored to 1,300cc and it was tested on a rolling road with a dyno print showing 77.8bhp. During its 57 year life, this little Cooper S has built up a detailed file which includes its travels, racing escapades and restoration history, and is now for sale for £55,000 with just over 68,000 miles on the clock. It may be getting on for close to six decades old, but this original Mini is still as fun to drive as it is to look at. Alongside modern vehicles, the Mini is indeed tiny, but because of the boxy cabin and clever mechanical layout, it’s roomier than you would

COLLABORATING WITH

The number 2 Mini wears its colours proudly.

CLASSICS ROAD TEST

The Mini’s cabin was basic which meant the focus was on driving.

QUOTE

“The cabin which has developed a charming patina but could do with some sprucing up”

REDLINEMAGAZINE.CO.UK

There’s more space in here thank you think!

imagine. The cabin is devoid of creature comforts and only the essential driving instruments are available. The windows slide open and the doors require a heavy hand to pull shut. The four speed manual gearbox also requires some strong-arming when getting it in to first and reverse, and the driving position is, shall we say, interesting. The seat slides back and forth but the steering wheel is fixed as is the back of the seat which forces you to lean back with your arms stretched and legs bundled in below the rim of the wheel. As far as driving positions go, it’s awkward, but once you’re out on the road you soon forget about it because simply put, you’re having too much fun to care. This may be the biggest Mini cliché in the book, but it really does drive like a go kart. It’s a real featherweight which means it has an appetite for corners and the kind of chuck-ability that modern hatches could only dream of. The steering on classic cars can often feel vague, as does the Mini’s around the straight-ahead, but it never feels disconnected from the tarmac. It scampers round corners and clings to tarmac like an overly excited puppy that won’t give over. It also has a fair turn of pace. Bugger-all weight

and 77.8bhp is a recipe for fun straight line performance. There’s no tech specs to speak of, but it has fantastic throttle response and because it’s powered by a small, normally aspirated motor, you have to rev the cylinders off it to extract the speed. It fizzes and frolics its way to the redline with a wonderful enthusiasm and best of all, it’s far from a licence loser which means you can spank it as much as you like without risking a ticking off from the police. Once you’re on the move, the gearbox is slick to use and it loves a rev-match with fourth to third being particularly sweet. The brakes require a firm press and there’s not much bite at the top of the pedal, however, given how little the Cooper S weighs, it takes very little time to get it stopped. Perhaps the biggest surprises were the suppleness of the suspension and the playfulness of the chassis. It has genuine compliance over the larger bumps while offering just the right amount of body roll – enough so that it communicates grip levels, but not so much that you’re worried it’s going to topple over in to the nearest hedge. You often see original Minis being raced around venues like Goodwood, and much like a Caterham Seven,

CLASSICS ROAD TEST

QUOTE

“It may be getting on for close to six decades old, but this original Mini is still as fun to drive as it is to look at”

they always appear to be on the ragged edge of adhesion with the drivers sawing at the steering wheel. Driving this Cooper S 1275 gave me a real feel for what these pilots grapple with. It’s the type of car that loves being hustled. It doesn’t take long to discover where the limit of grip is and because it’s so communicative and light on its feet, you don’t feel intimidated once you find it. You just revel in the purity of the moment, the joy of driving something with so much charisma. Between the traveling, the racing, the careful restorations and love that’s been bestowed upon it, it’s fair to suggest that this Morris Mini Cooper S 1275 has lived a fulfilled life. Many cars go through their lives and never reach their full potential, but that’s not the case here, and it doesn’t take long behind the wheel to realise that it still has plenty to give. If you’re reading this and end up buying it, then do me a favour, make sure you drive and enjoy it. There’s room for further restoration works, particularly in the cabin which has developed a charming patina but could do with some sprucing up, but it would be a crime to see it stowed away in a storage facility. It feels like it wants to partake in the very activity it was built to do, and the thing it’s been doing ever since, and that’s be driven. Quite frankly, it’s what it deserves.

REDLINEMAGAZINE.CO.UK

PAPER REVOLUTION 74% of paper and 83% of paper-based packaging is recycled into new products; one of the highest recycling rates of any material in Europe! Sources: Confederation of European Paper Industries (CEPI), 2020 and Eurostat, 2018. Europe: EU27 + Norway, Switzerland and the UK.

Discover the story of paper www.lovepaper.org Scan for paper facts, activities, blogs and much more!

first drive

McLAREN

ARTURA

REDLINEMAGAZINE.CO.UK

We head down to the McLaren Technology Centre in Woking for our first drive of their allnew high-performance hybrid supercar, the Artura. WORDS: Mark Rose / PHOTOS: Dom Ginn

he all-new McLaren Artura has been a long time coming. When McLaren first unveiled the car in a press release back in late 2020, phrases like “landmark moment” were being banded around with Woking keen to build up the hype around their new highperformance hybrid. Of course, bringing a new concept to market is never an easy thing to do, but two years on and we’ve finally had our first chance to drive it. Firstly though, some technical info because this is a very technical car. The Artura is powered by a new twin-turbocharged 3.0 litre V6 engine which produces 577bhp and is supported by an E-motor which draws power from a 7.4kWh battery to offer up an additional 94bhp. The combined outputs are 671bhp and 530lb ft. which allows the Artura to sprint to 62mph in 3.0 seconds, 124mph in 8.3 seconds, and top out at 205mph. But the numbers only tell part of the story. The angle of the V sits at 120 degrees and the turbos have been mounted between the cylinder banks which brings improvements in packaging, throttle response and overall performance. When you also factor in the torque in-fill provided by the E-motor, the Artura benefits from reduced turbo lag and improved response in the lower parts of the rev-range. Power is fed through an all-new eight-speed twin-clutch gearbox, with the E-motor integrated in to the clutch bellhousing. This clever piece of packaging means that reversing is now down to the electric motor which has freed up space for the extra gearbox ratio. The Artura is also a proper hybrid in that it can run in EV mode only, as opposed to just using the electrical assistance to increase performance and response. When you fire it up, it defaults to EV mode with the ICE only kicking in once you apply enough throttle. It also has an electric-only range of 19 miles and can reach speeds of up to 80mph without assistance from the engine. It will charge up to 80 per cent in 2.5 hours, and if you’re out on the road and there’s no charging point nearby, fear not because the battery is incapable of completely discharging. Instead, it uses a clever ‘lift and coast’ regen system similar to McLaren’s Formula One racing car which allows you to top up the battery while on the move. When slowing down, the engine and electric motor will also automatically decouple so you can slip through town in EV mode. Sociable. But it isn’t just the powertrain that’s all-new. It may not look it, but the Artura is fresh from the ground up with minimal carry over from previous and existing McLaren models. There’s a new carbon composite tub which is stronger than previous versions and is optimised for the hybrid powertrain with a bespoke compartment for the battery and room for the ancillary parts. Situated at both ends of the monocoque are new aluminium subframes which are designed to absorb impacts and are easier to replace. Thanks to the ingenious packaging and use of lightweight materials, the Artura’s dry weight comes in at just under 1,400kg, and with fluids on board, it tips the scales at just over 1,500 kilos which is

MCLAREN ARTURA

ROAD TEST

remarkably light given the hybrid powertrain. Dynamically, the Artura benefits from a new E-differential which works with the multi-link rear suspension to aid traction and reduce understeer. It also wears carbon ceramic brakes from McLaren’s track-focussed LT models, and the wheels are wrapped in next-gen Pirelli P-Zero tyres. The hydraulic steering has also been recalibrated to offer more weight off-centre. On paper, this is a very different proposition to the series production supercars that have previously rolled off Woking’s production line. However, out on the road there’s plenty of familiarity and you realise that the new additions to the McLaren package are working to enhance the experience instead of providing you with an all-new one. When you step in, you’re still greeted by dihedral doors and that familiar buttonless steering wheel. The ergonomics are also similar, but there’s a new infotainment system and the driving mode selectors have been moved to the flanks of the instrument binnacle, with settings for handling on the left and powertrain on the right. It’s also worth noting that the fit and finish has taken a perceivable step forward in terms of build and material quality, and the view out is typical McLaren with a low scuttle and fantastic all-round visibility. But then you start it up and move off, only to be greeted by the sound of, well, nothing. You expect a supercar to roar in to life, but instead, the Artura silently slips away and remains muted until you push the accelerator hard enough. That’s when the good times start. More on that later, but for the moment I’d like to discuss how smoothly the Artura transitions between EV mode and internal combustion engine, and back again. You can tell that the boffins at Woking have worked hard to make the change as seamless as possible, and out on the road it shows. The fact you can go from monstering a country road with all the precision we’ve come to expect from a McLaren to silently gliding through town in the next breath shows just how far the supercar has come. It can be fun when the mood takes you, but sociable when you don’t want to piss off the neighbours, which makes the Artura all the more compelling. And don’t think for one moment that the minimal uptick in weight compared to other McLaren models and all this sensible electrification has detracted from what we’ve come to expect from Woking’s supercars. It’s still a precision instrument capable of massacring a B-road and making a mockery of most other fast cars that dare challenge it. It may not quite have the headline figures of a 720S, but in real world acceleration, it ain’t far off. The Artura is a stupidly fast car with the kind of throttle response that makes a 720S blush, but with the mid-range shove of the more senior supercar. If this is what McLaren’s new entry-level model is capable of, then we can only imagine how bonkers future hybrid V8 McLarens are going to be. The soundtrack is typical McLaren. Angry, industrial, but lacking in character. It’s by no means disappointing and the V6 is arguably a touch more tuneful than the V8, but aurally it’s no match for the V6 motors in the Ferrari 296 GTB and Maserati MC20. Also missing are the turbo flutters which pepper the soundtracks of other McLaren models. I liked them. They added character. McLaren, can we have them back please? Where the Artura really shines is on the Great British B-road. Our test route round Woking included country lanes which allowed us to test the car’s dynamic ability. The first thing to note is that it’s conventionally sprung with independent rear suspension, and therefore doesn’t benefit from the magic carpet ride that the 720S possesses. The low-speed ride quality is busier than we’ve come to expect from McLarens, but once you get up to a decent pace it still rounds off the larger undulations with aplomb.

REDLINEMAGAZINE.CO.UK

Outside MTC is quite the place to take pictures of the Artura!

QUOTE

“The fact you can go from monstering a country road with all the precision we’ve come to expect from a McLaren to silently gliding through town in the next breath shows just how far the supercar has come”

TECHNICAL SPECIFICATIONS | Engine

| Power

| Torque

| 2,993cc, 6cyl, hybrid

| 671bhp @ 7,500rpm | 531lb ft @ 2,250rpm | 3.0 secs

| 0-62mph

| VMAX

| Weight

| Price

| 205mph

| 1,498kg

| £189,200

The cabin in the Artura is a big step on from previous McLaren interiors.

ROAD TEST

Unsurprisingly, the highlight of the package is the steering which communicates the complexities of the road surface to your hands. This sense of connection has been a mainstay of the modern McLaren era and remains ever-present despite the Artura’s recalibrated steering. The combination of accurate steering, a compact package and fantastic outward visibility make for a supercar that you can place with real precision, but it’s also backed up with composure and poise. The chassis resists roll and only understeers when you really push on, which you shouldn’t be doing at road speeds. The inclusion of a new E-diff suggests that the Artura is capable of big, smoky slides, but on this day, we didn’t have adequate time or space to test that theory. That will come later this year. McLaren’s choice to utilise a ‘lift and coast’ regen system pays dividends when it comes to braking. Regenerative braking can often play havoc with pedal feel, but the Artura’s LT-spec brakes are both strong and progressive. The new eight-speed twin-clutch gearbox is smooth when

left in auto and lightning quick when you take control using the paddles. We used the Artura in Track mode which is its most aggressive setting and discovered that the new ‘box doesn’t quite have the same snappy response as the old seven-speeder. However, it is an all-new gearbox which is integrated in to an all-new hybrid powertrain, so perhaps over time McLaren will do some recalibrating to sharpen the shift speeds. After a couple of hours behind the wheel, I began to understand the thinking behind the Artura. It may be new from the ground up, but McLaren haven’t innovated for innovations sake. They’ve retained everything we know and love about modern McLaren roads cars and built on that great work while incorporating new technologies and furthering the bandwidth of the supercar. By adopting electrification, Woking has actually extended the lifespan of the internal combustion engine. The Artura is a good base to work from, and we’re looking forward to spending more time with it over the course of its life.

VERDICT More time behind the wheel is required before we give it an official Redline Rating, but first impressions are of a car that moves the supercar game on. A full road test will be coming soon.

REDLINEMAGAZINE.CO.UK

INDEPENDENT MCLAREN SPECIALIST EXXOEM MCLAREN TECHNICIANS

CHELMSFORD, ESSEX. UK COVERAGE VIA COLLECTION/DELIVERY SERVICE

ENGINES. TRANSMISSION. BODYWORK, ELECTRICS, GENERAL SERVICING & MORE

MISSING the MANUAL The automatic gearbox is now common place in hot hatchbacks, but is its presence justified in a fast Ford? We drive an auto-equipped Focus ST to find out.

WORDS: Mark Rose / PHOTOS: Dom Ginn

REDLINEMAGAZINE.CO.UK

FORD FOCUS ST

ROAD TEST

have strong opinions on what a hot hatchback should be. Cars like the Audi RS3 and Mercedes-AMG A45S take the fast hatch recipe and turn it up to 11 with fancy four-wheel drive systems and a trillion horsepower, and although they’re great fun, for me they’re too far removed from the honesty of a great hot hatch. My personal set of requirements for the fast, family shopping trolley are as follows: approximately 300 horsepower, front-wheel drive, a limited-slip differential, a selection of driving modes, and a manual gearbox. Independent rear suspension isn’t a must have but it’s preferred. This for me, is peak hot hatch. It’s why I adore the Honda Civic Type R and consider it the benchmark car in its class. Ford also has a serious back catalogue of hot hatch greats and so when they agreed to send me the latest Focus ST for a week, I got all excited. Then it arrived and I was immediately disappointed when I discovered that it had an automatic gearbox. I expected to open the door and be greeted by the sweet sight of their delicious six-speed manual shifter, but what I received instead was a twirly

TECHNICAL SPECIFICATIONS | Engine

| Power

| 2,299cc, 4cyl, turbo

| 276bhp @ 5,500rpm | 310lb ft @ 4,000rpm | 5.7 secs

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 155mph

| 1,512kg

| £36,950

knob with the letters P, R, N, D and M written on it. Talk about an anti-climax. Let’s be clear about something, I don’t have an issue with an auto in this type of vehicle – VW, Audi and CUPRA all use quick shifting DSGs which I quite like – I just expected something a little more traditional from Ford. Determined to review the car objectively, I set about learning what the rest of the package has to offer. Under the bonnet is a burbly, 2.3 litre EcoBoost engine with 276bhp and a plentiful torque figure of 310lb ft. Power makes its way to the front wheels via a limited-slip differential, and there’s a glut of driving modes for varying conditions and moods. Most of the items on my fast hatch shopping list were clearly accounted for, and that’s before I was reminded of Ford’s ability to make a great chassis. Asking whether a Ford handles well is like asking if the sky is blue, and so it was no great surprise when I found out that the ST has a liking for corners. It plays the old hot hatch party trick – trail it in on the brakes, then pick up the throttle and use it to drag the front wheels round. This is why I prefer FWD to AWD. Being able to send 100 per cent of the power to the front wheels is better than sending only some of it, and it makes for a

REDLINEMAGAZINE.CO.UK

Bring the manual back!

The new Ford Performance seats are a suitable replacement for the old Recaro buckets.

more adjustable, keener handling hatch as a result. Grip is abundant, body roll is not – as it should be – and if you lift off, the rear end will mobilise which you’ll find either entertaining or scary depending on your level of ability. As for the performance, it’s thrilling if not outright fast. The straight-line poke is suitably brisk with a 0-62mph time of 5.7 seconds and a top speed of 155mph. The swell of mid-range torque makes it a rapid overtaking machine when required, but interestingly, it doesn’t feel as fast as a CUPRA Leon 300 which has an extra 20bhp but is down on torque to the tune of 15lb ft. With the fast Ford’s fun credentials in little doubt, I shifted my focus to some of the other things it does well. The suspension is on the firm side, but the damping is excellent. It flows down a B-road and softens off larger bumps without giving anything away in body control. The highlight, however, is the steering which has a beautiful weight and requires one sweep of the wheel to get the car turned. It’s pin-point accurate, and even when you push a touch too hard and provoke some understeer, you always know where the front wheels are in relation to the road. A Hyundai i30N offers a purer, naughtier and more involving experience, but the

ST strikes a likeable balance between dynamic ability and overall refinement. As a driver’s car, the Focus ST ticks the boxes, but you’ll notice that I haven’t mentioned the seven-speed automatic gearbox again and that’s because I’m leaving that for a little later. In the meantime, I’d like to discuss the second most important thing a hot hatch should do, and that’s how it handles all the boring day-to-day duties of a family car. This is where the ST unravels slightly and it’s for one particular reason. Yes, the interior is built well with solid materials, there are five doors, it commands respectable rear leg and head room, satisfactory boot space, quiet road manners and plenty of tech, but Ford seems to have gone all VW on the cabin ergonomics and infotainment system. The central screen is a vast 13.2 inch touchscreen display with some rather neat graphics and snappy response times. However, the screen appears to be so massive that it’s swallowed up all the interior buttons during fitment, which means most of the functions now reside within the display and Ford Sync 4 software. Cue the inaccurate finger waving, multiple jabs at the screen and the frightening amount of time required to operate it with your eyes off

ROAD TEST

VERDICT - REDLINE RATING 7/10 A well rounded hot hatch that’s capable of being both fun and refined, just make sure you spec it with a manual gearbox.

the road. Volkswagen recently issued a press release quietly admitting that they’d taken the minimalist concept a bit too far and will now be bringing buttons back with future models. Ford, you’ve channelled your inner VW once before, we now kindly ask you to do it again, please. In Ford’s defence, they haven’t gone the whole hog. The infotainment system in a Golf GTI and CUPRA 300 is as temperamental as it is infuriating, and at least in the Focus the driving mode buttons are on the steering wheel. On another positive note, the seats which are no longer made by Recaro still hug and pinch you in all the right places, and are fantastic companions for spirited driving and travelling long distances. The driving position is a touch high and your view out is obstructed a little by the glass for the heads-up display, but these are things you become accustomed to with time. Infotainment aside, the inside of the Focus ST is a comfortable place to be and brings the usability required of an all-round hot hatch. Priced from £36,855,

REDLINEMAGAZINE.CO.UK

it’s maybe not the blue collar car it once was, but competitive finance rates mean that rarely anyone pays the list price for a car anymore. Now, we must revisit the automatic gearbox. The only thing it has going for it are the smooth shifts, but in nearly every other aspect it’s the wrong ‘box for the car. If it was as snappy as a DSG you could make a case for it, but the downshifts are delayed and the steering wheel paddles are inadequate in their size. If it serves any purpose, it’s that it reminds us why the manual gearbox is an integral part of the hot hatch recipe. Not only does it allow you to exploit the potential of the engine, but it makes you work for the rewards on offer. It puts the onus on you to drive the car properly and extract the best from the package. To row a slick, manual transmission through the gates is to drive in of itself, and that’s what a well sorted hot hatchback is all about. The Ford Focus ST is a good car, but it’s an even better one with a manual gearbox. Choose wisely.

UNIT 3, HURRICANE CLOSE HURRICANE WAY WICKFORD, ESSEX SS11 8YR 01268 944 074 INFO@CUSTOMSHUBUK.CO.UK WWW.CUSTOMSHUBUK.CO.UK

LEADING VEHICLE CUSTOMS SPECIALISTS IN THE SOUTH EAST VEHICLE WRAPPING / WINDOW TINTS / CAR CUSTOMISATION

COLOUR CHANGE PARTNER

@CUSTOMSHUB

@CUSTOMS_HUB_UK image by @edgeratedmedia

DUE TO RAPID EXPANSION, EXPERIENCED WRAPPING STAFF REQUIRED PLEASE GET IN CONTACT FOR MORE INFORMATION ON WORKING WITH CUSTOMS HUB

Namesake Is the reintroduction of the Supra name nothing more than good marketing, or has Toyota built a proper JDM legend?

WORDS: Mark Rose / PHOTOS: Dom Ginn

REDLINEMAGAZINE.CO.UK

TOYOTA GR SUPRA

ROAD TEST

he sportscar market ain’t what it used to be. Admittedly, there are plenty of options for people to choose from such as the Porsche Cayman, Lotus Emira, Alpine A110, and BMW Z4. But with Nissan’s refusal to bring the new Z to the UK, Audi killing off the TT, and the Mercedes-Benz SLC resigned to the history books, the future is looking grim for the two-seat sportscar. The problem is lack of demand. You can now buy a go-faster version of nearly anything and the vast majority of these cars offer more practicality than a small coupé. This brings us neatly to Toyota who had to find a way of justifying a new GR Supra to the board without busting the bank. The allure of the Supra badge may be strong, but if it doesn’t make financial sense then it won’t get the go ahead, and so the best way to cut costs is to collaborate with another manufacturer. It turns out that Toyota has form when it comes to platform sharing, just look at what they did with the GT86 which was fundamentally identical to the Subaru BRZ. Despite the similarities, Toyota sold them by the bucket load, but with a name as legendary as Supra, there’s only so much parts sharing you can get away with. And then there’s the matter of who to work with. The Supra is synonymous with the straight-six engine which meant Toyota instinctively looked to BMW for a powertrain. Building their own six-cylinder wasn’t on the cards because it would have meant spending untold sums of money on R&D and an all-new factory just to manufacturer it, with no guarantee that the demand for the car would cover the costs. The timing was also fortuitous in that Munich had to find a way of justifying a new Z4, and so, a partnership between BMW and Toyota was spawned which saw them co-develop a platform for the Z4 and GR Supra. When it came to the design, chassis development, tuning and calibration, both manufacturers went their separate ways resulting in two cars that look different to the naked eye, but are very similar once you peel back the layers. When it comes to the execution, you realise that Toyota has borrowed more from BMW than the other way round, particularly in the cabin. It’s beautifully built with quality materials, but much of the interior furnishing is BMW’s and the iDrive system seems to have only had a light re-skin. The beeps and bongs are undeniably German, and the driving position also feels very BMW. However, what the Supra interior lacks in originality it makes up for with quality and trusty ergonomics. It doesn’t benefit from the newest switchgear Munich has at its disposal, but it’s undoubtedly a step up from what Toyota can offer. Press the start button and the familiar B58 engine fires in to life, you pull that ubiquitous ZF gearbox in to drive, and you set off. Your first impressions are all BMW. I’ve not driven the latest Z4 but I’m reliably told that it feels like a different beast to the Supra. However, that information does little to smooth over the fact that despite the recalibrations; the engine, gearbox, and vehicle dynamics feel less ‘land of the rising sun’ and more frankfurters and wheat beer. Similarities aside, one thing that can’t be denied is the brilliance of the GR Supra. It’s by no means the most engaging sportscar on sale, but what it lacks in outright feel factor compared to a Cayman or an A110, it wins back in refinement and usability. The turbocharged 3.0 litre six-cylinder engine is silky smooth and sounds expensive. It serves up 335bhp and 369lb ft. along with a 0-62mph time of 4.6 seconds and a top speed of 155mph. The straight line performance is brisk with a strong mid-range, although there isn’t much love in taking it to the 6,500rpm rev limiter. It feels as fast as the performance figures suggest with decent throttle response when in sport mode. The eight-speed ZF gearbox which is famed for its refinement feels as though it’s

REDLINEMAGAZINE.CO.UK

QUOTE

“It will cut all kinds of shapes. It’s almost M2 Competitionlike in its appetite for approachable hoonery”

The cabin feels like a quality place to spend time.

TECHNICAL SPECIFICATIONS | Engine

| Power

| Torque

| 2,998cc, 6-cyl, turbo

| 335bhp @ 5,000rpm | 369lb ft @ 4,500rpm | 4.6 secs

received some fettling from Toyota because the shift speeds feel a touch sharper than usual, particularly when you take control manually using the paddles. Driving enthusiasts can also rejoice because as of late 2022, you can spec a manual gearbox which will undoubtedly bring an extra layer of engagement to the package. On a twisty piece of road, the GR Supra is fun and surefooted, providing its dry. Front-engine, rear-wheel drive sports cars have a habit of offering up feisty vehicle dynamics, and in anything but dry conditions, the Supra will spin up its rear wheels with little provocation. Fear not though, as the Toyota enjoys perfect 50:50 weight distribution which means when it does get all out of shape, it’s easy to collect with a handful of opposite lock. Once you learn how to exploit the car’s chassis balance, you can then set about having some real fun. It loves to drift, and best of all, you don’t have to get the weight moving around for it to rotate. All you need to do is turn the traction control off, give it a boot full of throttle, apply some steering lock and swallow a brave pill. It will cut all kinds of shapes. It’s almost M2 Competition-like in its appetite for approachable hoonery. When you’re not misbehaving, all that

| 0-62mph

| VMAX

| Weight

| Price

| 155mph

| 1,577kg

| £49,495

The Supra giving us all the Need for Speed vibes.

ROAD TEST

VERDICT - REDLINE RATING: 8/10 A desirable combination of sports and GT car with a legendary nameplate in what is a dwindling marketplace. If you’re looking for a sportscar, the Toyota GR Supra is one to consider.

lovely balance also makes for a keen handling car. The steering might be vague especially round the straight ahead, but it’s damn accurate meaning you can place the car confidently – handy when you have such a long bonnet to thread down a country road. Giving it a little extra throttle mid corner coaxes the rear end in to the turn, and once all four wheels are pointing in the same direction, you can power out for a good exit. The top of the brake pedal could do with a little more bite, just to help it scrub speed without having to get too deep in to the pedal travel, but otherwise the overall package is fun and confidence inspiring. It weighs 1,577kg at the kerb, so it’s no featherweight, but the Supra handles its mass with aplomb and soaks up the worst a British B-road can throw at it. Whether you’re in normal or sport mode, it rides bumps with real maturity and strikes a convincing balance between sports coupé and GT car. If a Porsche Cayman or Alpine A110 represent the dynamic end of the sportscar market, and a BMW Z4 the more leisurely side of things, then the Supra

REDLINEMAGAZINE.CO.UK

occupies the compelling middle ground. The Toyota GR Supra’s sportscar credentials are in no doubt. It’s a fun yet refined machine that has plenty of personality. Starting from £49,495, you can option it with the aforementioned B58 engine, a 2.0 litre 4-cylinder motor, and you have a choice of ZF or manual gearbox. The purists will argue that the Supra doesn’t have its own personality, that it’s more BMW than Toyota and that it dilutes the Supra nameplate. There’s some truth in that. It’s impossible to deny that there’s a lot of BMW beneath the skin, some of which is obvious to the naked eye, some of which requires a deeper understanding of how a BMW drives and performs. But, as I said at the top of this review, this sportscar market ain’t what it used to be and I for one am happy that we got a Supra at all. It won’t go down as a JDM legend like the old A80 did, but it doesn’t need to. It just needs to exist, and that’s good enough for me.

WWW.RACEHAUS.CO.UK INFO@RACEHAUS.CO.UK CALL: 0191 694 1237

THE UK’S ONE STOP SHOP FOR CAR PARTS

“ Custom M4 steering wheel. Amazing feedback and help from Racehaus, great turn around, managed to get it to me before Christmas within 24 days of order.

*****

review by Cubsilly.cars

At Race Haus UK, we specialise in offering topquality and innovative products that take your vehicle to the next level. Our parts are sourced from trusted and reputable global brands, ensuring premium quality and maximum performance every time.

OUR BRANDS BMW AUDI MERCEDES TOYOTA VOLKSWAGEN

SUBSCRIBE BENEFITS INCLUDE:

PRINT COPIES DELIVERED TO YOUR DOOR SAVE MONEY WITH ANNUAL SUBSCRIPTIONS MONEY-BACK GUARANTEE/CANCEL ANYTIME BE THE FIRST TO RECEIVE NEW ISSUES

REDLINEMAGAZINE.CO.UK/MAGAZINES

@WELLDRIVEN

COLUMN JAMES FORD

PAYS TRIBUTE TO THE LATE KEN BLOCK At the start of this year, we were hit with the terrible news This movement became even more established when of Ken Block’s passing. Ken may have been one of the most Hoonigan Racing appeared in 2010. The Hoonigan brand created influential people in modern car culture by changing the way we this community that was quite possibly the most accepting and view automotive content online, but he also created a legacy that inviting car group I had ever seen. A lot of automotive brands and will keep his name alive for decades to come. groups were very exclusive and turned their noses up at anyone I’d heard of DC Shoe Co long before I’d heard of the brand’s who did not fit in with their ideas or aesthetics, but the Hoonigan co-creator given I grew up as baggy jean wearing skater-kid who crowd was this wild bunch of misfits with contributors spreading applied those iconic DC logo stickers on every surface possible, across a whole spectrum of automotive micro-organisms, from while also buying all the hoodies, t-shirts and shoes. However, it drift culture to hot rods, to European, and even supercars. It didn’t wasn’t until the mid-2000s when I first got an insight into who Ken matter what you drove or how you drove it, you were welcome. was when watching a docuseries on the infamous Gumball 3000 I never had the fortune of meeting Ken, but I have worked with Rally featuring three Subaru Impreza WRX STIs with camo wraps and met many people who have, and from knowing them and and full DC liveries, and some guy called Ken Block driving car listening to what they had to say about him, I can paint a rather number 43. good picture of what kind of person he was. Everyone I know who Over the years, Ken kept popping up on various TV shoes knew him, talked about how what you saw was what you got. His I watched like Rob Dyrdek’s Fantasy Factory, and then I saw “Just Ain’t Care” slogan t-shirts weren’t just a design, but a way something on YouTube that I could tell of life. He didn’t care, he did not try too was going to change the way people “Ken took the way we played with hard, he just did what he loved, whether it viewed automotive content – the first rallying, snowboarding, car building toy cars on the carpet as children was Gymkhana video. I was into modified with his family, or shooting the Gymkhana and made it real” VWs around this time so most of the videos with his friends. He was the anticontent I watched on the internet influencer – I’ve heard many times about involved static events showing off Mk4 VW Golfs on air-ride and how he hated being in the limelight and how he just wanted to get split BBS wheels, however, I’d never witnessed anything like what on with stuff. He always let his work do the talking. I saw in those 4 minutes and 26 seconds. Here was this driver, I’ve spent a while reflecting on all the direct and indirect ways who I knew as the guy who made skate shoes, ripping it as hard Ken Block’s life has affected mine, and it is staggering how a as he could in a 530hp Subaru Impreza on an airfield. It was just man I never met played such a large part in what I have done awesome. and experienced, and I cannot think of anyone else outside of my The thing that made the Gymkhana videos so innovative and family and friends whose name has appeared so often and come game-changing was that they were like all the extreme sports up in conversation as much as his. I know I’m not alone in saying videos I watched, but instead of it being skateboards and BMX that. Ken’s work and lifestyle has influenced millions of people and bikes, it was cars. Car stunts being displayed in a way they had there will never be another person like him that will achieve what never been done before. Ken took the way we played with toy cars he did in the little time he had. He was and is a true inspiration, on the carpet as children and made it real. I don’t think the crew and his tragic death will leave a lasting mark on the world. I’m only behind these films quite realised what they had created when they glad I got to work with some incredible people over the years that made the first two or three Gymkhana videos, but it completely all agreed on what an influential and aspirational character he changed car culture forever. was. R.I.P KEN BLOCK: 21/11/1967 - 02/01/2023. #KB43VER

COLUMN

MOBILE APP INTERACTIVE APP BUILT FOR CAR ENTHUSIASTS SHARE YOUR OWN MOTORING CONTENT IN APP CONNECT WITH LIKE-MINDED MEMBERS KEEP UP WITH NEWS & REVIEWS FROM REDLINE DOWNLOAD USING THE QR CODE BELOW

COLUMN VICTOR HARMAN

THE PAST, PRESENT AND FUTURE OF PIKES PEAK Pikes Peak, at 14,115 feet, sits in the Pike National Forest, 12 the organisers were aware of rookie Mouton’s talent before that miles from the city of Colorado Springs, and is the highest summit magic winning run. As she reported “The organisers made my of the southern Rocky Mountains. For driving enthusiasts, the life very complicated. It was like it was the first time they ever renowned Pikes Peak Highway, and the annual International Hill saw a rally car, or a turbocharged car, maybe even a European, Climb event that runs over 12.4 miles of it make for one of the or maybe a woman!” She had supposedly been told that three of world’s great motor sport events, albeit one little known in Europe. the four corners on the finishing stretch were “flat” and that the They call it “The Race to the Clouds” and a guy named Rea Lentz odd one out needed real caution. But she took them all flat out, set the first record time for the climb back in 1916, at 20 minutes in the process wiping the grin off a few male chauvinist faces. 56 seconds, when the loose gravel road surface was far more I’ve a suspicion some evil male had told her they were all flat out, challenging than today’s track. Floyd Clymer set a motorcycle hoping that she might come a cropper! The record fell again in record the same year which stood for 38 years, as bikes were 2013, when the tarmac surfacing was complete. And how Europe barred until 1954 on safety grounds. They are now again banned invaded again, when rally man Sebastian Loeb, in a Red Bull after a 2019 fatality, yet amazingly, only four car drivers have lost sponsored modified 875bhp Peugeot 208 T16 rally car, set an their lives in 106 years of the event. 8mins 13.9secs time that knocked 90 seconds off the previous If one thing stands out about this driving challenge though, record. It stands unbeaten to this day for internal combustion climbing some 4,720 feet and surviving 156 bends, it’s the engine cars. domination of the event by families, Life is full of missed opportunities, but and particularly the Unser family, four I’m still kicking myself that, when I passed “The air’s oxygen content at the through Colorado Springs, way back generations of whom returned year peak is down by 40 per cent on in 1983, just fifteen dollars would have after year to take home the silver on 26 occasions over a 70 year period. It all bought me a ticket to drive the full length sea level” started in 1934 with granddaddy Louis of the climb in our hired ‘82 Thunderbird. Unser and ran through until 2004, when I wonder how it would have fared, as its Robby Unser perhaps showed how times had changed. He won in weedy 4.2 litre, pollution-controlled Ford V8 was incredibly flaccid, a Suzuki Impreza ST, rather than a traditional Pikes Peak track car, and gasped for breath dang near everywhere else we went in the style and drama of which can still be appreciated today if you The Rockies down at only 7,000 feet. It leads me to observe that go looking for it on YouTube. most naturally aspirated internal combustion engines, along with Things started to change at The Peak in 2002 though, when the human brain, struggle to perform well above 10,000 feet. It the city of Colorado Springs decided to tarmac the whole route, makes the achievements of traditional “atmospheric” Pikes Peak mostly on environmental grounds related to the 70,000 tonnes cars, and their drivers, even more impressive. The air’s oxygen of gravel that previously were washed away annually. The task content at the peak is down by 40 per cent on sea level and, while took over ten years, and faced massive criticism from many teams use bottled oxygen in the pits and in practice, it’s generally enthusiasts, as it obviously changed the game somewhat, shunned by the drivers during runs. Of course electric power although average climb times actually only fell by around 20 requires no oxygen, and it’s little surprise that the outright record, seconds. Perhaps the most memorable win from the period before set in 2018, stands to Frenchman Romain Dumas, in the allthat change was that of ace rally driver Michelle Mouton, whose electric Volkswagen ID R, who dismissed the climb in just under heroic 11 minutes 25 seconds in 1985, set in a 600bhp Audi Sport eight minutes, but there’s little fear that the classic gas-burners Quattro S1, smashed Al Unser Junior’s record by 13 seconds. will continue to be the main attraction, perhaps with the help of It shocked the hitherto male-dominated event rigid, although that synthetic gasoline....?

COLUMN

REDLINEMAGAZINE.CO.UK

THE SUPERCAR The Lamborghini Aventador LP780-4 Ultimae represents the end of the line for the company’s flagship supercar and its normally aspirated V12 engine. Time to bid farewell to the big bull with a big road test.

WORDS: Mark Rose / PHOTOS: Dom Ginn

LAMBORGHINI AVENTADOR LP780-4 ULTIMAE

MAIN FEATURE

REDLINEMAGAZINE.CO.UK

t’s a grey, sodden, Monday morning and I’m sat in a queue of traffic in central London. I’d been forced on to this most despairing of routes because some insufferable eco warriors whose gang name I won’t give airtime to, decided to stage a protest on the M25. London already has a problem with air pollution, and these numpties had just inadvertently made it worse. Good job. Adding to the cocktail of fumes was the Lamborghini Aventador Ultimae I’d just been handed the keys to. I’d been waiting some months to get my hands on it and rather frustratingly, my first two hours were spent kangarooing through the old smoke.

main feature

TECHNICAL SPECIFICATIONS | Engine

| Power

| Torque

| 6,498cc, nat-asp V12

| 770bhp @ 8,500rpm | 531lb ft @ 6,750rpm | 2.8 secs

The issue, however, wasn’t the petulant protestors, even if they were responsible for the grid lock I’d found myself in. No, my beef was with the Aventador’s single clutch gearbox and its obvious disdain for first gear. If you find yourself in a situation where you can’t build revs, such as a traffic jam, then the consequence of accelerating and braking becomes near comical levels of jerkiness. Once you’re in to second, the ‘box settles down a touch and in the higher gears the problem diminishes, but unless you’re gunning it, the transmission requires a little lift off the throttle when changing up, to help smooth things over. Eventually, I was released from the onslaught of London buses, black cabs, and Boris bikes, and I made for the A13. With it came my first opportunity to get the big Lambo out of its Strada driving mode and in to Corsa. There is a Sport button, but as the old saying goes, “in for a penny, in for a pound”, so I decided to let the bull rage in its most rampant state. Suddenly, any lingering frustrations of London at low speed vanished as my senses were battered by the sound of a naturally aspirated, 6.5 litre, V12 engine and the violence of that once ponderous seven-speed automatedmanual gearbox. This was a different type of assault that offered

REDLINEMAGAZINE.CO.UK

| 0-62mph

| VMAX

| Weight

| Price

| 221mph

| 1,550kg

| N/A

the type of masochistic pleasure that you keep coming back for time and time again. It was my first taste of what the Ultimae could do, and after that, there was no going back. In an almost poetic fashion, the last edition of the Aventador is a no going back kind of car. Ultimae is Latin for the final, and this isn’t just in the context of the model line-up, but for Lamborghini’s normally aspirated V12. Replacing the Aventador is the all-new Revuelto which packs a new, electrically assisted 6.5 litre V12 engine and produces an astonishing 1,001bhp with a rev limiter of 9,250rpm. Yep, the flagship Lambo is going hybrid after nearly 60 years without assistance from turbos or electricity. An undeniable pivot point in the raging bull’s history, but for now we have the Aventador’s greatest hits at our disposal for five days, so excuse me while I live in the moment. I say the Aventador’s greatest hits because it’s an appropriate metaphor for what the Ultimae represents. Early cars, while exciting, weren’t the sharpest tools in the supercar box, but over the years, Lamborghini has incrementally improved the formula with various iterations. The Ultimae is a middle ground between the road-biased S model and the hardcore, track-spec SVJ, which

QUOTE

“Ultimae is Latin for the final, and this isn’t just in the context of the model line-up, but for Lamborghini’s normally aspirated V12”

Many carbons and much Alcantara make up the Ultimae’s interior.

arguably makes it the most convincing Aventador of them all. Beneath the jaw-dropping bodywork is some serious engineering. A carbon-fibre monocoque, push-rod suspension, carbon ceramic brakes, and rear-wheel steering come together to create a sensational driver’s car, even if it’s not initially apparent. Your first interaction with the Aventador is a reserved one because it’s a car that intimidates from the off. It’s large, loud, tricky to drive at low speed, and you can’t see out of it all that well. You’re imprisoned in a cramped, Alcantara and carbon-shod cockpit, in a car that feels like it doesn’t want to take prisoners. This is old school Lamborghini. If it doesn’t terrify you, then it’s not doing its job properly. However, once you spend enough time with it, you realise that the Aventador is on your side, willing you on to grab the bull by the horns and tame the beast. There are lines of communication between you and the car which is something you don’t necessarily expect. The well-weighted steering brims with feel, the brake pedal is firm but progressive, and the chassis pivots around you. The suspension is also just the right side of firm, even in Corsa mode, but the best set up for a twisty, country road is the individual mode called Ego, with the powertrain and steering in

REDLINEMAGAZINE.CO.UK

Corsa and the suspension in Strada. This set up offers a brutal but compromising blend of savage response and general compliance which gives you the confidence to take liberties with the car. The tyre is a Pirelli P-Zero Corsa and in dry conditions it offers enough grip to pull your face off. If you’re feeling brave enough, you can carry some serious speed through corners safe in the knowledge that it won’t go skating off the road. The abundant grip and communicative steering allow you to place the front end with real accuracy, the rear-wheel steering helps you tighten your line in to the corner and then you can use the four-wheel drive system to catapult you out the turn and in to the next one. Is it the most agile of supercars? No, not with a dry weight of 1,550kg which is still remarkably light for a car of this size but not quite as lithe as offerings from Ferrari and McLaren. However, the mid-engine V8 cars from Maranello and Woking aren’t in the same league as the Aventador, and in truth, nothing else offers this level of dynamic ability under the backdrop of that sensational V12 engine and the ferocity of the gearbox. The motor and transmission add drama to the competence, it’s a spine tingling experience. Once you’ve peeled back the layers and uncovered the big Lambo’s

QUOTE

“There are lines of communication between you and the car which is something you don’t necessarily expect”

idiosyncrasies, you learn to trust it, and once you have confidence in the package, you can exploit it in ways that you didn’t think possible. It serves up all your adrenaline and dopamine in one giant hit, and it keeps you coming back for more. The Ultimae feels like more than the sum of its parts, however, it’s impossible to deny that in a car brimming with excess, the star of the show is the engine. The V12 is larger than life and the headline act among a talented supporting cast. The noise is like nothing else. When you fire it up it sounds grumpy and industrial, but as the revs begin to build the engine comes to life, before rampaging its way to the 8,700rpm rev limiter with the addition of pops, bangs, and the occasional spit of flame on the overrun. And none of the noise sounds muffled by pesky OPFs or restrained by legislation created to make cars cleaner and quieter. It’s pure, unfiltered V12 theatre both in and out of the car. It’s intoxicating, indulgent, sensual. It stirs the soul in ways that make you bubble over with emotion, and it’s how a supercar should sound. Accompanying the noise is the fury of the performance. The Ultimae is the most powerful road-going Aventador to roll out the factory with 770bhp at an atmospheric 8,500rpm and

Longitudinally positioned and normally aspirated, with a displacement of 6.5 litres and 12 cylinders arranged in a V. We challenge you to find a more spine tingling internal combustion engine than this. main feature

531ft. at 6,750rpm. Zero to 62mph is despatched in just 2.8 seconds, it will see 125mph in 8.7 seconds, and it will top out at an eye watering 221mph. The acceleration times sit at the sharp end of the supercar league, but the top speed is hypercar territory. As is often the case though, numbers only tell a small part of the story, more so in the Aventador than any other car. The throttle response is off the scale, such is the way it picks up and fires you forward, but the highlight is how it hunts down the rev limiter. Beyond 7,000rpm, the Lambo rushes towards the red-line with a level of anger and urgency that needs to be felt to be fully understood. The upper end of the rev range is where the bull truly rages, then you pull a paddle, feel the gearbox thud you in the back, and you get to repeat the experience all over again. It’s furious, sometimes intimidating, but it’s profoundly exciting. The excitement doesn’t just stop at the driving experience. Onlookers also go giddy at the sight and sound of the Aventador, even during the current economic and political times when a £345,000, petrol-guzzling supercar seems out of touch with the real world. However, the outrageous appearance, Lambo doors and overall presence of the big bull is so special that it becomes

difficult to hate. Children point at it, grown men go weak at the knees, and white van drivers beckon you to rev it. What’s more, the Ultimae is far rarer than most people realise. Just 350 coupes have been built along with 250 roadsters and they’re all sold, meaning the chances of seeing another are exceptionally slim. Over the course of my five days with the Lamborghini Aventador Ultimae, I tried my best to rationalise it. I then realised that you can judge the car against what it does objectively well, but that’s missing the point entirely. Technically speaking, it’s not the perfect supercar because there are others which are quicker, handle better and are, dare I utter these words, kinder to the environment. But again, all this is the missing the point. The Aventador doesn’t need rationalising, it doesn’t need to be the best at one particular thing, it just needs to be. For many car enthusiasts, it’s still the childhood dream. It’s the bedroom wall pinup, the ultimate expression of petrol-hedonism that loopy, out of touch car people like us revere. The Aventador isn’t just a supercar, it’s the supercar. It represents the highest of watermarks in Lamborghini’s rich and illustrious history, and I have no doubt that in the years to come, that’s how we’ll remember it.

VERDICT The definitive supercar and a fitting farewell for a car that has terrified and enchanted in equal measure for more than a decade. The Lamborghini Aventador will go down in history as one of the all-time great supercars.

REDLINEMAGAZINE.CO.UK

RANGE ROVER SVR FROM £330 A DAY

365hire Prestige Collection EXPLORE OUR PERFORMANCE VEHICLES AND LUXURY 4X4S 365hire Prestige puts you in your dream car in reality. From the powerful Audi RS3 Sportback to one of the world’s most capable performance SUVs; the Rover SVR, we provide the very best in performance, quality and luxury.

RANGE ROVER SPORT FROM £245 A DAY

All our vehicles are modern, well maintained, and many have built in options such as panoramic sunroofs, and state of the art in-car entertainment. Delivery and collection available.

CAR & VAN HIRE CHAUFFEURING LONG TERM HIRE SHORT TERM HIRE 0203 322 6515 enquiries@365hire.co.uk 365hire.co.uk/prestige-collection/

AUDI RS3 SALOON FROM £220 A DAY

END of the ROAD?

Steve Sutcliffe drives a Porsche Panamera Turbo S filled with e-fuel along the End of the World Road to find out if sustainable fuels really can save the internal combustion engine.

WORDS: Steve Sutcliffe

REDLINEMAGAZINE.CO.UK

PORSCHE PANAMERA TURBO S ON E-FUEL

MAIN FEATURE

QUOTE

“The Panamera drove identically on the e-fuel it had been filled with on day one at the plant to the way it did running on the conventional unleaded it was topped up with hundreds of miles away on day two”

REDLINEMAGAZINE.CO.UK

o, Porsche e-fuel; what is it, how’s it made, how much does it cost, can you actually buy it right now, and is it going to save the world? In the simplest terms e-fuel is a gasoline that’s made entirely from clean energy (in this case wind and water) that can be used in any internal combustion engine on the planet. It requires no mining or burning of fossils to make but actively removes CO2 from the atmosphere during its manufacture, hence the reason Porsche refers to it as a ‘virtually carbon neutral’ fuel. Which is nice. It’s made by splitting the hydrogen from oxygen that you get in plain old water (H2O) using a machine called an electrolyser that’s powered entirely by the wind, in this case one that’s harnessed by a bleeding great Siemens turbine down on the southernmost end of Chile, where the wind blows hard all day and, as Lionel Richie might put it, all night long. The hydrogen that’s harnessed from this process is then mixed with CO2 that’s extracted from the air by a radical new process called ‘air capture technology’ to create e-methanol. This e-methanol then goes through a final process called MTG (methanol to gasoline) that’s been developed by Exxon-Mobil at the end of which, hey presto, you get raw 93 octane fuel that can be brought up to whatever octane rating you require with final additives. And not a single fossil is set fire to during the entire process. The resulting e-fuel can be used in anything from a 1970s F1 car on carburettors to a Porsche Panamera Turbo S to a commercial passenger jet. It really is THAT flexible in its potential usage but also, more crucially, that clean. In cars that emit less than about 100g/km it’s closer to being carbon negative rather than carbon neutral because the CO2 that’s removed from the atmosphere during manufacture very nearly outweighs the amount of CO2 that’s emitted when it burns. So in theory that makes e-fuel a very big win indeed. But inevitably there are caveats. For starters, it costs a crazy amount of money right now, mainly because there isn’t any of it in circulation yet. The shiny new plant I’ve just visited in Chile, the first of its kind anywhere in the world, has only just fired up and can produce a mere 130,000 litres of e-fuel in one year. So at the moment the notional stated price of £40-45 a gallon is a) ridiculous, and b) not remotely realistic because you can’t buy any of it. Yet. But as with any commodity, price is always relative to supply, and the whole idea of Porsche’s involvement with e-fuel is not to make or sell the stuff – it makes and sells cars, not fuel – but instead to be the suave-looking front man for a technology that, in truth, is being financed and developed by the same old energy companies that have trousered zillions over the years making conventional fuels. The main financial stake in the Porsche plant (which is run by Highly Innovative Fuels Global – HIF) has been put up by a Chilean mining company called Andes Mining Energy while the most expensive piece of tech within the plant itself – the MTG system – is provided by Exxon Mobil. So in many ways e-fuel is old fuel but remade cleanly, then remarketed with a sexy new Porsche badge on the paperwork. Yet whoever makes it, and whichever companies end up earning the most money out of it, e-fuel has to be embraced as a good thing overall. A very good thing if Porsche manages to persuade our law makers en masse to legislate for it, rather than against, in the short to medium term. Because what Porsche is trying to say here is; look folks, we can’t afford to ignore this technology any longer because for the next 15-20 years, the internal combustion engine is here to stay, like it or not. And right now the infrastructure for widespread

main feature

QUOTE

“The scenery was incredible, the roads endlessly long and straight, and not very well surfaced for much of the time”

electrification is not there globally, and won’t be there realistically for at least another decade, possibly longer, which means there’s an enormous gap that needs plugging if we’re truly going to become a carbon neutral world by 2050. After all, it’s estimated that well over a billion ICE vehicles will still be on our roads by 2030, and will still require fuel to run on – but if they run on e-fuel rather than conventional gasoline then far, far less bad stuff will end up in the atmosphere between now and then. And in case you’re still wondering, it’s not what comes out of the tail pipes that’s the problem. It’s the process of making the fuel that powers our cars, planes, trucks and ships that’s the real issue. The key difference is (as already alluded to) the manufacture of e-fuel is clean; the production of conventional gasoline is anything but. Ultimately a vehicle will produce the exact same CO2 emissions running on conventional or e-fuel, and it will consume the exact same amount of fuel, too. Same g/km and MPG numbers. But the creation of the fuel in the first place is where we’re going wrong and e-fuel, synth fuels, bio-mass fuels – call them what you like – are a major part of the short to mid-term

REDLINEMAGAZINE.CO.UK

answer. And for anyone who fancies running a classic car all-but guilt-free in 20-30 years’ time and beyond, e-fuel could be a far longer term solution. If they really take off they could be usable and affordable virtually forever. And maybe the best news of all is that, finally, our law makers might just be beginning to see the light, too. On March 2 the Transport Select Committee published a paper that basically advised the government to do whatever it can, as fast as it can to speed up the mass production and use of e-fuel in the car and aviation industries, plus take a good long look at how e-fuels can be adopted to work in haulage and shipping at the same time. It’s not a watershed moment but it shows that our decision makers are at least listening to people who know what they’re talking about. Ultimately that’s what Porsche’s involvement with e-fuel is all about; getting politicians and global industry in general to listen, and hopefully to do the right thing, right now, before it’s too late. Could e-fuel save the word? Not on its own, no. But it’s a damn good place to start, because we’re almost out of options otherwise.

Some people still prefer the old way when it comes to getting around.

Rough terrain makes for one very dirty Porsche.

End of the road!

main feature

So, what does it feel like to drive a twin-turbo V8 Panamera that’s running on Porsche’s e-fuel – the same, different, better or worse than the same car running on regular unleaded? Well once I’d done a tour of the plant in Chile and been bamboozled, stunned, impressed and downright petrified by the science behind it in equal measure, Porsche handed me the keys to a Turbo S and invited me to drive it along the famous End of The World Road, having filled it with 50-litres (so approximately $500) of e-fuel. So, I then drove it for several hundred miles. The scenery was incredible, the roads endlessly long and straight, and not very well surfaced for much of the time. I saw Pumas and Condors (seriously) and drove for hours on end across some of the bleakest, most beguilingly untouched landscapes you could ever wish to visit. And every time I stopped for a comfort break or just to get out and take a good look around, the door of the Panamera would be flung open violently on the wind. Because it’s there all the time, it never ceases. It’s the very reason why Porsche and HIF and Exxon Mobil and all the other investors in e-fuel have alighted here in the first place – to harness the power of a wind that never goes away.

REDLINEMAGAZINE.CO.UK

And unless they’re all fibbing collaboratively on truly a grand scale, it works. The Panamera drove identically on the e-fuel it had been filled with on day one at the plant to the way it did running on the conventional unleaded it was topped up with hundreds of miles away on day two. There was zero difference. That felt like a major realisation at the time but only because there was no perceptible change. Same fuel consumption, same emissions, same feel to the throttle, same car. Except on day one the Panamera ran on a fuel whose manufacture had already taken out most of the CO2 which its V8 then put back into the atmosphere; and on day two it was a one-way street. That’s a potentially life-altering difference, one that could mean it’s still possible to execute a U-Turn and alter our trajectory even at this late stage, even on the Ruta del Fin del Mundo. Assuming, that is, our rule-makers and big industries – all of us, to be fair – are prepared to compromise a little and, for once, do the right thing. We got ourselves into this mess in the first place, after all. Now it’s up to us – and them – to put things right. And e-fuel is most definitely part of the solution.

EDUCATE YOURSELF ON E-FUEL WITH THESE FIVE FACTS

1 E-fuel is made by splitting hydrogen and oxygen from water using a wind turbine-powered electrolyser. The hydrogen produced is then mixed with C02 that’s captured from the atmosphere to create e-methanol. E-methanol is the basis for all e-fuels but once it goes through Exxon-Mobil’s MTG process, it’s mixed with a catalyser and eventually produces e-fuel.

2 The e-fuel being produced at the HIF/Porsche Chilean plant produces raw e-fuel rated at 93-octane. But this rating can be increased by introducing additives to work in any combustion engine – from a Ford Model T to a 911 GT3 RS.

3 At the moment e-fuel costs an untenable £45-£50 a gallon. But if it takes off, supply will improve and that price should drop dramatically. Should...

4 A vehicle running on e-fuel produces the exact same amount of CO2 as the same vehicle running on conventional unleaded. It also does exactly the same MPG.

5 But because the process to make e-fuel actively removes CO2 from the atmosphere, e-fuel ends up being ‘virtually carbon neutral’ according to Porsche.

NOW GO SPREAD THE WORD

VANTAGE 66

REDLINEMAGAZINE.CO.UK

POINT

Bored of pothole infested British roads, we head off to the sunny and somewhat smoother Algarve on serious business that has nothing to do with fun whatsoever …

WORDS: Mark Rose / PHOTOS: Dom Ginn

ASTON MARTIN V8 VANTAGE S

MAIN FEATURE

There are only so many times you can traverse the British countryside before it gets, well, a bit samey, especially in winter when the landscape is lifeless and the weather miserable. From our little corner of the UK called Essex, the most interesting places geographically are a fair old drive away, and in many instances the weather only worsens the closer you get to them. In desperate need of some winter sun, we decided to hop on a plane and fly to Portugal, more specifically the sunny Algarve. In less time than it takes to drive to Scotland, you can be in one of the southern most points of Europe where temperatures below 10 degrees are accompanied by “danger to life” weather warnings. For the record, that’s not a joke but a quote taken directly from Apple’s weather app. Now, I know this sounds like an excuse for a holiday, however, I can assure you that our trip to a location approximately 150 miles north of the African content was for, cough-cough, serious 68

REDLINEMAGAZINE.CO.UK

business. On our extensive itinerary were two considerable tasks – the first involved driving an Aston Martin V8 Vantage S on some Portuguese mountain roads, and the second was a visit to the Autodromo Internacional do Algarve (better known as Portimão) for a testing day which included some teams from the Intelligent Money British GT Championship. Yes, serious business. Sort of. In a scene that looked like it could have been lifted straight from an Ian Fleming novel, we found the Aston parked up at the Marina de Vilamoura in front of a line of large Sunseeker yachts. The only thing that reminded me that I wasn’t in a Bond movie were the holidaymakers (still not us) making the most of the winter sun. Spotting Brits abroad is an easy task, especially in the colder months when the locals wrap up warm but the tourists can still be found wearing skimpy shorts, and t-shirts which don’t quite cover the full extent of their beer guts. On the plus side, while 20 degrees is considered warm, it’s not scorching enough to do any damage, and so locals are for now at least saved from the sight of pasty Brits with lobster red skin. Give it another couple of months though.

The Vantage S has some timeless Aston Martin design cues.

Anyway, I digress. Back to the Vantage S and the task at hand. Just 45 minutes from the marina is a well-known section of the famous Nacional 2 Road. The N2 is Portugal’s longest road covering 739km, which stretches from Faro in the south of the country and all the way up to Chaves in the far north. Best of all, it’s mostly made up of rural roads with smooth tarmac which makes it the perfect route for testing performance cars. An appropriate place to take the Vantage S then, especially when you consider that it was designed to be a driver-focussed version of the standard V8. Upgrades for the S included a small increase in power of 10bhp and the inclusion of the Sportshift II gearbox as standard. The fettling didn’t just stop at the engine and transmission either. In the pursuit of greater dynamism, the S received a quicker steering rack, stiffer suspension, new front brakes and wider tyres. The results are, well I couldn’t tell you because I’ve not driven a ‘non-S’ V8 Vantage before, however I can confirm that this particular Aston felt fantastic to drive. Regular readers would have noticed some of the older vehicles we’ve recently been driving and

this theme has arisen for good reason. Modern performance cars are insanely fast and competent, but even peddling something just a decade old exposes how cars were more characterful not too long ago. The Aston is a perfect case in point. It lacks the speed and mod-cons of today’s sports and GT cars, but it oozes the type of class and charisma that’s less prevalent in 2023, unless of course, you can afford to pay through the nose for it. Weighing 1,610kg at the kerb, it’s not a particularly light car for something so compact, however the quick steering and positioning of the engine which is well behind the front axle makes the front end particularly responsive. It feels light on its feet but the steering has a pleasing weight to it which helps it feel dialled in to the road. Through the corners you can feel some roll in the chassis and despite the stiffer suspension, it still retains the suppleness expected of an Aston Martin. The consequences of all this are a car that treads the line between sports car and grand tourer. It doesn’t feel hyperactive, but nor is it cumbersome. It tells you what you need to know without overloading your senses, which is a good thing because what you really want to lose MAIN FEATURE

yourself in is that normally aspirated 4.7 litre V8 engine out front. In a nutshell, the motor is glorious. Noise and response are the hallmarks of an unassisted engine, and the Vantage S has both these traits in abundance. The V8 soundtrack is sonorous yet angry at high revs, and the throttle response is pin sharp. With 430bhp and 361ft lbs. at its disposal, the Aston flies to 62mph in 4.5 seconds and will top out at 189mph, and on this very stretch of the N2 with its short to medium length straights, and it’s twists and turns, the performance feels like the correct amount. The Vantage S is fast enough to be entertaining, even thrilling, but not so fast that you’re always having to anchor down on the brakes because you’ve approached the next corner too quickly. And unlike UK country roads which are festooned with potholes which are so gargantuan they can be seen from the Moon, the N2 is smooth and flowing. Perhaps back in Blighty the Aston would feel more rigid with its stiffer suspension, but here in Portugal it eats up the road surface. The only slight chink in the car’s armour is the gearbox which is of its time. It may have been registered in late 2014, but the Vantage S hit showrooms in 2011 and shortly before twinclutch transmissions became the rule rather than the exception. Sportshift II is an automated manual with a single clutch similar to the ‘box in an Aventador but far less extreme. The seven-speeder requires a lift off the throttle to smooth out the gear changes on the way up, but coming down the transmission you get snappy shifts. Fortunately, there’s also a manual option for the Vantage S, although these are harder to come by. One thing that’s not hard to find in Portugal is a stunning backdrop. The ribbon of tarmac we were driving on was worth the flight over all on its own, but with fun mountain roads comes beautiful scenery and we regularly found ourselves parked up admiring the landscape. Oh, and it helps that it’s sunny most days of the year. We’d travelled from the glamour of Vilamoura with its upmarket restaurants and big boats to what are regarded as some of Europe’s best driving roads in just 45 minutes. The Algarve genuinely is a part of the world that has it all, and after a day of “work” we headed back as the sun began to set. Earlier in the write up I mentioned how close we were to the African continent. Faro to Tangier is just 146 miles as the crow flies and so perhaps not so surprisingly, the sunset we were treated to was Moroccan-like. Brilliant but observable, the sun loomed large above the horizon behind a shroud of heat haze and dust, turning the sky bright orange as it began to fade from view. It offered a spectacular end to a rather perfect day. This is how grand touring is done, and there a few cars that are better suited to the role than an Aston Martin. The next day, we hopped back in the Aston and headed for Portimão for a day of pre-season testing. Some teams which compete in the Intelligent Money British GT Championship were testing ahead of the season opener at Oulton Park some six weeks later, and so we popped in to catch up with friends, grab some content, and ogle at GT4 and GT3 racing cars being driven in anger. Yes, this is also work, honestly! It also gave us another opportunity to try out the Aston which proved itself a fantastic cruiser on the toll roads en route to the track, and a real head turner once we arrived. There were race cars everywhere, but that didn’t stop the Vantage S from turning just as many heads with its timeless class and beauty. Then came the realisation that Britain ain’t all that terrible. Yes, the weather is crap, the roads are shameful and our reputation abroad isn’t the greatest, but we sure know how make a damn good car. The Aston Martin V8 Vantage S is yet another example in our rich and illustrious history of building world beating motor vehicles, and I for one couldn’t be prouder.

REDLINEMAGAZINE.CO.UK

QUOTE

“The V8 soundtrack is sonorous yet angry at high revs, and the throttle response is pin sharp”

Portugal’s Nacional (N2) Road has some stunning scenery.

MAIN FEATURE

VERDICT A fantastic used purchase, the Aston Martin V8 Vantage S brings together sporting dynamics, a thunderous engine and grand touring capability, in a beautiful and timeless package.

REDLINEMAGAZINE.CO.UK

T H E SU NSE E K E R FA MOUS FI V E AVA I L A B L E N OW 90 OCEAN 8 8 YA C H T 6 5 S P O R T YA C H T M A N H AT TA N 5 5 P R E D AT O R 5 5 E V O ™

Portugal SALES

• CHARTER • BROKERAGE • CO-OWNERSHIP

SUNSEEKER PORTUGAL Marina de Vilamoura, Vilamoura 8125-409, Portugal Tel: +351 289 090 200 | info@sunseeker.pt www.sunseeker.pt

OLD 74

REDLINEMAGAZINE.CO.UK

The new CUPRA Leon 300 is a very compelling hot hatchback, but does it hold up in the presence of a hot-hatch legend and its predecessor, the SEAT Leon Cupra 280?

WORDS: Mark Rose / PHOTOS: Dom Ginn

or NEW? SEAT LEON CUPRA 280 vs. CUPRA LEON 300

main feature

ew doesn’t necessarily mean improved, especially when it comes to cars. From each generation we see objective improvements in tech and refinement, but if you’re a keen driver, sometimes a little more polish can detract from the fun factor. We know the latest CUPRA Leon 300 is an entertaining car to drive – we’ve already road tested it for a feature in Issue 13 – but how does it stack up against its predecessor, the SEAT Leon Cupra? Handily, SEAT sent us another 300, but this time it was accompanied by a SEAT Leon Cupra 280 from their heritage fleet so we could find out which is the more exciting car. Firstly, though, some housekeeping. Fast SEATs used to don the Cupra nameplate, but since 2018, CUPRA has been its own brand which makes, you guessed it, fast SEATs. Still confused? Think what Abarth is to FIAT and you’re there. Secondly, because we’re comparing new with old and we’re only interested in the LOLs, price will not feature in this article. Finally, we won’t mention neither of the cars’ onboard tech. I’ve already moaned about the

REDLINEMAGAZINE.CO.UK

300 and the 280 is irrelevant because you can no longer buy a new one. The SEAT Leon Cupra 280 is a special piece of kit. It was the first front-wheel drive hot hatch to complete a lap of the Nürburgring in less than 8 minutes (7m 58.4 seconds), and to mark the occasion, SEAT offered it to customers with a ‘Sub8 Performance Pack’ which replicated the specification of the car that set that benchmark FWD lap time. Our test car has that very pack and upgrades include larger 370mm brake discs with Brembo calipers, and tweaks to the electronically controlled limited-slip differential for better traction on corner exit. It also came with sticky Michelin Pilot Sport Cup 2 tyres, and to help shave some extra kilos from the kerbweight, the climate control, front armrest and rear speakers were binned. Visually, a 280 with a Sub8 pack also comes with side skirts and 19-inch alloy wheels, and the orange details you see on our test car were part of a separate ‘Orange-Line’ pack. The 280’s FWD Nürburgring lap time may have been smashed numerous times over the last few years, but that doesn’t take away from the fact that the car is a hot hatch-Nordschleife legend

The cabin in the CUPRA Leon 300 is minimalist in its design with an emphasis on the touch screen.

The cabin in the SEAT Leon Cupra 280 has buttons. Beautiful, useful buttons.

main feAture

QUOTE

“But speed isn’t what defines a fun driver’s car, it matters, but it isn’t the be-all and end-all of hot hatch hoonery”

which is something that the Leon 300 can’t lay claim to. In comparison, the 300 has not been round the ‘ring, there’s no special performance pack, the brakes are smaller with 340mm discs upfront and 310mm rotors at the rear, the calipers are CUPRA’s own, the rubber is made by Hankook, and no weight saving measures have been made. This makes the 300 quite a bit heavier than its predecessor, with a kerbweight of 1,490kg compared to 1,375kg for the 280. But it’s also worth mentioning that the 300 comes with DSG whereas our 280 had to make do with SEAT’s rather uninspiring six-speed manual gearbox, but more on that later. On the face of it then, two very different cars, but there are similarities to be found under the bonnet. Both use the VW Group’s turbocharged 2.0 litre 4-cylinder engine, and unless you haven’t realised, the cars’ respective names give away which is the most powerful. The CUPRA Leon 300 has 296bhp and 295lb ft. whereas the SEAT Leon Cupra 280 puts out 276bhp and 258lb ft. of torque. Interestingly, both will do 155mph and their 0-62mph times are identical with the sprint completed in 5.7 seconds – weight really does make a difference. Despite what the spec

REDLINEMAGAZINE.CO.UK

sheet tells us, out on the road the CUPRA 300 is the faster car. These two hot hatches might tally-up on paper, but in the real world the extra torque in the 300 makes it a faster car in gear and beyond the 62mph benchmark. The difference isn’t night and day and both have boosty, entertaining engines which offer thrilling straight line performance, but the 300 has the legs when you really start pressing on. But speed isn’t what defines a fun driver’s car, it matters, but it isn’t the be-all and end-all of hot hatch hoonery. The way a fast hatch dispatches a B-road is what counts, and in being set up for the intricacies of the Nürburgring, the 280 comes with a distinct advantage over the 300. Although far from the green hell, our broken country roads demand quality damping, sense of connection and willingness to turn in, and these are traits that the 280 displays in abundance. You can cycle through Comfort, Sport and Cupra driving modes, and there’s an Individual option which allows you to play with the various parameters for your ideal set up. For serious driving, Cupra is the one you want to be in. The increased throttle response, meatier steering, and firmer suspension give the 280 a harder edge without throwing away

Contrary to popular belief, the orange details on the 280 were part of a separate orange line specification, and not part of the Sub8 Performance pack.

“Fast SEATs used to don the Cupra nameplate, but since 2018, CUPRA has been its own brand which makes, you guessed it, fast SEATs. Still confused? Think what Abarth is to FIAT and you’re there”

the compliance required for dealing with larger bumps in the road. The 280 is high on driver engagement. You always have this great sense of where the front wheels are in relation to the road, with the rear eager to follow you in to the turn. Like in the best hot hatches, you can trailbrake in to a corner, pick up the throttle and use the ‘diff to pull you round with minimal roll from the chassis. You feel connected to the car which gives you all the confidence you need to push on, to the point where you begin to take liberties with it. The Cup 2 rubber offers copious amounts of grip providing its dry and you have some heat in them, and when you’re really going for it, the upgraded brakes have fantastic feel. There are a couple of downsides, though. The big brakes and four-piston calipers are grabby when you’re just mooching around town, and the six-speed manual gearbox is not special enough to warrant its place in the car. The shift action is long and uninspiring, and the clutch which is prone to failure is springy. If you’re looking to pick up any 280 on the used market, then go for one with the excellent DSG transmission. I know it’s the better gearbox for the car because simply put, I used to own a DSGequipped 280 with a Sub8 pack. Having said that, this is almost

main feature

as pure a hot hatch experience as you can get, but it’s also not so hardcore that you can’t use the 280 on a daily basis – plus you get to gloat to your mates about its Nürburgring lap time. Moving on to the 300 and many of the traits which made its predecessor a fantastic hot hatch have carried over in to the current model. You have the same driving modes available to you and it offers much of the engagement you find in the 280 but with the benefit of added refinement. As a daily driver, the 300 is arguably the superior car with its extra torque, improved NVH levels and independent multi-link rear suspension. Over a broken piece of B-road, the 300 feels more mature and offers greater compliance than the 280, something which is undoubtedly more attractive to drivers who want a car that benefits from a wider bandwidth. In isolation the CUPRA Leon 300 is fantastic fun, but when you start to push closer to its limits in the presence of the 280, it begins to unravel a little. The steering isn’t as precise, the

body leans more through the corners, and it doesn’t stop quite as smoothly or with the same urgency. Like the straight line performance, we’re not talking about night and day differences, but the lesser weight and track-honed nature of the 280 elevate it beyond what the 300 is capable of in terms of driver engagement and outright fun. The SEAT Leon Cupra 280 and the CUPRA Leon 300 are both hugely capable hot hatchbacks which are joyous fun to drive. Fast SEATs have always had that extra special something, that magic dust which turns a good hot hatch in to a great one, and the CUPRA Leon 300 is no different. I’d have one over its VW Group stablemate, the Golf R, in a heartbeat. However, in the company of the SEAT Leon Cupra 280, the 300 just falls short of the bar because what SEAT cooked up in the 280 was a car that was truly more than sum of its parts. It’s a Nürburgring legend and one of the great hot hatchbacks.

VERDICT Two fantastic hot hatchbacks but only one winner. If you’re looking for fun-factor then the SEAT Leon Cupra 280 offers it in abundance and serves as proof that new doesn’t always mean better.

REDLINEMAGAZINE.CO.UK

SELF LEVEL THE HOME OF SELF LEVELING ALLOY WHEEL CENTRE CAPS CUSTOM DESIGN - LOGO ALWAYS UP - MULTIPLE SIZES @SELFLEVEL_ SEE OUR CENTRE CAPS IN ACTION WWW.SELF-LEVEL.CO.UK - 07309 689 103 OTE

QU R ’ FO 5 1 ‘SL OFF % 5 1

GET 3 ISSUES FOR JUST £5

SCAN HERE

ISSUE 12

ISSUE 13

ISSUE 14

REDLINEMAGAZINE.CO.UK/3FOR5

Keeping Time

TISSOT

PRX

POWERMATIC 80

Since its release in 2020, the Tissot PRX has caused a stir with its integrated bracelet and seventies styling. We spend a week hands on with the Powermatic 80 to see what the hype is about.

WORDS: Mark Rose PHOTOS: Dom Ginn

TISSOT PRX POWERMATIC 80

KEEPING TIME

SPECIFICATIONS SIZE

40mm

HEIGHT

10.9mm

LENGTH

39.5mm

STRAP WIDTH

24.5mm (tapers) 17.5mm

CASE MATERIAL

STAINLESS STEEL

WATER RESISTANCE

100 METRES

MOVEMENT

POWERMATIC 80.111

POWER RESERVE

80 HOURS

PRICE

£610

n the world of watches, the integrated bracelet has never been more popular. Timepieces with the cult following of the Audemars Piguet Royal Oak, and the scarcity of the Rolex Oysterquartz have fuelled demand for this retro design, a design which until recently has only been accessible to the wealthy and well-connected. Enter Tissot and their seventies inspired PRX Powermatic 80. Before we get into what the PRX offers in 2023, we should first look back to 1978 when the original came to market under the name Seastar Quartz, only to be renamed PRX a few years later. As it is today, Tissot was well known for offering watches that were both cool and affordable, and their quartz-powered, 35mm sports watch with an integrated bracelet proved popular, even if it ultimately failed to benefit from the longevity enjoyed by the AP Royal Oak and Patek Philippe Nautilus. However, as is often the case, trends come full circle and in 2020 the PRX returned, this time with a diameter of 40mm and Tissot’s own self-winding mechanical movement. With its retro design, quality finishing and affordable, £610 price tag, the 84

REDLINEMAGAZINE.CO.UK

PRX Powermatic 80 became an instant hit. For the first time in decades, watch enthusiasts and general consumers could enjoy a slice of the seventies in a quality package without having to break the bank. The tills at Tissot have been ringing ever since, and for good reason. This isn’t just a cheap attempt at reviving a vintage design, but an excellent all-round watch that looks fantastic, feels amazing to wear and is as much a conversation starter as any luxury watch. Originally released with a quartz movement, the Powermatic 80 model followed a few months later. Now there are multiple colour and complication choices with various strap options, as well as a PVD gold coated model and a smaller, 35mm watch. For our review unit, we selected a 40mm Powermatic 80 with a green dial on a stainless steel bracelet. You would be forgiven for assuming the bracelet is the watch’s standout feature, but on closer inspection you see that the dial also pulls its visual weight. Finished in a deep green with a sunburst effect and a design reminiscent of the AP Royal Oak’s grand tapisserie, the dial has real visual depth. The Tissot 1853 branding is found at 12 o’clock with the model designation sat opposite at 6 o’clock.

With a height of just 10.9mm, the case wears extremely slim.

At 3 o’clock is a square date window which displays black text on a white background. Around the permitter of the dial are stainless steel hour markers with white inlays which compliment the similarly designed, albeit blockier hour and minute hands. Moving to the case, and the tonneau shape means that it’s nearly as broad as it is tall – 40mm wide and 39.5mm tall, to be exact. However, because of the bracelet’s integrated style, the first set of links form part of the case meaning the end-to-end measurement is a considerable 51mm. From a size perspective, the case’s saving grace is its thickness at just 10.9mm. This prevents it from sitting too proud on the wrist and makes it manageable for people with wrists on the smaller side. However, if you have wrists slimmer than mine (below 16cm), then you may want to consider the 35mm PRX instead. At 3 o’clock is a knurled, screw down crown which offers 100m of water resistance, and the case is finished in brushed 316L stainless steel with polished edges. The bezel is also polished and houses a flat sapphire crystal with an anti-reflective coating. Turning the watch over, you’ll discover an exhibition case back which displays Tissot’s Powermatic 80 (80.111) movement which

is based on the ETA 2824. The self-winding mechanism sits on 23 jewels and beats at just 3Hz which gives it an impressive power reserve of up to 80 hours. Now, what about that integrated bracelet? Each link is brushed with polished edges between the links. It also tapers from 24.5mm to 17.5mm from the edge of the first link and down to the butterfly clasp. Not only is the integrated design well executed, but it also shines and shimmers in the light as you rotate your wrist. For the money, you won’t find a better finished or classier bracelet than this, and it helps elevate the appearance of the PRX beyond that of a £610 stainless steel sports watch, or in the case of the quartz powered watch, just £320. The more time I spent wearing the Tissot PRX Powermatic 80, the more I began to love it. It’s a watch that picks the fancy of seasoned watch collectors and general consumers alike because it offers a cool seventies design with an attractive dial, a reliable movement and quality finishing. Simply put, there’s a lot to love and very little to dislike. Hopefully it remains in the model line-up indefinitely with more variations spawning as time goes on, and keeps those tills at Tissot ringing for years to come. KEEPING TIME

YOUTUBE NEW VIDEOS UPLOADED EVERY WEEK 4K CAR CONTENT & ROAD TESTS SCAN THE QR CODE TO WATCH OUR VIDEOS

Why the Lamborghini Aventador Ultimae is ‘THE’ Supercar

BUY a Porsche 911 (996.1) GT3 While You Still Can!

DON’T Buy a Ford Focus ST Before Watching This!

The BATTLE of CUPRA | CUPRA Leon 300 vs. SEAT Leon Cupra 280

Aston Martin V8 Vantage S vs Portugal’s Nacional (N2) Road | 4K

This BMW M8 Costs the SAME as a BENTLEY | 4K

Keeping Time

CHRISTOPHER WARD

C65 CHRONOGRAPH

Fancy yourself a do-it-all Swiss made chronograph that doesn’t break the bank? Enter Christopher Ward and their C65 Chronograph. WORDS: Mark Rose | PHOTOS: Dom Ginn

CHRISTOPHER WARD C65 CHRONOGRAPH

KEEPING TIME

een looking for a quality Chronograph with a splash of colour for a sub £1,500 price tag? Then you might want to consider a Christopher Ward. The brand has a significant catalogue of watches including divers, GMTs, sports watches, and their all-new striking complication, the Bel Canto. But dig deeper in to their product range and you’ll come across the C65 Chronograph. Inspired by vintage regatta watches from the 1960s and 70s, regatta timers are used to time the five minute preparation window leading up to the start of a boat race. This feature is identified on the C65 by the 3 o’clock sub dial which is split in to five, minute segments, two of which are highlighted in blue and red. The blue, red and white colour scheme extends to the rest of the dial and bezel which is busy but well balanced. The dial is finished with a blue sunburst effect with another sub dial at 9 o’clock for the seconds hand, and a square date window at 6 o’clock with the numbers written in red. There are raised, polished hour markers with white inserts, and the minute markers are printed in white. The top surface is finished with 88

REDLINEMAGAZINE.CO.UK

the Christopher Ward branding, water resistance and the words Swiss Made printed in white. The thin, white chapter ring doubles as a Tachymeter with the numbers printed in black and the text in orange. Completing the dial are baton-style hour and minute hands which match the indexes, and there’s an orange Chronograph hand which contrasts beautifully against the sunburst blue dial. All of this is housed by a glass box sapphire crystal and is flanked by a blue, unidirectional aluminium ‘coinedged’ bezel with unpainted minute markers and numbers. There may be a lot going on here, but the dial is well considered and perfectly legible while giving off a robust and punchy vibe. The stainless steel case is Christopher Ward’s signature ‘lightcatcher’ which measures 41mm in diameter, has a considerable height of 15mm, and a lug-to-lug measurement of 47.1mm. A quick glance over the numbers will convince you that the C65 is a chunky watch, but the beauty of CW’s light-catcher case is that its curvature combined with brushed and polished segments hides its visual heft. The C65 is by no means thin, but it doesn’t wear anything like a watch with a height of 15mm and fits my 16cm wrist remarkably well without coming across as ostentatious, unlike some Breitling chronographs I’ve previously owned.

You would expect a watch with a 41mm case to dominate a 16cm wrist, but apparently not!

SPECIFICATIONS

The crown and pushers screw down which gives the watch 150m of water resistance. All three instruments are finished with knurled edges which are polished and help you grip on to them, and the crown includes the Christopher Ward logo. On the reverse of the case is an exhibition case back which houses a Sellita SW510 BHa Automatic movement with hacking small seconds. The case back gives this vintage Chronograph a modern twist which will be welcomed by some, but despite CW’s best efforts to make the Valjoux-based movement attractive with a branded winding rotor, it’s not the most attractive of movements and this reviewer would prefer the case back to be sealed. The movement itself sits on 27 jewels, beats at 28,800 vibrations per hour (4Hz) for a clean sweep of the seconds hand, has a timing tolerance of +/- 20 seconds per day, and commands a power reserve of up to 48 hours. Interestingly, and despite having the same timing tolerances as the Sellita SW200-1 in the C60 Trident Bronze we previously tested, the C65 Chronograph keeps time better. The two day power reserve also means it can be left off the wrist for much of the weekend and it will still be running come Monday morning. There are various strap options for the C65 Chronograph, but

SIZE

41mm

HEIGHT

15mm

LENGTH

47.1mm

STRAP WIDTH

22mm

CASE MATERIAL

STAINLESS STEEL

WATER RESISTANCE

150 METRES

MOVEMENT

SELLITA SW510 BHa

POWER RESERVE

48 HOURS

PRICE

£1,470

we spent most of our time wearing it on the brushed, stainless steel bracelet which is reminiscent of Rolex’s Oyster bracelet. The finish of the bracelet is of high quality with pin-and-collar links, is comfortable to wear and includes some useful features. The micro adjustment allows for resizing without having to remove links, and there’s a quick release function which makes swapping out the bracelet for a strap a quick and easy task. Starting from £1,350 for the rubber strap variant and stretching to £1,470 on the stainless steel bracelet, the Christopher Ward C65 represents a lot of watch for the money. As is often the case with CW, you’re getting significant quality at an attractive price point which is something this retro chronograph embodies. The materials, build quality and the fact that it’s Swiss made make it standout in its price segment. Perhaps the only downside is that it packs a third party movement instead of one of Christopher Ward’s inhouse calibres, but if they were to include their own movement then the price would be significantly higher. As it is though, the C65 Chronograph is a fantastic all-rounder. Whether you’re a watch collector or someone who wants a do it all timepiece, the Christopher Ward C65 Chronograph has you covered. KEEPING TIME

2023 LOADING

WATCH EVERY RACE LIVE AND FOR FREE ONLINE BRITISHGT.COM

GT WORLD

BRITISH GT R1 & 2 R3 R4 R5 & 6 R7 R8 R9

OULTON PARK SILVERSTONE 500 DONINGTON GP SNETTERTON PORTIMAO BRANDS HATCH DONINGTON GP

SRO MOTORSPORTS APR 08 & 10 MAY 06 & 07 MAY 27 & 28 JUN 17 & 18 JUL 22 & 23 SEP 09 & 10 OCT 21 & 22

2x 1HR 1x 3HR 1x 2HR 2x 1HR 1x 3HR 1x 2HR 1x 2HR

#BRITISHGT

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

BRITISH GT SOFTSHELL JACKET RRP - £60 The Intelligent Money British GT Softshell jacket is a must have for any British GT fan spending time at the racetrack. Whether you’re attending a race weekend or on a track day with your own car, this jacket will keep the bad weather out. It’s also made from recycled PET bottles and is certified by global recycled standard making it completely environmentally-friendly.

BRITISH GT CHEVRON HOODIE RRP - £42 Stay warm when trackside with this Intelligent Money British GT Chevron Pouch Hoodie. We’ve been wearing this all winter and even on the coldest of days, this quality hoodie kept us warm. The kangaroo pouch is finished with a striking chevron design in Intelligent Money colours, and also has a concealed inside pocket for race day essentials like money and ear plugs. INTELLIGENT MONEY BRITISH GT MERCHANDISE

DRIVING GEAR

- Audi R8 RWD Performance -

Redline’s lead photographer Dom Ginn talks us through supercar shoots and how to make the most of those Autumn colours. WORDS & PHOTOS: Dom Ginn

REDLINEMAGAZINE.CO.UK

[

[ Behind the Lens

AUDI R8 RWD PERFORMANCE

BEHIND THE LENS

he level of satisfaction you feel when editing a good set of photos is a feeling that cannot be described. It’s a feeling I often get, but on occasion not so, which I put down to constantly trying to push myself in my pursuit for absolute perfection. Sometimes things don’t go to plan, but that’s okay, these things happen and nothing good comes without a few setbacks here and there. Every car is different which is why it’s imperative the location it’s shot in either reflects or contrasts the car’s dynamics. For the Audi R8 RWD Performance, I had a handful of locations in mind, some varying greatly from others, but ultimately the shots I was happiest with helped to tell the story of our time with it. My first location was one that you would not often find a supercar. Usually, they’re to be found around town in an urban environment, such as a landmark or outside an expensive shop or hotel. I on the other hand, chose to take the R8 to a location underneath a bridge that played host to a very busy A-road. The idea I had in mind was one that similarly reflects beauty in a dark

REDLINEMAGAZINE.CO.UK

place, or beauty in a place you wouldn’t normally expect to find it. Sadly, when importing the images to my computer, I realised very quickly my plan did not go all that well, and needless to say, I was unhappy with the photos. These images will either be deleted or just sit somewhere on my computer, hidden, never to see the light of day again. Unfortunately – and I’m sure any photographers reading this can relate – the vision in your head does not always come to fruition, and from this we must adapt and explore the reason as to why. This ensures that when we encounter a similar situation, we can execute the plan and achieve great results. The only way to improve is to shoot, shoot and shoot some more. As the old adage goes; practice makes perfect. The next plan of action was simple. To shoot the car in locations which correlated with the YouTube video I was also filming. This worked perfectly because the roads and locations we travelled along not only showed the R8 in its correct environment, but shared our story and time with it. After all, it’s a performance car and thus should be captured in a place where a slither of its potential can be unlocked. Equally, it’s a style of photography that

QUOTE

“Taking the photos is really only half of the process, the other half is extracting the colours and data that are lurking within the image”

Keeping a moving target in focus can be a real challenge.

BEHIND THE LENS

QUOTE

“When you combine the colours of the foliage, the low seasonal sun and a contrasting Ara blue Audi R8, the results are fantastic”

I enjoy producing – journalistic if you will – capturing moments as they unfold right in front of my eyes, so that it engages the reader and helps them gather the sense of feeling and emotion we experienced while we were out testing the vehicle. A shot list for a test usually is as follows: exterior and interior pictures, panning images and driving shots. Rollers sometimes enter the mix, but on this occasion, they weren’t needed. The exterior images focus on showing the car in the chosen environment as well as any details which usually include badges, exhaust, carbon fibre accents, and so on. The interior is a general overview and then like the exterior shots, I move on to the finer details. All fairly self-explanatory, at least in my opinion. The premise behind panning shots is to show the car’s side profile and provoke a sense of feeling by showing it at speed. The drive-byes show something similar but also underpin how the car behaves and handles when it’s pushed to its limit on the road or track. Taking the photos is really only half of the process, the other half is extracting the colours and data that are lurking within the image. I’m not talking about running the images through Photoshop and removing every imperfection while boosting the

REDLINEMAGAZINE.CO.UK

saturation, clarity and sharpness to the maximum. Instead, it’s about the small, subtle changes to the white balance, shadows, highlights and other characteristics that go a long way towards transforming the images – providing they’ve been shot correctly on camera. Photographing anything in the autumn and winter months can be tricky due to the inevitable lack of light and general shoddy weather we have here in the UK, but when the sun is gracing us with its presence, it really is a spectacle to behold. When you combine the colours of the foliage, the low seasonal sun and a contrasting Ara blue Audi R8, the results are fantastic. All the images need to work harmoniously with the words that are written to truly give an insight into the story and driving dynamics of the car. Thousands of hours go into creating and engineering these machines, and it’s my job to show it off in the best possible light, in a way that I feel truly represents its design and purpose. Sometimes, it’s certainly easier said than done with countless factors working against you, but on occasion, everything just falls into place and the results are breathtaking.

Servicing Essex and the surrounding counties, we are PDR specialists who remove dents from metallic panels on cars, vans and trucks. If you have a dent, ding or crease that hasn’t broken the paintwork. We can help fix it. Call to get an estimate today

07399 885 353

“

When I came out the house to find someone had reversed into my beloved BMW M3 I was truly gutted. I was expecting huge body shop bills but a friend recommended I try Undo Dents after they had a positive experience. The technician was exceptionally polite and required nothing from me, within no time at all the large dent was gone and was good as new. I’m truly grateful for the skill and professionalism shown, and for restoring my pride and joy back to its former condition. 10/10 would recommend.

*****

Google review by B. Roebuck

We are trusted with the most expensive of vehicles by the most demanding of clients, see our Instagram gallery for some of the vehicles we have worked on, and some of the repairs we have completed in the past. @undodents

www.undodents.uk

hello@undodents.uk

SERVICES FOR ESSEX & SURROUNDING AREAS

ESSEX & SUFFOLK AREA

BODY GLASS STONE CHIP REPAIRS REPLACEMENTS REMOVE & REFITS

ADAS CALIBRATIONS AGRICULTURAL WINDOW TINTING INSURANCE APPROVED

0800 252 184 / enquiries@discount-windscreens.co.uk WWW.DISCOUNTWINDSCREENSESSEX.CO.UK We are a mobile windsreen repair & replacement service with 40 years of experience and Thatcham B33 Direct Glazing qualification.

USE DISCOUNT CODE REDLINE25 FOR 25% OFF

QUALITY CAR CARE & DETAILING PRODUCTS CARE FOR YOUR VEHICLE WITH QUALITY CAR CARE PRODUCTS FROM MOLECULAR. WHETHER YOU’RE A PROFESSIONAL DETAILER OR SOMEBODY WHO JUST LOVES TO KEEP THEIR VEHICLE LOOKING GREAT, WE HAVE ALL THE PRODUCTS YOU’LL EVER NEED. SCAN THE QR CODE TO VISIT OUR WEBSITE T: 01728 831 849

E: HELLO@MOLECULAR-UK.COM

IN T ELLIGEN T MONE Y BRI T ISH G T CH AMPIONSHIP PRESEN T S

SUN, SE A AND

SUPER

C A RS ! AU T ODROMO DO AL GARV E 22-23 JULY

T I CK E T S A N D I N F O RM AT I O N

AUTODROM0DOALGARVE.COM