Redline Issue 10

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DRIVING BRITAIN’S BEST CARS BRITISH GT AT SILVERSTONE JENSON BUTTON INTERVIEW

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ROLLS ROYCE PHANTOM REVIEW ASTON MARTIN DBS VOLANTE EAGLE SPEEDSTER DRIVEN

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WELCOME Redline Magazine Issue 10 represents something of a new dawn for our motoring publication.

Our passion for the world’s finest cars has always been the driving force behind the content bound in our magazines, but once in a while, the time comes for change and we have decided to dive head first in to the world of motorsport.

There is perfect synergy between the cars we test on the public road, and what is raced on the track, and so our diversification in to motorsport is something that has come naturally.

So, what can you expect from our revamped motoring publication? Importantly, our in depth road tests will remain a staple of Redline Magazine, but now with an even greater focus on performance and luxury vehicles. However, our plans to include a broad range of racing content begin with this issue, and we have some exceptional features lined up.

Over the last few months, we have worked with the Intelligent Money British GT Championship to bring you a range of content from the Silverstone 500, a look ahead to the 2021 season, and an interview with 2009 Formula 1 World Champion, Jenson Button. We also get a unique insight in to pre-season driver testing and what it

entails, with Simon Green Motorsport.

In terms of our regular road tests, we have decided to push the boat out and commit our tenth issue of the magazine to the very best that Britain has to offer. For decades, we Brits have produced some of the world’s finest and most desirable cars, and this magazine is a celebration of that. Recently, we’ve driven the Rolls Royce Phantom, Aston Martin DBS Superleggera Volante, McLaren 720S Spider, Bentley Continental GT Convertible V8, the Range Rover, and Mini JCW GP. Also included is a special road test of the beautiful, and utterly timeless Eagle Speedster.

So, an action packed 100 pages with some outstanding road cars and fantastic motorsport content. As always, special mentions must go to our sponsors, partners and manufacturers for continuing to support Redline Magazine. If you’re in the market for a new car or are looking for a specific product or service, you’ll likely find it in here, so please get in touch with our advertisers for more information.

Finally, give us a follow on social media for our regular content uploads, and we hope you enjoy our latest magazine.

Mark Rose Owner & Managing Director

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CONTACT

Editor - Mark Rose Lead Photographer & Videographer - Dom Ginn Photography & Filming Assistant - Stevo Jones Magazine Photographers - Matt Price, Harry Hartland Road Testers - Blee Carswell, Sid North Contributing Writers - Victor Harman, Nick Ponting Events Photographer - Stephen Boroughs Photography Assistant - Zac Davies Social Media Consultants - Gravity Socials

Editorial Enquiries - mark@redlinemagazine.co.uk General Enquiries - enquiries@redlinemagazine.co.uk Sponsorships - sponsorships@redlinemagazine.co.uk Subscriptions - subscribe@redlinemagazine.co.uk YouTube - Redline Magazine Instagram - @redlinemagazine Facebook - @redlinemagazineofficial Website - www.redlinemagazine.co.uk Address - Unit J, Mildmay Industrial Estate, CM0 8SH

ISSUE 10 > WELCOME

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CONTENTS LIGHTS OUT 10 Eagle Speedster

INSIDE LINE 19 23 25 27 29

McLaren Artura Lotus Reborn Extreme-E X Jenson Made in Britain Great British Face-Off

ROAD TESTS 30 40 50 58 66 72

Rolls Royce Phantom Aston Martin DBS Volante McLaren 720S Spider Bentley Continental GTC V8 Range Rover Mini JCW GP

TRACK SIDE 80 Interview: Jenson Button 82 At The Races 90 Testing Times

DRIVER MARKET 78 92 94 99

Magazine Subscriptions Driver’s Stuff The Watch Stop Our Partners

Please note, whilst we take care to be accurate, no liability will be accepted under any circumstances should any of the content of this magazine be incorrect. Reproduction of whole or in part without permission of the publisher is strictly prohibited. All rights reserved. Redline Magazine UK Ltd. Registered in England No: 10596691. Registered Office - The Old Grange, Warren Estate, Lordship Road, Writtle, Chelmsford, Essex, CM1 3WT.

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DREAMSTER SPEEDSTER

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Car enthusiasts are often urged not to meet their automotive heroes, but who could decline the opportunity to drive the legendary Eagle Speedster?

WORDS: Sid North PHOTOS: Dom Ginn

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t was the summer of 2011, a time that feels so long ago, partly because I’m a millennial and mainly because it was nearly ten years ago. I remember myself as a 14-yearold, reading car magazines and gazing at photographs of BMW 1Ms oversteering within the white lines of a Welsh B-road. I’d regularly watch motoring journalists on YouTube demonstrate the chassis balance of a Porsche 911, and then attempt to mimic it on my sim-steering wheel while playing Gran Turismo Five. And of course, my Sunday evenings would feature three of TV’s most famous presenters on a BBC Two car show that you may have heard of. Like some of you car nerds, these were the important things in my life – even more important than girls – especially when one evening that summer, I watched Jeremy Clarkson celebrate the Jaguar E-Type on that aforementioned motoring show. It was a car I knew of but never paid much attention to, until he explained why he thought it was one of the greatest sports cars in history.

I

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The wire-spoke wheels are beautiful!

During that segment of the show, another E-Type was introduced, except this one was lower, wider, and sexier. Jeremy himself said that it was, and I quote, “the most beautiful car I’ve ever seen,” and I couldn’t help but agree with him. As a teenager who longed for a gen-1 Audi RS3 or an AMG-Mercedes, I was quickly converted. The car in question was the Eagle Speedster and it immediately became my background picture on my PC for quite some time. Soon after, my mind became occupied with hopes and dreams of one day being able to drive it, so I too, could make a film and write an article about this beautiful car.

Nearly a decade on and things have changed. I get to do what I absolutely love, which is drive cars and make films about them. The goal has always been to make the car the star of the content, and I decided that I would like to make the Eagle Speedster the star of one my videos. It was time to live out my teenage automotive fantasy.

I’ve always been taught that, ‘if you don’t ask, you don’t get’, and despite considering the car out of my league – a few friends of mine even laughed at me for thinking about it – I took the leap of faith and dialled the number for Eagle E-Types. I was put in touch with the main person who was responsible for the car’s technical design work, and after exchanging a few emails, I was given the green light. Yep, this young, stupid yobbo from Essex was going to get behind the wheel of the world’s most stunning resto-mod classic. My jaw dropped when I realised I was going to get the opportunity.

Let me give you some background on the company. Eagle E-Types was founded

Craftsmanship at its finest.

“Dynamically, it’s a combination of everything old and new in the best possible way” 14 |

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in 1984 by Henry Pearmen with the goal to restore and modernise Jaguars to a standard that was better than when they first came out the factory from new. The Speedster was born by a request from a customer who wanted something a bit special.

You can go for factory tours around Affalterbach and Woking which are clean and cool, but then there’s Eagle’s facility.

A humble countryside location with barns and a handful of staff that are friendly and deeply passionate. Walking around the facility and going through the process of how a donor E-Type is slowly brought to life with endless hours of passion, love and craftsmanship is an experience.

That’s why these cars command a £600,000 asking price, because of the depth and quality of the work that goes in to them. I was told that the fortunate

There’s a treasure in that clam shell.

people who buy them, sadly don’t have the time visit Eagle E-Types and watch their new Speedster go through the production line. What a shame! To feel the joy of seeing your own special car being built before getting behind the wheel is surely something that’s not to be missed.

Then there’s the way it drives. In all honesty, I thought it was going to feel mostly like an E-Type modernised for the 21st century, and in some respects, it has those same ingredients, but in the Speedster, they’re turned up to eleven! The 4.2 litre straight-six engine that you find in the original has been bored and stroked to 4.7 litres, the suspension has also been updated and so have the brakes. Plus, Eagle make further upgrades to the differential and gearbox. Not one Speedster is ever the same in specification, nor will it be produced in volume as the company firmly

believes in exclusivity, and rightly so.

Dynamically, it’s a combination of everything old and new in the best possible way. For starters, the steering is heavy off centre but loads up nicely at speed with a tremendous amount of feel. The engine is a 330bhp power house. It has torque in every gear at every rpm, and there’s a slight reward in performance when you rev it out.

But the main reward is that glorious noise none of that pop and bang mapping, thank you very much. Just a lovely, sonorous, growling six cylinder that howls as the revs progress. The soundtrack dominates the driving experience and puts a never ending smile on your face.

Blasting through the switchback lanes of Beachy Head, the chassis feels light on its feet thanks to its 1,008kg kerb weight, and you get a lovely sense of connection of the rear braking away into controllable

Technical Specifications / REDLINE RATING 10/10 | Engine

| Power

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 4,693cc in-line 6-cyl

| 330bhp @ 4,800rpm

| 360lb ft @ 3,600rpm

| < 5 secs

| 160mph

| 1,008kg

| £600,000

oversteer. The AP racing brakes deliver superb feel and stopping power. It’s a car that enjoys being pushed and can be driven with enthusiasm, without it breaking a sweat.

But the most impressive element of the Eagle Speedster is its breadth of ability.

With a handy driver behind the wheel, I have no doubt that it could keep up with the latest and greatest BMW M3 on a mountain road, but it’s also relaxing and forgiving which makes it feel special all of the time, whatever the weather. They say never meet your heroes and I have driven some disappointments - Aston Martin Vanquish and Escort Cosworth to name a couple. However, it’s safe to say that this time I met a hero, one that I lusted after as a teenager and I’ve not been left disappointed by. I’ve spent two wet and cold days behind the wheel of the Eagle Speedster and I

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loved every second of it. Is it worth that £600,000 asking price and sitting on a waiting list for two years? Absolutely!

Without wanting to sound cliché, the Eagle Speedster was everything that I imagined it to be and after returning the car, I spent the next few hours gazing at it while enjoying my late afternoon tea. It was at this moment that I started to feel sad. It was like finding the one person you want to spend the rest of your life with, only for them to leave you before getting the chance to get to know them. That is how much of a lasting impression the Eagle Speedster leaves on your memory. The team at Eagle E-Types have done an impeccable job of taking one of the most iconic cars of the 20th century, and daringly transforming it into something which will go down in automotive history as an icon of today’s century.

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LANDMARK MOMENT It’s a new dawn for McLaren as they introduce their first series production high-performance hybrid supercar. We bring you the details on Artura.

anufacturer press releases always mean business when the company CEO hails the introduction of a new model as “a landmark moment” and that’s precisely how Mike Flewitt described the release of the McLaren Artura.

Since McLaren unveiled the MP4-12C in 2009, the British marque has regularly added new models to their line-up of super and hypercars, but Artura represents Woking’s first completely new platform since the MP4-12C was introduced. There are very few carry-over parts from other cars in the McLaren range. It is all-new from the ground up.

The big headline surrounds the introduction of a new twin-turbo V6 hybrid engine that’s also capable of running in full EV mode for up to 30km. McLaren has form with hybrid powertrains, who could forget the legendary P1 and of course, the

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recent Speedtail? But those were ultraexclusive low production models while the Artura represents McLaren’s first-ever series production High-Performance Hybrid (HPH) supercar.

Naturally, power and torque outputs are crazy but it’s how Artura develops the performance that’s interesting. The V6 engine produces 577bhp and 431lb ft, and is supported by a E-motor that makes an extra 93bhp and 165lb ft of instant torque.

Combined outputs are 670bhp and 596lb ft meaning it will get to 62mph in 3 secondsflat, make it to 124mph in just 8.3 seconds, and top out at 205mph.

Traditionally, McLarens have followed good throttle response with the mother of all slingshot-effects once the turbos wake up, so it will be interesting to see how the assistance of an E-motor in one of their series production cars changes the driving experience. Expect power delivery to be

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sharper and more linear than in previous cars from Woking’s model line-up.

The 7.4kWh battery supports the aforementioned EV range of 30km and means Artura can achieve “50+ mpg” on the combined WLTP cycle. The battery also has a number of power reserve functions meaning it can never completely discharge. Handy, when the E-motor is solely responsible for running reverse gear.

McLaren has also developed an all-new eight-speed dual clutch gearbox with the E-motor integrated within the clutch bell-housing, allowing it to transfer torque between it and the engine, meaning the car can run in the zero-emissions mode.

There’s an all-new carbon fibre monocoque and chassis structure that looks similar to other McLaren carbon fibre structures, but actually has new surfaces and is constructed from four new carbon materials. Situated at either end of the monocoque are new aluminium subframes that are designed to absorb impacts which makes them easier to replace. The new structure is optimised for high-performance hybrid applications with a bespoke battery compartment and room for ancillary parts. As is the McLaren way, everything is packaged in a way that promotes lightness, a low centre of gravity, and favourable weight distribution. With a kerbweight of 1,498kg, McLaren claim that Artura is the lightest car in the hybrid-supercar class.

Elsewhere, there rear suspension has been redesigned by splitting the lower wishbone in two to create a multi-link component. This increases rear axle stiffness which gives greater control during accelerating and braking, and enhanced grip levels through corners. Speaking of braking, the discs are carbon ceramics measuring 390mm up front and 380mm at the rear, and the wheels will wear nextgeneration Pirelli P Zero tyres. The fact that McLaren are sticking with an electrohydraulic steering rack, but this time with a greater weight build up away from the centre, is music to our ears as we love the natural feel of McLaren’s set up. Artura is also the first McLaren to get an electronic differential which will also be integrated in to the transmission. The car is already available to order in the UK with prices starting from £185,500.

In terms of McLaren’s line-up, Artura is a natural replacement for the 570S, but more importantly, it gives us a strong insight in to how future McLaren’s – including the eventual 720S replacement and the next batch of Ultimate Series models – will be powered. Mike Flewitt was right, Artura really does represent a landmark moment for the company, and the signs are that despite the creeping influence of battery technology, McLaren’s focus will remain on building stupidly fast yet wonderfully engaging supercars.

“McLaren claim that Artura is the lightest car in the hyrbid supercar class”

The new hybrid engine on the block!

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W W W . S L A M M E D U K . C O . U K

WORDS: NICK PONTING

LOTUS REBORN Lotus take the plunge and call time on their production line to introduce a new range of sports cars. Here’s the info ... itter sweet or simply the news which could transform a brand like Lotus into a big player in the automotive world?

Announcing they will stop building the cars they currently offer for sale is ballsy, but Lotus has done just that. This year their production line will end for all models including the Exige, Elise, Evora and with a whopping £100million cash injection, a new range of British sports cars will be born.

Since the early days, Lotus has been well known for creating sports cars with an iconic design that road and track enthusiasts have bought in their thousands.

They’re also one of the only manufacturers who have successfully created a race car for the road over a sustained period of time, and one that allows you to lap a race track in an impressive time, while still being fun and usable on the public road. The announcement of them scrapping their current models is hard to take, but softened by news of what’s around the corner.

A production prototype of the Lotus Type 131 will commence this year from Hethel, UK, and it’s safe to say it is

B

highly anticipated. The early images look exceptional and on the right kind of lines for a modern day Lotus, but let’s wait for some spy shots before we get too excited.

In addition to their big cash investment, they’ll recruit 250 additional staff to work on their Vision80 strategy. This is in addition to the 670 who have joined Lotus since Geely and Etika took ownership in 2017. Talk about scaling up, it’s impressive stuff from Lotus. What’s reassuring for all Lotus enthusiasts is that many of the team working on the project were there when the Elise was being developed, so you can expect Lotus DNA at its finest, with a modern day twist when the Type 131 hits the road in 2022. This heritage and lightweight DNA is important if Lotus are to retain their existing customers and entice new ones to the brand.

Finally, before manufacturers move their entire production over to focus on EV technology, it looks like we could still have some traditional form of power from what could be Lotus’ last internal combustion engine. The question is, when do the EV variants arrive? Keep an eye out for that one, Elon.

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WORDS: NICK PONTING

EXTREME-E X JENSON Extreme-E has attracted a lot of attention from the great and good of motorsport. Now, Jenson Button joins the grid. ince being announced in 2018, Extreme E has attracted interest from some of the top motorsport stars across the globe. The radical idea of combining a Dakar Rally with the environmentally conscious Formula E has led to the likes of Hamilton, Rosberg, Chip Ganassi and Andretti to independently launch their own campaigns. Now, 2009 Formula One World Champion Jenson Button joins the series not only as a team owner of JBXE but will take his place on the “grid” in Saudi Arabia on April 3-4 2021.

Spending the majority of his racing career on a smooth surface in Formula One, Super GT, FIA World Endurance as well as his recent guest appearance in the British GT Silverstone 500, the popular Brit isn’t a complete stranger to off road racing.

Arguably, one of the most gruelling races of all time, Button competed in the Baja 1000 in 2019 taking on the rough terrain and extreme conditions of the Californian Peninsula.

What’s impressive and actually quite ironic, is how much traction a new off road motorsport series has gained from its original announcement. Button has

S

plenty of experience for company which is what makes this all so highly anticipated.

The entry list is hardly micky mouse. Three World Rallycross Champions, Two World Rally Champions, a Formula One World Champion, Woman’s Trial World Champion and a Pro-4 World Champion. Add, Jamie Chadwick (Formula E World Champion) and Molly Taylor (Australian Rally Champion) and we’re in for a treat.

With the predictability of Formula One nowadays, I think we’re all ready for the excitement of some Rallycross style racing, with a mixture of male and female with over 40 World Championships between them, and a concept none of us have witnessed before, it’s a good job the Championship is covered on TV! Extreme E will kick off in Saudi Arabia on April 3-4 2021 and visit 5 of the most remote corners of the world with the vision and prime goal of highlighting the challenges of climate change as well as promoting sustainability. The race format really does look exciting and you can’t blame Jenson for signing himself as the first driver for JBXE. Is this what we’ve been missing in the Motorsport world?

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COLUMN - BLEE CARSWELL

MADE IN BRITAIN Blee Carswell discusses the not so depressing state of the British motor industy. > Britain doesn’t make cars anymore. Or at least that’s what we’re led to believe. Okay, it’s fair to point out that a Having said that, the impact of the British motoring industry giant such as British Leyland who once enjoyed a 40% share of the extends far beyond what it produces. Instead, the iconic cars of UK car market doesn’t exist anymore. But in 2017 we produced our past and present go on to influence the market in a big way.

1.7 million vehicles, a figure which isn’t far short of the record 1.92 The MX-5 famously takes inspiration from British sports cars of million that were made in 1972. “Oh, but what about Brexit?” I hear yesteryear. Okay, so Mazda did successfully inject some reliability you cry. Well, the reality of that won’t become clear for a little while into the package, but the point still stands - the world’s best-selling yet, but Nissan’s recent decision to commit to the future of its roadster was influenced by us.

Sunderland factory is good news. EV batteries will now be built at Widely praised as the first luxury SUV, Range Rover has gone the location which already produces the Leaf, Juke and Qashqai. on to become one of the most famous names in the automotive It’s also worth remembering that some truly brilliant British world. In reality, it took a while for the Range Rover to evolve from manufacturers are still alive and producing cars on these shores. a utilitarian vehicle to a luxurious one, but it was originally sold You’ve got the likes of Morgan, who have been based at their as ‘a car for all reasons’ and its blend of comfort, practicality and Pickersleigh Road site for over 100 years. capability means it’s still as desirable in There, a team of highly skilled employees 2021 as it was back in the 70s. I also reckon “Ah yes, Rolls Royce, a assemble cars that still feature ash wood a good case can be made for the success name synonymous with of special edition Range Rovers with their frames. You want luxury? Well, what about a beautifully crafted Bentley or Rolls Royce. prices, which helped pave the luxury the world over” high-ticket If demolishing a track is more your style way for the uber-extravagant Rolls Royce then how about a McLaren, Caterham or Cullinan and Bentley Bentayga.

Lotus. Or if you want something a little more mainstream just look Ah yes, Rolls Royce, a name synonymous with luxury the world at the plethora of options available from Mini and Jaguar Land over. The Chanel of the car world and truly a maker of products Rover. Finally, I must mention Aston Martin as they are the brand against which all others are judged. In 1907, their six-cylinder Silver I blame for kick starting my obsession with cars. This is far from Ghost was hailed as ‘the best car in the world’ and in 2021, well, a complete list of manufacturers, but you get the idea; we still turn to page 30 to see what Mark makes of the latest Phantom. produce cars and some bloody good ones at that.

Looking to the future, projects such as the hugely bespoke Gordon An argument could be made that these brands are no longer Murray Automotive T.50 and utterly bonkers Aston Martin Valkyrie technically British due to who owns them, but these days, does will be sure to keep the British car industry in the limelight. that really matter? For example, look at the recent merger between At risk of sounding like somebody who enjoys wearing a Union the French PSA Group and Fiat Chrysler Automobiles. Ram trucks Jack printed suit at the weekends, whilst we might not lead the are part of this new alliance and I doubt anyone is rushing to tell a world in car manufacturing, I reckon we influence and build some of Texan that their beloved pickup truck has a thing for Brie. the finest automobiles ever made.

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automotive & motorsport events shows | meets | drives | track days @carsandcamberevents

COLUMN - VICTOR HARMAN

THE GREAT BRITISH FACE-OFF Victor Harman reminisces on the very famous 1964 Grand Prix at Brands Hatch. > Many of us are probably still recovering from the amazing 2020 Sakhir Grand Prix, and that stunningly mature contention. The leaders were by then lapping some laggards, and performance by young George Russell. We’ll never know how well late overtaking by Clark left Hill stuck behind one of the tail-enders Lewis Hamilton might have performed behind the wheel of Russell’s for far too long. A familiar story, reminiscent of Lewis Hamilton Williams, but that was certainly a race to remember! Let’s go back tactics! Hill got past the backmarker eventually and by lap 40 had to another race to remember, the very first F1 Grand Prix held in pulled the gap back to two seconds, which was as close as he would 1964, the year of Beatlemania, at Brands Hatch in Kent - described get. A record 61st lap had put Clark eight seconds clear of Hill, with by no less than ten times GP winner Gerhard Berger as ‘the best Surtees thirty seconds behind. As with many Lewis Hamilton wins, circuit in the world.’ That alone made it special, but it’s a sad there was no catching Clark once he got in front, and he cruised reminder that Brands was lost to the F1 itinerary after just twelve GP home some two and a quarter hours after the start. It was a Clark, visits, in 1986. What makes it so special for this British themed issue Hill, Surtees, all-British podium. But Clark was then to retire from though is the result, and the participation of eleven British drivers. the next three Grands Prix, and not even make the podium of the Just as interesting as all those home-grown drivers were the British last two races of the ten-race season. It left Hill with 41 points, marques competing – Lotus-Climax, BRM-Climax, Cooper-Climax, seemingly ahead of Surtees with 40 points; but the championship Lotus BRM, and Cooper-Ford. Fourteen of the grid were powered was a best-of-six races formula, leaving Surtees in his Ferrari as a

by BRM - all V8s, with the unblown 1.5 litre controversial champion by one point. A engine specified from 1961 to 1965, and poignant end to the 1964 season was the “It was a Clark, Hill, producing around 200-225bhp. By the time retirement of 1954 Le Mans winner Maurice Surtees, all-British “our Nige” won the very last Brands Hatch Trintignant, at 46 a veteran of 14 years Grand Prix in 1986, engine power had in Formula 1. That all-British podium was podium” quadrupled, and average lap speeds had to be repeated in 1968, with one driver climbed by around 25mph. replaced by another Brit. A bouquet to any readers who can tell us But back to that 1964 race, where interestingly all the runners the one different driver, and the one missing. were racing on British Dunlop tyres. Scotsman Jim Clark (Lotus

Well times have certainly changed, but with six of the -Climax) and Dan Gurney the American, in his BT11 Brabhamcurrent Formula One Grand Prix teams based in the UK, we can Climax, were both running the same Climax engines, and set the justifiably still celebrate Britain as the centre of the Formula One pace, with Graham Hill (BRM) and John Surtees in his Ferrari fighting world, even if another all British podium is a touch improbable. to stay in contact. Gurney had electrical problems though, made But we can also be immensely proud of today’s F1 teams’ various two visits to the pits, and dropped well back, leaving Clark and Hill contributions to the Covid 19 crisis, in developing and producing still sparring, with Surtees still hanging on behind. A few surprise desperately needed innovative PPE and ventilator equipment with excursions revealed that somebody was dropping oil on the circuit, almost the rapidity that they change tyres. They also did their and it made things, well.... interesting. It turned out to be Hailwood, very best to somehow preserve the 2020 season, and to cap it in his Lotus-BRM, who was thereby forced to retire early. The all, Britain’s very own Lewis Hamilton posted his record equalling front three places stayed steady, although Jack Brabham began to seventh World Championship! Who would dare bet against him close up, but then lost time with tyre problems, putting him out of taking the outright record 8th title in 2021?

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STAR

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STRUCK

Only Rolls Royce can get away with claiming they make the best car in the world. But does the latest Phantom live up to expectation?

WORDS: Mark Rose PHOTOS: Dom Ginn

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ecent estimates from the scientific community suggest that there are up to four trillion galaxies in our observable universe, and that ours alone holds up to four-hundred billion stars within its gravitational influence.

Assuming our Milky Way is quite typical, a rough calculation shows that there are potentially 1.6 septillion stars in the section of the universe we can actually view. For context, a septillion is the number 1 followed by 24 zeros. Much like the vastness of intergalactic space, that number is incomprehensible to the human mind.

However, that doesn’t stop the star gazers among us from looking up to the heavens on a clear night and allowing ourselves to become lost in the awe-inspiring beauty of it all. In those moments, you simply live.

After enough time you begin to ponder life’s deepest questions, and even though the stars never reveal any useful answers, you realise that the longer you stare, the more of them you see. It’s one of life’s purest experiences, and it brings true meaning to the phrase ‘out of this world.’

The starlight headliner in the Rolls Royce Phantom is a system that commands its own gravitational effect. Each one is worked on for up to nine hours by two craftspeople who perforate the leather with more than 800 holes, and then fit each perforation with a fibre optic strand at varying depths and angles. Every constellation is bespoke, with each owner given the freedom to commission whatever design they please.

The full beauty of the headliner is best appreciated at night from the rear bench.

With the curtains drawn and your seat reclined, you can’t help but look up in awe.

It’s like having your own slice of the cosmos complete with shooting stars right above your head. It’s breathtaking.

Rolls Royce is fully aware that many owners will spend a considerable amount of time being driven, something that’s evident from the moment you pull open the coach doors and sink in to one of the rear seats. The uncompromised approach to ultimate passenger comfort almost makes the Phantom a car of two halves, not that the driver ever feels short changed, but it’s clear that real attention to detail has gone in to making sure the rear occupants are receiving an unadulterated luxury experience.

The leather in a Rolls is of the finest quality, with the craftspeople at Goodwood opting to use Bull hides as the material is less prone to imperfections. If marks are found on any of the hides then the offending piece is discarded entirely. There are multiple trim materials available, but the piano black veneer in our test car complimented the exterior matte black finish perfectly, and also reflected the lights from the headliner which added further ambiance to the cabin. Nearly every single thing you touch and feel is made by the world’s best craftsmen and women, and

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The front seat of the Phantom is just as inviting as the rear.

A studio quality sound system.

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if there are any carry over parts from parent company BMW, then Rolls Royce do a superb job of rebranding them.

The most obvious item to be flown in from Munich is the infotainment system. It may be a rebranded item, but anyone who’s fiddled with iDrive previously will recognise it in an instant. Rolls Royce’s relationship with in car tech is interesting. You would think that a manufacturer obsessed with creating a bespoke luxury experience would pioneer its own infotainment system, and maybe sometime in the future they will, but its current deal with BMW is telling. Rolls Royce clearly feel that excessive amounts of tech do not make for a true premium experience, and they’re absolutely correct.

The best things in life are often the simplest, and to overcrowd an interior with huge screens and overcomplicate them with a glut of menu options simply detracts from

the manufacturer’s single-minded approach to luxury.

Again, attention has been paid to the things that capture the senses. The ‘Bespoke Audio’ is a sound system that’s integrated in to the car’s architecture, effectively making the Phantom itself a subwoofer.

There are 18 speakers on board with a combined 1,300-watt output, and two active microphones in the cabin which enable an adaptive function which detects changes in frequencies. The aim was to integrate studio quality audio in to the car, and even though I don’t know what studio quality audio sounds like, I will say that Bespoke Audio is the finest in car sound system I’ve ever heard.

The sensory delights do not stop there.

Massage functions and heated seats may seem like par for the course in any luxury vehicle, but here they come with multiple

settings for intensity and are some of the best in any car. There’s shagpile carpet and elevating footrests for your feet, as well as leather trimmed vanity mirrors that can be pulled down from the starlight headliner.

Like to watch films or TV on the move? Then you can option a Rear Theatre Configuration which integrates TV screens in with the rear tray tables, all of which can be operated from a secondary control panel in the central armrest. The best feature, second only to the headliner, are the rear curtains.

Not only can you have them for the side windows, but they also cover the rear window for ultimate in car privacy. Traveling in the back of a Rolls Royce at night, with the stars twinkling above you, the curtains closed and your favourite music pumping from the Bespoke Audio is an unrivalled automotive experience. It’s like living in your very own sphere, protected from the

outside world and all its problems. It offers you a safe haven, a chance to enjoy living in the moment or to quietly reflect on how life led you to the back seat of a Phantom.

In the front seat you benefit from a commanding driving position. The car isn’t just long and wide, it’s also exceedingly tall for a limo. It’s a car that encourages you to set the seat high and upright, so you can observe the Spirit of Ecstasy as it parts the air. To watch the Flying Lady waft effortlessly ahead of you is one of motoring’s great privileges and is reason enough for you to relieve your driver of their duties and take the helm yourself.

Should you decide to allow your chauffeur a day off, you’ll be pleased to discover the Phantom offers a truly unique driving experience. Rumour has it that somewhere in Goodwood is a swear jar with a minimum £100 fine for any Rolls

2.6 tonnes of Roller on the move.

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“To watch the Flying Lady waft effortlessly ahead of you is one of motoring’s great privileges”

Royce employee who dares utter the word “sporty.” Fortunately, this resentment towards dynamism has not come at the expense of straight line performance. The engine is a gargantuan 6.75 litre twinturbocharged V12 with 563bhp and a 664lb ft. The car may weigh 2,560kg at the kerb, but it will still accelerate from rest to 62mph in 4.9 seconds and top out at its 155mph limiter. If you come up against one on the outside lane of a motorway, challenge it at your peril. There’s more than enough performance to show you who the company CEO is.

To the country lanes, and you might be shocked to hear that it handles far more competently than you would expect, certainly when it comes to body management. Don’t misunderstand me, it is absolutely not a car for hustling along the B-road that leads to your country estate, but the active anti-roll bars do a fine job of keeping the Phantom upright. Every touch point you use to control the car is calibrated for smooth and silky driving, and never do

you find the urge to drive it in a way that’s out of character. The steering is lighter than moon dust, the brake pedal has eons of travel, and the eight-speed automatic gearbox does not come with paddles.

There is an entire suite of mechanical and electronical aids to ensure the Rolls doesn’t abstain from its reputation as the most luxurious car on sale. Such systems include self-levelling air springs which can detect movement within the cabin and balance off the suspension accordingly. The suspension is also linked to a windscreen mounted camera which scans the road ahead of you to pre-empt changes in the surface and then adjust the spring and damper rates for uninterrupted ride quality.

The ZF automatic gearbox is linked to a GPS which takes in to consideration the car’s speed and location to ensure you’re in the correct gear for the approaching corner. Rolls Royce has also worked with Continental to co-develop a unique “SilentSeal” tyre which uses a layer of foam within the tyre cavity to reduce sound levels by

Technical Specifications / REDLINE RATING 10/10 | Engine

| Power

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 6,749cc twin-turbo V12

| 563bhp @ 5,250rpm

| 664lb ft @ 1,650rpm

| 4.9 secs

| 155mph

| 2,560kg

| £369,000

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Name a greater British motoring icon.

nine decibels in the cabin. Whether you’re driving or being driven, the Phantom is unparalleled in its ability to separate you from the outside world.

The majesty with which it glides over any road surface redefines the meaning of ride quality, and the accompanying silence only amplifies the refinement. Up front you’ll notice some wind noise – after all, it isn’t the most aerodynamically efficient car on sale – but in the back you hear none of it. In truth, ninety per cent of what you drive over goes unnoticed and the remaining ten makes its way through as nothing but a small rumble.

You would have to be travelling over a truly awful piece of road to be bothered.

There is one small caveat and that concerns low speed manoeuvrability. At 18.9 ft long and 6.6 ft wide, the Phantom takes up a huge amount of space which makes parking and turning in the road somewhat of an ordeal. Even with the rear wheel steering, it transforms simple manoeuvres in to multi-point turns and the vast majority of parking spaces don’t accommodate its considerable length.

Oddly enough, however, once you get used to the proportions it becomes easy to thread between parked cars and small city streets, mainly because the aforementioned rear wheel steering offers it a surprising amount of agility. Just keep in mind though, it is still a very large car and requires you to have some level of spatial awareness.

Something else you become aware of is people’s reactions to the Phantom.

To describe it as imposing would be an understatement. Some would argue that it’s imperious in its demeanour. Whatever you think of the appearance, it clearly has an unrivalled presence, an opulence, an aura that causes people to gravitate towards it. I’m no stranger to cars that command attention, but onlookers gaze at a Phantom as if they’re star struck.

Before we discuss price, it’s worth considering the time, quality and workmanship that goes in to building a car of this calibre. Some automobiles, despite their brilliance, struggle to justify their price tag for various reasons, but not so here. If you can afford it and you want to buy it, then you should do so. And while the cost of one doesn’t come anywhere close to the number of stars in our observable universe, it does start from a point that most people would consider unreachable. It’s £369,000 before options. Our test car came in at just over half a million pounds. An eye-watering amount of money, perhaps, but Rolls Royce is a manufacturer that will pay you back with an automotive experience that is arguably priceless. They will build you a car that you will own and eventually sell like any other vehicle, but it will be a car that you’ll love until the end of time. Not only is the Rolls Royce Phantom completely and utterly out of this world, it’s also the best car in the world.

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SUPER Aston Martin have named their latest DBS Volante ‘Superleggera’, which means super light. But can this uber-GT car also cut it as a sports car?

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LIGHT WORDS: Mark Rose PHOTOS: Harry Hartland

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he name Superleggera, or Superlight when translated in to English, was a construction technique patented in the 1930s by a coachbuilder called Touring of Milan. When designing the DB4, Aston Martin commissioned Touring to build a lightweight chassis for the car, and it was agreed that the Superleggera moniker would grace the production model when it was released in 1959. The construction also underpinned the DB5, DB6, and the ‘all-new’ DBS of 1967 which itself was based on a widened DB6 chassis.

Now, the Superleggera name is back, not because the new Aston Martin DBS is based on an 80 year old construction technique, but because it pays homage to Astons of old and has been built with a philosophy of lightness. The DBS actually shares many of its underpinnings with the DB11, but extensive use of carbon fibre means it undercuts its sibling by 72kg at the kerb. However, our Volante model weighed 1,845kg which makes it 100kg heavier than the coupé, a car that itself is more than 200kg heavier than a Ferrari 812 Superfast.

The Aston then, is not actually a light car, but a poke around the cabin sheds some light on why.

Step inside and it doesn’t take long to realise the DBS is built to be a grand tourer.

It’s a real continent crusher, a long-legged cruiser that will transport you across Europe without breaking a sweat. Aston interiors sometimes come in for a little stick for lacking the quality you would expect from such a prodigious manufacturer, and yes, there are areas that call in to question the car’s £247,500 price, but overall this is a well-executed cabin that’s well built. The leather and carbon fibre trims are exquisite, the electronically operated armrest is unashamedly 007, and the squared off steering wheel with column mounted paddles is oddly intuitive to use.

A couple of things to keep in mind, here. I’ve driven mid-engine supercars with better visibility than the DBS. The coupé shape, dinky rear window and large wing mirrors make for a difficult car to see out of.

Obviously, much of this problem is solved by folding the roof away, but we live in Britain so the weather often puts an end to that solution. Another thing to consider is the infotainment. It’s all previous generation Mercedes gear complete with the clickwheel control. A few years ago, Mercedes bought a share in Aston Martin and donated their AMG V8 along with their old in car tech.

While we have no problems with cash injections and parts sharing arrangements, we do take issue with infotainment graphics that don’t belong in a car with such a considerable starting price. An upshot of the clickwheel setup, however, is the functionality it brings to controlling the

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Blue car. Orange stiching. Perfect.

“It pays homage to Astons of old”

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system. Handy, when you have 715bhp and two driven wheels to negotiate.

The Superleggera may be a comfortable super-GT, but the attention to keeping the weight down means it will run rings round a Bentley Continental GT, dynamically and in terms of performance. No AMG engine here like in V8-powered Astons, the twin-turbo 5.2 litre V12 is their own and it dominates the driving experience.

The power and torque figures place it in a category of performance reserved for some of the fastest road cars money can buy.

715bhp, yes, that’s seven hundred fifteen brake horse power, and a tarmac twisting 663lb ft. Our Volante model completes the zero to 62mph sprint in 3.6 seconds, roof down it will run to 211mph, and with the lid on it will edge out 215mph. Aston Martin purposely gave the DBS a shorter final drive ratio to increase acceleration, and wow

does it pick up some pace, providing you can get the power down. In anything other than bone dry conditions, the rear wheels struggle to get the power to the road, and you regularly find yourself short shifting before the torque spikes and spins the rears up again. Get it hooked up properly and it fires towards the horizon at a truly alarming rate. It doesn’t accelerate with the same urgency as a McLaren 720S (little does), but it comfortably runs with a Lamborghini Huracán Evo, and it outstrips both of them when it comes to top speed.

The engine’s greatest asset, however, is not the power and torque it produces, but the sound. Hood up and you’d be forgiven for thinking the V12 is rather muted, but with the cloth roof stowed away your ears become exposed to the delight of 12 cylinders doing their thing. If the interior sometimes leaves you wondering where

“The engine’s greatest asset, however, is not the power and torque it produces, but the sound”

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“This is a car with a soul that provokes an emotional reaction”

your hard-earned quarter of a million quid went, then the richness of the motor reminds you that it was money well spent.

It doesn’t shout about its superiority over lesser forms of internal combustion, instead, it’s a soundtrack that exudes class and politely reminds those who hear it, that they are subjects in the presence of automotive royalty. It’s arguably at its finest when you glide through town, and listen to it echo down streets and reverberate off shop windows.

If you want a little more edge to your soundtrack, then you can use the driving modes to add some pops and crackles to the exhaust. Nothing obnoxious, just another layer of character. When it comes to modes, Aston Martin has seen fit to offer the driver real options with GT, Sport, and Sport + modes, and the ability to configure your damping separately from your engine mapping. The optimal set up is the powertrain in Sport + and the damping left in its softer GT setting. That way, you benefit from the sharper throttle response and throatier exhaust, but you gain the additional compliance from the softer ride.

Convertible GT cars can often fall victim to the loss of structural rigidity brought on by the lack of a fixed roof, and Aston Martin has combatted this by strengthening the chassis structure, but sometimes even a manufacturer’s best efforts aren’t enough.

That’s not the case in the DBS Superleggera Volante. The chassis is so rigid you don’t feel any of the flex normally associated with a sporty convertible, just a tight, wellbalanced package that entertains and is easy to build rhythm with. The front-mid engine layout with the gearbox positioned behind you also lends the DBS fantastic weight distribution. The nose neatly tucks in to corners, the rear follows faithfully, and even though the chassis feels stiff there’s still enough roll to communicate how much grip you’re using.

The steering also has a lovely heft to it.

It doesn’t brim with feel or feedback but it loads up nicely as you turn the wheel and allows you to accurately place the car on the road. The carbon ceramic brakes measure 360mm at the rear and a colossal 410mm at the front. At first acquaintance they can feel a little grabby, but they offer huge stopping potential and continue to perform free of fade when you really get stuck in to your driving. The eight-speed automatic gearbox is well measured. It doesn’t shift as quickly as the transmissions you’ll find in purposebuilt supercars, but on the other hand, it quietly slips through the cogs when you’re just cruising along. The Volante really comes

The interior was made with some excellent materials.

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in to its own when the weather is fair, the roads are smooth and the journey long. It may not be as luxurious or posses quite the same appetite for long distance traveling as a Bentley Continental GT, but the Aston is still a consummate grand tourer. The seats hug you, the ride is smooth and the overall refinement is excellent. Interference from wind in the cabin is also low, particularly with the windows ups. The rear seats remind me of those in a Ferrari Portofino. Not really big enough for additional passengers but useful for carry on luggage. The fabric roof does take up a fair amount of boot space when folded away, making the 2+2 configuration something of a life saver.

Because no one, wealthy or otherwise, goes cruising across continental Europe without bringing back souvenirs.

Objectively, the Aston Martin DBS

Superleggera Volante is somewhat of a Swiss Army knife. It’s supercar potent but it can be used every single day, it’s GT-car comfortable but is armed with genuine dynamic ability, and because it’s the flagship Aston it carries with it a level of cool that few other cars can match. It makes you look good, if you’re in to that sort of thing.

But to view the DBS objectively is missing the point. This is a car with a soul that provokes an emotional reaction. To observe it parked up is an event in itself.

Muscular yet elegant, bold but beautiful.

It is an achingly gorgeous thing to behold.

But to drive it with the roof folded away and that wonderous V12 engine singing ahead of you offers an experience and feeling that few other cars can replicate. Forget Superleggera, Aston Martin should have called it Bellissima.

Technical Specifications / REDLINE RATING 8/10 | Engine

| Power

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 5,204cc twin-turbo V12

| 715bhp @ 6,500rpm

| 663lb ft @ 1,800rpm

| 3.6 secs

| 215mph

| 1,845kg

| £247,500

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Does the McLaren 720S Spider give away any speed and dynamic ability to the coupé? We road test it to find out ...

WORDS: Mark Rose PHOTOS: Dom Ginn

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couldn’t think of a better way of commemorating the best that Britain has to offer, than taking a real British supercar to a good old seaside town.

Ex-pats may laugh at us from the sandy beaches of mainland Spain, but in truth, they’re the ones who are missing out. What could be better than traditional fish and chips, coastal theme parks, and knackered old arcade games as aged as the tatty buildings they’re housed in? Welcome, to the world famous Southend-on-Sea. Or in Southend’s case, welcome McLaren 720S Spider. On a busy Saturday afternoon, we parked it up outside the arcades just opposite the seafront and watched people’s reactions as they clapped eyes on it. This is the supercar litmus paper test. It may sound superficial, but if it can’t break necks and pull the inner child out of a grown man, then the designers have failed to do their job properly. Needless to say, the McLaren attracted a huge amount of positive attention and it’s in those moments you realise that you really are doing a public service by bringing it out for people to see.

Despite the design being aerodynamically led, the 720S has real theatre about it, particularly with the dihedral doors hinged upwards. And even though it doesn’t have the sharp angles of a Lamborghini or the elegant lines of a Ferrari, it does its own thing and is just as spectacular to look at, if not more so.

Of course, the seaside and convertible supercars actually have a lot in common.

They both require some fair weather to enjoy, or do they? McLaren originally pioneered the carbon fibre tub when they introduced Monocage. Now in its second generation, this rather ingenious piece of engineering allows the majority of the car’s torsional stiffness to exist in the monocoque. With the car’s structural rigidity nestled in the tub, it gives engineers the freedom to remove the roof without having to add extra strengthening and weight back in to the chassis. Weighing just 1,468kg, the 720S Spider is only 49kg heavier than the coupe model, with most of the added kilos coming from the folding roof mechanism.

McLaren claim the convertible drives and performs just as well as the coupé does, and that drivers won’t feel any differences between the two. I’ve previously tested a coupé model, and even though it was some time ago, I couldn’t pick out any difference between it and the Spider.

Perhaps on a track where you can safely push both to their limits you may discover some differentiating factors, but at road speeds, you couldn’t tell them apart. Unlike Southend sea front then, the drop-top 720S is a genuine year round proposition.

However, one thing that isn’t always accessible is the performance. The 4.0 litre twin-turbo V8 engine makes 710bhp and 568lb ft, all of which is fed to the rear

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There’s only one Monte Carlo

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wheels via a seven-speed seamless shift gearbox (SSG). It’s inaccessible because of how much there is, as opposed to the stability systems not being able to get it on to the road. In fact, the electronics do such an impressive job of getting so much power cleanly through the rear wheels, it may as well be witchcraft. This combination of formidable power and tenacious traction make for a level of performance that shouldn’t be unlocked freely on the public road. It’s fast. Very fast. The type of fast that leaves you in shock and awe. It takes just 2.8 seconds to get from rest to 62mph, only another 5 seconds to get to 124mph, and it will keep on going to 212mph. The numbers, however, only tell one side of the story. The way the 720S deploys its power is what really sets it apart from everything else in the supercar class. You feel the speed build from low down in the rev-range, but when the turbos come on song at 4,000rpm,

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you go from moving very quickly to accelerating in to interstellar space. Things happen at such a rate your brain can’t keep up with how much ground you’re covering in such a short space of time. It literally transports you from one place to another, and it is utterly intoxicating.

If you’re someone who doesn’t see much point in having all that performance because you’re not able to use it, then worry not, McLaren has worked to ensure this is a supercar that you can enjoy at any speed.

You’ll never reach what it’s capable of unless you take it to a track, but that’s not to say you can’t enjoy the car at five or six-tenths.

There are Comfort, Sport and Track modes to choose from, each of which is usable on the public highway. Depending on your mood, these modes ramp up areas such as throttle and gearbox responsiveness, they amplify the sound of the engine, and also tighten the suspension and body control.

“It’s fast. Very fast. The type of fast that leaves you in shock and awe.”

The cabin in the 720S is hugley driver focussed.

There are many superlatives that one can use to describe how the McLaren crushes a country lane, but “unbelievable” was the one that often left my mouth when I wasn’t busy gathering my jaw from the driver’s seat. A drive in a 720S is like a rich two-way conversation. There’s an understanding and synergy between pilot and car that’s predominantly found in a lightweight special like a Lotus. The electro-hydraulic steering rack is perfectly judged, walking a fine line between filtering through the bits of the road you want to feel, and the nasty stuff you don’t. The weighting is also spot on – it’s delicate off centre but loads up progressively as you apply increasing amounts of lock.

Something else which sets the McLaren apart from other cars in its class is its suspension set up. Instead of using antiroll bars, the 720S runs with a system called ‘Proactive Chassis Control II’ which hydraulically links all four corners of the car and moves fluid between the dampers to keep the body flat while cornering. Not only is the body control tighter than a drum, but the natural rigidity offered by the carbon tub means the engineers have been able to retain a more forgiving ride. Where some supercars skip and hop over challenging road surfaces, the McLaren smooths over bumps and glides over undulations. This level of compliance combined with the detailed feel through the steering gives you, the driver, absolute confidence in the car and a sense of connection rarely found elsewhere.

Two observations I made when I last drove a 720S surrounded the gearbox and stability control systems. The gear changes were blink and you’ll miss ‘em fast, but I felt Ferrari had stollen a march on team Woking, and that McLaren had some catching up to do. Since then, it would appear the ‘box has been fettled with because this time round, the seven-speed SSG feels every bit as sharp as Maranello’s finest. In track mode, the downshifts are lightning quick and they’re now met with a thunderous crack from the exhaust.

The stability control systems are still extraordinarily clever which is great in wet weather, but less so when it’s dry and you want some fun. In anything beyond mildly damp conditions, you learn to appreciate how much the car protects you from spinning off in to a hedge. Most people aren’t professional racing drivers, and 710bhp through the rear wheels of a light, mid-engine chassis in the hands of a mere mortal is like asking a twelve-year old to down a bottle of whiskey and walk in a straight line. It won’t end well. However,

the systems are so clever they rob you of the ability to exploit the natural chassis balance. The 720S rotates neatly in to corners, rear wheels faithfully following the fronts, but you just get this sense that if the stability control systems we’re just a little less intrusive, you could make the car cut some serious shapes without much provocation.

McLaren also come under some fire for not making the best sounding supercar on sale. If you want a theatrical note then you have to buy a Lamborghini Huracán Evo, end of story. But that’s not to say the 720S doesn’t sound the part, particularly if you buy a Spider. I rather enjoyed how industrial it sounded, and with the roof off you can really indulge in the flutters from the turbos and the mechanical sounds of a

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V8 chattering away behind you. At full chat, it sounds properly angry.

With the lid stowed away, you also increase your headroom by an infinite amount. McLarens have traditionally benefited from great visibility, and despite the rear buttresses which make up part of the roof mechanism, your rear-three quarter view is still relatively uncompromised. The cabin still feels quite small – something that’s a real benefit when it’s a chilly day and you fancy some open top motoring – but the driver-focussed layout and high end materials give it a real sense of occasion.

Three things really stand out when it comes to the interior. The seating position is perfect – all the screens and dials are angled towards you, and the steering wheel is free of buttons. I know I said this in the coupé

Technical Specifications / REDLINE RATING 9/10 | Engine

| Power

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 3,994cc twin-turbo V8

| 710bhp @ 7,500rpm

| 568lb ft @ 5,500rpm

| 2.8 secs

| 212mph

| 1,468kg

| £239,230

review but I’ll roll the comment out again because it’s true. McLaren has paid as much attention to how the driver is positioned in the vehicle as it has the engineering that’s gone in to the rest of the car, and it pays dividends when you want to immerse yourself in the driving experience.

Base price for a McLaren 720S minus a roof is £239,230, but with options our test car was more like £295,000. Yes, it’s a lot of money by any standard, but this is a supercar with hypercar levels of speed.

This is still the best performance car I’ve driven to date, so the choice comes down to whether you want a coupé or a convertible.

My money would still go on the coupé because it’s still 49kg lighter, an entire £25,000 less expensive, and I think it’s a little more elegant to look at. You would

have to be a fan of open top supercars to opt for the Spider.

Historically, the British have been better known for their luxury vehicles and longlegged GT cars. With marques like Lotus and Caterham, we’ve also been known to make a decent sports car, too. Supercars though, were typically left to the Italians, until McLaren introduced the MP4-12C some ten years ago. Since then, Woking has been on a roll, continually improving the product with each new car they churn out. The 720S is a masterclass, a real world beater, a supercar that’s so impressive that in years to come we’ll look back and talk about what a great chapter it represented in McLaren’s history. It’s a performance car yardstick, and if you buy one, you’ll love driving it as much as I have.

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GRAND & GREEN

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Trying to decide whether the Continental GT Convertible is the best version of Bentley’s famous grand tourer isn’t easy in the rain. But we have a go anyway ...

WORDS: Mark Rose PHOTOS: Dom Ginn

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“You elegantly waft along as if you don’t have a care in the world”

he weather in the UK is precarious at the best of times, but autumn truly is a bugger to judge. While winter is consistently dreadful, and spring and summer are annoyingly average, mid-fall is the season that produces all the weathers. Perfect timing then, to test a convertible Bentley Continental GT V8 that’s more South of France than it is North of England. Either the team at Crewe are eternal optimists or they just enjoy trolling their British customer base. I’m being facetious, of course, but nothing says poor timing quite like the arrival of an Apple Green GTC on a grey, sodden day.

If attempting to drive with the roof down when it’s 12 degrees wasn’t enough to attract the attention of passers-by, then the bright paintwork was. What a hue. Easily one of the most outlandish finishes I’ve seen

T

on any car, particularly when GT customers seem hellbent on optioning something that’s easier to sell on after.

Once the car was dropped off, I hastily jumped in and folded the fabric roof away before someone, somewhere, performed the rain dance again. I’ve always admired the appearance of Bentley’s world famous grand tourer, and the latest generation walks a fine line between the old ‘if ain’t broke don’t fix it’ mantra, and also keeping the Conti fresh and relevant. But losing the roof really does accentuate the car’s bolder details, and showing the Granny Smith paintwork some natural light only highlights the car’s muscular stance further.

The changeable weather plagued us for the duration of our five days with the GTC. Well, I say changeable. We were graced with one decent afternoon which conveniently fell on one of the photography days, and

Beluga leather with contrast green stitching was gorgeous.

the rest of it was a wash out. Bentley should have sent us an ark instead. However, our one afternoon of open-top motoring gave us a prime opportunity to test the Conti as Bentley intended, and unsurprisingly, it’s quite the hair dryer. With the roof off, you elegantly waft along as if you don’t have a care in the world. Speed limits no longer become targets to meet, but simply numbers on a sign that are of little interest as you audaciously hold up the traffic behind you. For those who aren’t bothered about being chauffeured around in a big barge, this represents the height of luxury motoring. The ride is supple, the steering weight is just so, and despite its many cylinders and considerable displacement, the engine does little to egg you on.

Soaking up the elements while serenely making your way through the countryside is a pleasure, and it shows you don’t need to

be somewhere hot and sunny to make the most of the GTC’s magic.

With the roof stowed, you’re also able to enjoy the burble from the twin-turbo 4.0 litre V8. Bentley are adamant that if you want a sporting Conti, then this is the motor to pick over their infamous W12.

The V8 is an engine we know well, given its commonality throughout the VW Group.

We’ve previously encountered it in the Audi RS7 and Lamborghini Urus, but here it takes on a personality of its own, choosing to exude class and not snarl away obnoxiously.

Power is still the correct side of plentiful.

In Bentley-guise, it’s tuned to 542bhp and 568lb ft. We know it’s capable of far bigger numbers, but the point in the GTC is to offer brisk straight line performance as opposed to a banzai experience. The figures are more than acceptable for a fast GT car – 0-62mph is seen in 4 seconds and the top speed is

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198mph. We’ve driven a lot of cars recently that generate healthy torque figures relative to their power outputs, and the Conti does not buck that trend. With peak torque available between 1,960rpm and 4,500rpm, this is a car with some serious mid-range shove which adds to the effortlessness with which it gets down the road.

The active all-wheel drive can also send up to 83% of the torque to the rear wheels, giving the GTC a rear-biased feel. And all this twisting force is distributed by an 8-speed dual clutch transmission. I always find Bentley-fettled gearboxes interesting – they’re brilliantly discreet when you want them to be, but never quite crisp enough when you fancy making up time. Finding the correct balance between fast and refined can be tricky, and a little more snap from the ZF would be appreciated when calling for a lower gear.

Now, there is a weight advantage to be had from ticking the V8 checkbox at the dealership, but then going drop-top also adds 170kg of strengthening back in to the overall weight, so what you’re left with is a ‘sporty’ GT car that actually weighs 2,335kg at the kerb. You won’t be shocked to discover that dynamically it doesn’t have a patch on an Aston Martin DBS, but then it’s also more comfortable and a much lovelier place to be – more on that shortly. Having said that, this is still a remarkably nimble car when you consider the mass it carries around, and being able to cycle through Comfort, Bentley, Sport and Individual driving modes gives you the freedom to decide which flavour of GTC you want at any given time. Naturally, there’s some roll in the chassis and needless to say, it’s less rigid than the coupé so you feel it flex and shimmy, particularly when you come across a sudden pothole. That aside, configure it in to Sport mode and it will make easy work of a country road, and because the engine is positioned closer to the driver than it was in the old model, it turns in with a keenness that the previous-gen car could only dream of. Active anti-roll bars all-round, an aluminium double-wishbone suspension set up for the front axle, and a multi-link design for the rear, all make for an exuberant but well mannered B-road companion. Throw in Bentley’s three-chamber air suspension and what you get is a ride with a level of suppleness that’s hard to find elsewhere. As the kids would put it, “it’s got comfort for days.”

Naturally, Bentley’s fanatical approach to luxury motoring also extends to the interior.

Apart from some Audi switchgear on the steering wheel, the Continental GTC has a beautifully appointed cabin. The colour of the Beluga leather has a richness to it, a deeper black that hits differently to the dark finishes found elsewhere.

The rotating clock display is the Bentley’s stand out feature.

Of course, Bentley allow you to spec colours and materials any way you please. Our test car came with piano black and carbon fibre trim, and contrast green stitching which complimented the exterior paintwork beautifully. Many of the instruments were made from aluminium, and some of the main touch points we’re finished with the classic Bentley knurling. Everything you operate within the car has a satisfying weight to it which reminds you that you’re interacting with a quality item, and this attention to detail is what sets Bentley apart from other premium manufacturers. The cabin’s piece de résistance is the rotating dash which has interior trim on one side, the infotainment screen on another, and three exquisitely crafted clockfaces on the

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final rotation.

Crewe’s approach to technology is similar to that found at Goodwood. Give the customer what they need but don’t ram it down their throat. The Conti makes use of Audi’s MMI (Multimedia Interface) infotainment system, but is obviously rebranded to suit. It’s still one of the cleanest and simplest systems in any car and therefore doesn’t draw your attention away from all the other wonderful details in the cabin. What I will say though, was that our press vehicle had the less expensive B&O sound system installed. Whilst it sounded fantastic, it’s not NAIM, so if you care about such things then you should definitely spend the extra money on the superior sound system.

Technical Specifications / REDLINE RATING 8/10 | Engine

| Power

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 3,996cc twin-turbo V8

| 542bhp @ 5,750rpm

| 568lb ft @ 1,960rpm

| 4.0 secs

| 198mph

| 2,335kg

| £167,000

Overall though, the Conti has a first class cabin that’s made from the best materials by some of the world’s most talented craftspeople. Whatever you see, touch and smell is of the highest quality, and it creates an environment that’s perfectly suited to long distance grand touring. Bentley’s attention to cabin quality and detail are currently a cut above everything else in this grand tourer segment of the market, and is justification enough for the convertible Conti’s £167,000 starting price.

Having now tested both the coupé and convertible models, the prevailing question is, which Continental GT should you buy? There are a couple of compromises associated with the drop top: it’s not as rigid as the coupé so dynamically it isn’t

as capable, and overall refinement is ever so slightly compromised in terms of ride quality and wind noise (when the roof is up).

But I can’t help but feel that the convertible is the car that truly embodies the GT moniker. Let me put it like this. If I was going to partake in some cross-continent grand touring, then I would take the GTC because I know that as soon as the weather permitted, I would lose the roof.

There is an intrinsic freedom associated with a topless luxury car that encapsulates what it means to drive without a care in the world. And even when the skies are dull and the weather is unashamedly British, The Bentley Continental GT Convertible serves as a reminder that tomorrow, will be a better day.

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ICON After more than 50 years and four generations, is the Range Rover still the go to car in the SUV class?

WORDS: Mark Rose PHOTOS: Dom Ginn

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“The Range Rover feels just as at home off the road, as it does on it” 68 |

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The steering wheel has a lovely, thin rim.

Drive-by shooting, anyone?

hen considering which SUV we should road test for our British themed issue of the magazine, one particular car stood out as the obvious choice. Yes, the Range Rover. In recent years, Rolls Royce and Bentley have entered the market place with their own luxury high-sided vehicles, but the Range Rover still remains the quintessential British SUV, and the go-to car in its class.

Officially launched in 1970, the first generation Range Rover was produced up until 1996, with earlier models used primarily as utilitarian vehicles, all based on a ladder frame chassis with a basic wash down interior. Fun fact: up until 1981, the car was available in a two-door bodyshell only. 1994 saw the introduction of the second-gen car, number three came in 2001, and the fourth and current generation model arrived in 2012. Over the years, the car has evolved from something of a tool vehicle to a high-end luxury product, while still retaining its reputation as a formidable off-roader. Its breadth of ability and glitzy appeal has earnt it legions of fans the world over, with celebrities, royalty, and even notable gangsters, making the Range Rover their daily driver of choice.

This is a car that would continue to sell even it if were rubbish, but 50 years is a long time to spend perfecting a product, so obviously it’s anything but. One of the first things you notice as you climb aboard is just how big it is. I’m used to driving some very wide vehicles, but the Range requires some mental adjustment before you settle in to it. In terms of height you’re near enough eye-level with bus drivers, such is the size of it. If you want something with real road presence, then make sure you go for an all-black everything spec like our Vogue test car. Obviously, these things are subjective, but we thought our press demo looked straight gangsta, and we loved it!

At two and a half tonnes, the Range Rover is also exceptionally heavy which makes it far from the sportiest car on sale.

Not that anyone who buys a car like this is bothered with getting anywhere in a hurry, but the body does wallow about, particularly through the corners. There is a dynamic driving mode to go with the eco, comfort and off-road settings, and the body control is notably tauter when you engage it, but trying to hustle it does feel like trying to land a jumbo jet down your local airstrip.

Comfort is the default setting and the one that’s best for day to day use. The metric I use to judge luxury cars is ‘waft’, and the Range Rover wafts with some of the best.

It irons out stricken road surfaces like a steamroller on fresh tarmac, glides down the road with real majesty, and does so with very little wind and road noise. Every now and then, the occasional large pothole will send some vibrations through the chassis, and the SD V8 engine is a little pronounced when it’s cold, but the NVH levels are mainly subdued.

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Ah, that engine. Unfortunately, the 4.4 litre diesel V8 has been discontinued, but we were able to enjoy it before this particular press vehicle was de-fleeted ahead of the new model year. Needless to say, the weight blunts the performance so 334bhp is never going to feel fast, but with 546lb ft available, this thing is a complete torque monster. For context, it has more tugging power than a Ferrari 812 Superfast. Zero to 62mph happens in 6.8 seconds and the top speed is 135mph, but the way it piles on miles per hour with very little use of the throttle is what impresses most. The way it gathers pace combined with how it smooths out a road surface makes for an effortless driving experience, which is what you expect of a proper luxury car.

The Range Rover feels just as at home off the road, as it does on it. We’ll complete a full off-road test at a later date, but it would have been rude not to venture off the beaten path while we had it, so we made for some local public byways. What’s more, the weather had been terrible for much of the day so the terrain was somewhat of a mud bath. There are multiple off-road modes available for different surfaces like mud, sand and rock, and there’s also adjustable ride height along with hill descent control.

Although the route wasn’t particularly challenging for a vehicle of this calibre, it did highlight a number of things. Firstly, the extra ride height gives you real confidence when trying to clear raised terrain and deep pools of mud. Secondly, the hill descent feature does a fabulous job of regulating your speed when trundling downhill. Also, we tried part of the course in the car’s comfort mode and then switched to its muddy terrain setting. It was able to gain traction where the wheels would ordinarily slip and it flattered even a novice off-roader like myself. We had real fun, and we’re looking forward to a more comprehensive test in the future.

Whether you’re on the road or off it, the Range Rover is immensely comfortable.

This generation of car has been with us for the best part of 8 years now, and even though it’s had some interior updates, the basic architecture has remained the same.

Despite the age, the cabin still fills fresh and modern, while maintaining strong build quality. All the materials were leather or soft to the touch, and the aluminium and piano black trims added to the high-end atmosphere. Something to consider when optioning Ivory leather is that with time it begins to mark up and develop something of a glaze. Our test car had 17,000 miles on the clock and imperfections were beginning to show, so if you want to keep an immaculate interior then go for one of the other colour choices. The seats are hugely comfortable with pleasant bolstering and multiple adjustment options, and the colossal panoramic glass roof lets an entire solar system’s worth of light in to the cabin. When you consider the Range’s boxy proportions, masses of rear head and leg

You ever seen a car look this gangsta?

room, and tall windows, what you have is an incredibly spacious and airy interior.

As is the way with new cars, tech equals luxury, and Jaguar Land Rover has also jumped on the band waggon. In the front there are no less than three displays, one for the instrument cluster, another for the main infotainment, and an additional screen below that’s configurable depending on what you want to play with. This set up gives you plenty of options depending on what information is important to you. As an example, we used the instrument cluster for our driving data and maps, the main display for music, and the lower screen for driving modes or climate control. Having everything where you like it means you spend less time swiping through menus trying to find a setting, and more time with your eyes on the road. While Meridian hi-fi systems have always sounded good, they’ve never quite been on par with B&O, but the experience in the full-size Range Rover is the best we’ve heard to date.

Needless to say, you want a Range

Rover, and JLR will start by relieving you of £83,465 for a standard wheelbase Vogue.

To set the record straight, Vogue is a trim level not the model designation of the car.

The big Range Rover is just that, the Range Rover. You can also have Westminster, Westminster Black, Vogue SE, and Autobiography trim levels, and if you want to spend big bucks on a truly big car, you can also buy a long wheelbase model which starts from £115,960.

As is always the case with luxury products, you have to pay to play, and this car is no different. What it does, however, is tread a careful line between being mildly accessible while retaining its status as a desirable premium vehicle. It’s not as special as something like a Bentley Bentayga which is many tens of thousands of pounds more expensive, but there’s still a sense of occasion, a pomp if you will, that elevates it above what other European manufacturers are capable of producing. The Range Rover is the British SUV, and given its iconic status, arguably the SUV.

Technical Specifications / REDLINE RATING 8/10 | Engine

| Power

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 4,367cc diesel V8

| 334bhp @ 3,500rpm

| 546lb ft @ 1,750rpm

| 6.8 secs

| 135mph

| 2,495kg

| £83,465

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With its thuggish demeanour, the new Mini JCW GP looks like a Hatch with a bad attitude. But is it any fun?

WORDS: Blee Carswell PHOTOS: Dom Ginn

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020. What a year that wasn’t.

Seemingly anything remotely resembling fun was banned to keep ‘You know what’ at bay, but as the calendar edged closer to 2021, a quick call from the magazine Editor was enough to lift my spirits for a few fleeting moments.

“How would you like a Mini GP for a few days?” He asks. “That’d be ****ing awesome!” I reply.

This is a car that screams fun from every angle which, after an uninspiring festive period, would surely be the perfect tonic to welcome in the new year. Parked on an average terraced street surrounded by monotone mundane metal, the Mini GP looks about as at home as David Beckham wandering around Primark. My first thoughts turn to trying to figure out what the hell this mental looking hot hatch is

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all about.

Well, to give the car its full name, this is the Mini John Cooper Works GP and with a 164mph top speed it is the fastest Mini Hatch you can buy, a fact which is rather fitting because since the 1960s, the name ‘John Cooper’ has been synonymous with one thing: fast Minis. It started when John, who had seen success in the 50s as a constructor of formula racing cars, saw potential in the little Mini’s design. He added a host of engine upgrades, front disc brakes and a close-ratio gearbox, thus creating the legendary Mini Cooper and the even more powerful Cooper S. These iconic little race cars saw huge success in the 60s.

This sparked a lot of interest which resulted in the Cooper and Cooper S being made available to the public.

Fast forward to the 21st century and the John Cooper Works treatment was originally

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offered as dealer fitted tuning kits for the first generation of ‘modern’ Mini. BMW acquired John Cooper Garages in 2008 and from then on, cars ordered with JCW packages would receive the treatment on the production line. Of the JCW cars produced, the most bonkers have always been the GP models.

GPs turn the wick up to 11 – famously coming with a rather aggressive wing, more power and no back seats. They are also produced in limited numbers. Both the first and second-generation GPs, affectionately named GP1 and GP2, were limited to 2000 units. This, the third-generation GP, aka the GP3, is slightly more common with 3000 being built. 575 will be coming to the UK. I’m a sucker for the fact that all are uniquely numbered with graphics dotted around the car telling you what number it is from the production run. Despite its relative commonality, the GP3 is still a rare car and has road presence like little else. To my eyes, it makes much more exotic machinery look bland by comparison.

As is tradition for a GP, underneath the wild body work – which *spoiler alert* doesn’t really do anything for the aerodynamics – sits a plethora of upgrades over the normal JCW. The 2.0 litre 4-cylinder turbocharged engine has received a reinforced crankshaft, a new turbo, a unique exhaust system and an upgraded cooling system to name but a few of the changes.

The GP is also more rigid, sits 10mm lower and has a 20mm wider track than the normal JCW Mini. So, what’s the result of all these changes? Well, this feels like a special car from the second your bum hits the seat.

A feeling which is no doubt helped by the lack of a back bench and a sprinkling of GP details in the cabin – race car vibes indeed.

As you pull away, the first thing you notice is the steering. It’s heavy but quick, immediately giving the car a feeling of agility akin to a mosquito attempting to avoid a swatter. The next thing you’ll notice is the ride, because blimey, is the setup firm.

It feels as though you’re trying to get comfy on a bean bag filled with rubble, but luckily this sort of setup has one major upside – throw it at some corners and the GP is completely unflappable. Show it any angle at any speed, and it just grips and goes round corners with minimal fuss or body roll. This hunkered down feeling inspires oodles of confidence and I soon found myself attacking any sort of corner I could.

Thoughts of ride quality quickly vanishing and a wide grin appearing.

A bit of right foot out of a corner only adds to that grin with the Mini piling on speed at a serious rate. With 302bhp and 332lb ft of torque being sent to its front wheels, the GP never feels short on power.

Leaning on the throttle at low RPM does result in some lag, but the car encourages Someone’s run away with the rear seats ...

you to drive like a hooligan, so that rarely happens. The whole experience sounds pleasant enough, it’s just a shame that euro six compliance means any machine gun like pops on the overrun are strictly off the menu.

Sod’s law dictated that the roads stayed greasy for the duration of the time the car was on test. In these conditions any attempt at meaningful acceleration resulted in a whole host of theatrics. This car is front wheel drive remember! First there’s wheel spin, then the mechanical diff’ tries to sort things out, then (when active) the traction control attempts to remedy the situation.

Finally, the car changes up a gear and it finally grips. A sunny day would go some way to negating this but some delicacy with the throttle is required.

You’ll notice I refer to the car changing up and that isn’t a mistake. The GP is

only available with an 8-speed automatic gearbox. Whilst this may sound criminal, I didn’t mourn the loss of a third pedal. One thing I did miss, though, was the snappiness of a dual clutch box; whilst hard to describe as slow, there was a feeling of laziness to the shifts when using the paddles to change gear manually. The brakes also seemed a step behind the rest of the car’s immediate nature. Whether this is down to the press car having lived a hard life I’m unsure, but there was a lack of bite at the top of the pedal. Not what you want when approaching a corner a little quicker than perhaps you should be.

Back at more sensible speeds, and hard ride aside, the GP is impressively habitable for a car so capable. Bar a red strut brace in place of the rear seats and a few 3D printed GP elements dotted around the cabin, it’s business-as-usual.

“Of the JCW cars produced, the most bonkers have always been the GP models”

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“The car encourages you to drive like a hooligan”

As is traditional for BMW Minis, it’s comfortable, well-appointed and there is a premium feel to the interior and touchpoints. Our test car was fitted with the touring pack which, for £2000 on top of the £35,345 OTR price, includes dual zone air con, heated seats and the Navigation Plus Pack, which is code for an upgraded infotainment system. Whilst not necessarily fitting for a car that screams racetrack, the pack makes sense as the iDrive-esque system is easy to use and features the sort of connectivity we’ve come to expect.

Perched on top of the steering column is a digital instrument cluster which, if I’m being honest, could be better. I accept arguments can be made for not needing an

overly configurable screen to mess about with, however the display itself is pretty small and it’s wedged between an analogue rev counter that’s trying to masquerade as something high tech on one side, and an oversized fuel gauge on the other. Maybe I’m being overly critical, but it feels like a bit of a half-baked effort. Overall, though, despite a cruise to the shops not being what the GP was designed to do, it is more than capable of fulfilling such a task. The lack of any back seats means there is plenty of space for your shopping, too.

The Mini JCW GP isn’t perfect, but its unashamedly flamboyant looks, thug-like attitude to straights and limpet like grip in the corners had me smitten.

Technical Specifications / REDLINE RATING 8/10 | Engine

| Power

| Torque

| 0-62mph

| VMAX

| Weight

| Price

| 1,998cc 4-cyl turbo

| 302bhp @ 5,000rpm

| 332lb ft @ 1,750rpm

| 5.2 secs

| 164mph

| 1,265kg

| £35,345

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interview It’s not every day you get to chat with a Formula 1 World Champion, but at the British GT Silverstone 500, we managed to catch up with Jenson Button.

WORDS: Mark Rose PHOTOS: Dom Ginn

“GT is what it is and it’s a really great championship with lots of manufacturers and lots of different sounding cars”

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he Silverstone 500 is a standout Lamborghini sounds amazing. There isn’t event on the Intelligent Money a Porsche GT3 here but there is a GT Cup British GT Championship Car. GT3s are amazing sounding so that’s calendar, and in 2020 it great and it’s a fantastic championship. attracted the attention of 2009 Formula 1 It’s good [fun] though because the car is World Champion, Jenson Button. JB and his tricky to drive, it bounces a lot and is very life-long friend Chris Buncombe co-own the unpredictable.”

Jenson Team Rocket RJN team which runs a Jenson continued on the car and what he McLaren 720S GT3 car. But despite already hopes to achieve in the race. fielding a car and two fantastic young “I just wish we actually got to test before drivers, Jenson just couldn’t resist the urge we came and raced. But with these low to race at Silverstone for his own team and temperatures we’re just struggling with the alongside his friend. type temps, and compared to our other car A collaboration between championship [the sister car] we struggled some more title sponsor Intelligent Money and Sky, saw and we don’t know why. We pushed as that the F1 champ made his racing return hard as them on the out lap, but we don’t to the home of British motorsport, and the understand why that is. Anyway, we’re event also happened to be Jenson’s GT3 going to go and have some fun today. It’s a race debut. Thanks to Intelligent Money, long race, we’ll keep an eye on the strategy we managed to catch up with Jenson for a because safety cars always mix things up, quick chat before racing got underway. and just hope that we have a bit of pace so Saturday qualifying turned out to be we can race.” a tough day in the office for Jenson and With a grid position of P17 and a total Chris that only rewarded them with P17 of 30 cars lining up to start, the middle of on the starting grid, as lack of testing had the pack can be a treacherous place to start them chasing set up and struggling to find from. Fortunately, Chris made a clean get balance. But prior away and kept out “The car is tricky to the race, Jenson of trouble. The race struck an optimistic was 3 hours long to drive, it bounces tone when asked and they shared a lot and is very how they were the time behind the getting on with the wheel with Chris unpredictable” car and what their taking up driving aspirations for the race were. duties in the first stint, and Jenson bringing “The track was a little bit wet this the car home. They had some good battles, morning which is good because it mixes kept the car in one piece and finished P14 everything up a little bit. Hopefully the race which was a good result when you consider will be the same. Yesterday we massively the problems they had going in to the struggled with the tyres not working. We event. However, with a podium finish, the had shuddering on the tyres so we looked sister car driven by James Baldwin and at the data and there was nothing more we Michael O’Brien showed the true potential could do to get the tyres working, and we of Jenson Team Rocket RJN’s McLaren looked at the dampers because there was a 720S GT3, and along with a P4 finish in the problem with them. We put some different championship, gave the team something to dampers on the car and this morning the celebrate. Once the race was finished and balance was much better. We’re happier, the trophies had been handed out, we also and a lot more confident going in to the managed to grab a quick word with Jenson race. I think Chris needed that as well as in the pitlane, and asked him how he got on he’s starting the race. So, looking forward to with his stint. some action today”.

“Yeah, it was okay. It was fun and we Needless to say, GT3 cars are very finally got a balance that kind of worked, different from F1 cars, but I wanted to and compared to the other McLarens I think dig a little deeper and ask Jenson on the we’re okay”. differences he’s found between them.

You can’t help but get the feeling that “It’s a hell of a lot slower. F1 cars are Jenson and Chris have unfinished business doing 1m 25s round here, and we’re doing with the Silverstone 500, and that if they 1m 57s and 1m 58s, so it’s a lot slower. had the opportunity to test the car and set GT is what it is and it’s a really great it up to their liking, they could have been championship with lots of manufacturers fighting at the sharp end. Hopefully they’ll and lots of different sounding cars. The return for another go in 2021.

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AT THE

We attend the Intelligent Money British GT Championship Silverstone 500, and also take a look ahead to the 2021 season.

WORDS: Mark Rose PHOTOS: Dom Ginn

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RACES

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T

he Intelligent Money British GT Championship is one of the UK’s best loved motor racing championships and attracts a large number of manufacturer customer teams, with a particular focus on British sports cars. Introduced in 1993 by the British Racing Drivers Club, it was originally called the BRDC National Sports GT Challenge, until 1995 when it was changed to the British GT name we know so well today.

In the late 90s, the series fielded some of the most legendary racing cars of all time, including the McLaren F1 GTR, Jaguar XJ220C and Porsche 911 GT1. It was a series for GT1 and GT2 spec cars which were piloted by a mixture of high-level professional racers and amateur drivers.

However, in 2004, the SRO Motorsports Group were brought in as the official British GT promoter and have since ushered in a new, more affordable, yet highly competitive era of GT3 and GT4 racing cars.

One of the big draws of sports car racing is the clear synergy between road and track.

While it’s well documented that Formula 1, and now Formula E, are testbeds for new road car technologies, the fans don’t necessarily see that given the complexities of the technical regulations. With British GT however, you get to see some of your favourite road cars battle it out on track, which in many respects makes it more relevant to the casual motorsport fan. Of course, there’s nothing casual about the racing, and the competition is just as fierce in this championship as it is at the pinnacle of motorsport.

With McLaren, Bentley, Aston Martin, Ferrari, Lamborghini, Mercedes, Porsche and Audi customer squads, the grid is always packed with passionate teams and drivers who compete with the sole aim of winning.

From time to time, the series also attracts the attention of world famous racing drivers, and the recent blue-riband Silverstone 500

Racing gets underway for the Silverstone 500.

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“One of the big draws of sports car racing is the clear synergy between road and track”

was a fine example of just that. 2009 Formula 1 World Champion Jenson Button co-owns Jenson Team Rocket RJN with his life-long friend and Le Mans LMP2 class winner Chris Buncombe. The three hour race at Silverstone was JB’s GT3 race debut and his first time driving for his own outfit, alongside Chris in the #3 McLaren 720S GT3 car. Jenson’s appearance along with some Sky Sports F1 coverage added some star quality to the Silverstone 500, and to a championship trying to operate in the midst of the COVID-19 pandemic. While lack of testing ultimately hampered Jenson’s and Chris’ race with an eventual P14 finish, it was still romantic to see two life-long friends racing for their own team, and hopefully they can return to have another crack at it in 2021.

In terms of results, the sister car piloted

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by James Baldwin and Michael O’Brien made the podium, meaning that Jenson Team Rocket RJN finished 4th overall in the GT3 Teams’ Championship. The day, however, belonged to Barwell Motorsport and drivers Rob Collard and Sandy Mitchell who raced the #78 Black Bull-branded Lamborghini Huracán to victory, and claimed the 2020 GT3 teams’ and drivers’ titles in the process. In the GT4 class, Century Motorsport took the Silverstone win, but it was TF Sport’s Aston Martin that took the overall teams’ and drivers’ title in the hands of Daniel Vaughan and Jamie Caroline. In GTC, it was Team Parker Racing that took the honours in the Porsche with drivers Ryan Ratcliffe and Justin Armstrong.

Despite the event being held behind closed doors, the Silverstone 500 was a fantastic end to what was a condensed

Left to right - Jenson Button, Richard Williams, Chris Buncombe.

Sandy Mitchell and Rob Collard celebrating driver’s and team’s titles for Barwell Motorsport.

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season of racing, and included star appearances, exciting racing and a grid packed with quality cars and drivers.

Looking ahead to the new season, and with the recent announcement that SRO has extended its agreement to organise and promote the series until the end of 2025, British GT once again looks poised to offer plenty of on track entertainment in 2021.

Intelligent Money have also committed to sponsoring the championship for the next five seasons and will be working with SRO to actively promote the series. A healthy 30-car grid is expected for the 2021 with racing set to get underway at Brands Hatch from 22nd May. There will be nine rounds spread across seven weekends, with the championship visiting some of Britain’s most iconic racing circuits. The Silverstone

500 is once again a fixture on the calendar and we can’t wait to watch some on-track action at Spa Francorchamps for the aptly named ‘Spa Speedweek’.

You can watch live coverage of the Intelligent Money British GT Championship for free, via the British GT website and Facebook page, and the GT World YouTube channel. We also recommend attending a race weekend. Watching the racing on screen on is one thing, but witnessing the speed and hearing a GT3 car in person is a whole other experience. Whether you’re listening to Porsche’s legendary flat-six engine, the growl of an AMG V8, or the screaming V10 in the Lamborghini Huracáns and Steller Motorsport’s Audi R8, there will be a road car-turned racing machine for you to enjoy. Make sure to tune in for 2021!

“witnessing the speed and hearing a GT3 car in person is a whole other experience”

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TESTING

We go pre-season driver testing at Donnington Park Circuit with Simon Green Motorsport.

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hile it’s true that deep pockets get you a long way in motorsport, there’s still something to be said for actual talent. Sure, AM categories are a great place for the well-heeled to indulge in some competitive racing, but no one makes it as a PRO without genuine ability, something that Simon Green Motorsport are acutely aware of. The team invited us to a pre-season driver test at Donnington Park Circuit, so we could see first-hand how a racing team goes about choosing which drivers secure seats for the season ahead.

SGM run cars in various championships, but the main focus for the driver test we attended was around Porsche Carrera Cup GB and Cayman Islands Porsche Sprint Challenge GB. Of the three cars being run, two were 911s and the other was a 718 Cayman. Four PRO drivers were being tested – the AMs were run the day before – and all of them managed to complete their programmes.

The actual test day is arguably the easiest part of the driver selection process, or so it would appear to an observer. Clearly there’s a lot of background and logistical work associated with setting up a driver test, but once at the track, the sessions ran to schedule and the drivers got their laps in.

The cars were all fitted with data gathering equipment so that individual performances could be logged and then analysed posttest, which meant the entirety of the day could be given to prepping the cars and keeping the drivers warm between sessions.

I mention warmth, because the weather was abysmal. As is typical of winter in Britain, it was cold, grey and rainy, which made for some challenging on-track conditions. A wet track can catch even the most seasoned racers out, and sure enough, the weather claimed some scalps over the course of the day, but everyone who tested for SGM made it through unscathed.

Another variable to consider were the other cars and drivers on track. Not every garage in the pitlane was running Carrera Cup and Cayman Sprint spec machinery, and with the exception of an F3 car that ran in a completely different session, the 911s were easily the fastest cars on track at any given time. A combination of wet weather and trying to negotiate traffic would have made it difficult to set representative lap times, but all the drivers testing for SGM were in the same boat, so to speak.

Naturally, over the course of the day, certain drivers made more of an impression than others, but ultimately, the decision making process will happen once Simon and his team go through the data. Simon’s ambition for the 2021 season is to ensure SGM are as competitive as possible, and so genuine driver talent is what he’ll be looking for.

W

TIMES

WORDS: Mark Rose PHOTOS: Dom Ginn

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DRIVER’S STUFF The latest products, accessories and merchandise. Reviewed by us.

KeyProtectPro Pouches Are you looking for a portable and premium anti-car theft solution? Then look no further than these Faraday Key pouches.

We’ve previously tested a variety of items from KeyProtectPro and can speak for the quality and effectiveness of their products.

The faraday lining stops the radio frequency from your car keys being transmitted outside the pouch, which prevents relay hackers from using their devices to boost the signal and gain access to your car. Our review units have been tested against a variety of cars by placing the key in the pouch and then attempting to start the car with the fob inside the vehicle. Did any of our test vehicles fire up? Absolutely not.

The product blocks a number of different signals including, calls,

SMS, Wi-Fi, Bluetooth, RFID, 4G, and NFC. Knowing the technology works is one thing, but packaging it attractively and finishing it with quality materials is another, and this is an area where KeyProtectPro excel. Their Faraday pouches are compact and portable, making it easy to conceal your car keys around the home or take your pouch with you on trips away. They’re all finished in quality man-made leather, and are attractive and durable.

Available for just £14.99, you can get the KeyProtectPro Faraday Pouches in tan, black or grey, and if you want to protect multiple sets of keys at once, make sure you check out their premium Faraday Boxes.

Alcanside Phone Cases

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Upgrade the look and feel of your smartphone with these Alcantara cases from Alcanside. Whether you’re rocking an iPhone, Samsung, or other Android device, these luxury phone cases are sure to add an extra layer of style and substance to your smartphone experience.

You know the stuff, Alcantara is a suede-like material that’s widely used throughout the automotive industry. We should know!

Many of the premium and high performance cars we road test are swathed in the stuff, and now you can cover your phone with it. Available in multiple colours, the cases are tailored to fit a wide variety of smartphones without the compromises associated with cheap phone cases. Not only does the Alcantara-clad back feel great in the hand, but the cases also include intricately designed camera cut-outs, and easy access to charging ports, speaker grilles,

and microphones. Our Samsung Galaxy Note 10+ case also came with a separate cut out for its S-pen, which shows Alcanside consider every aspect of the phone’s design before making a case for it. For those of you who sport a large smartphone, worry not. The cases’ slim design means that it adds very little size and weight to your device, and doesn’t take up any of your precious screen real-estate.

Finding a suitable phone case can be tricky and it’s often the case (pun absolutely intended), that phone cases ask you to trade off sleek design and premium feel in return for added protection, but that’s not something to worry about with an Alcantara phone case from Alcanside.

Go to www.alcanside. com today to get your luxury smartphone case. Prices start from just £28 with a 1-3 day delivery window throughout Europe.

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THE WATCH STOP Cars and watches go hand-in-hand, so we thought we should try some out.

The Marloe Watch Company

Coniston White If you’re in to contemporary watches with a classical twist, then you’ll love the Coniston by the Marloe Watch Company.

Since 2015, Marloe has been making watches that go against the current smartwatch trend, instead focusing their efforts on traditional pieces with mechanical movements.

The Coniston Collection takes its name from the Coniston Waters where in 1967, Donald Campbell went on to set four successive water speed records with a top speed of 320mph, at the helm of the Bluebird K7.

However, tragedy struck when on his return attempt, he lost control of his Bluebird and was killed in the process. Prior to one of his records attempts, a journalist asked him if he was ever afraid, to which he replied “Of course I’m afraid, every time I get into the Bluebird. Courage is not being fearless. Courage is overcoming and smashing through fear.”

The phrase “Courage is not being fearless” suits the ambitions of the Coniston Collection well.

At £299, the watch is priced in a competitive area of the market and one that requires some courage to enter. Fortunately, the Coniston is finished with a quality that you’ll struggle to find elsewhere at this price point. The simple yet elegant design is crisp and clean with polished indices and stainless steel hands. It has a polished bespoke case and

measures 40mm in diameter with 20mm lugs. The glass is made from sapphire domed crystal with an anti-reflective coating which helps with scratch resistance, and the watch itself is water resistant to 100 metres. There are a total of 10 strap options, 8 of which are genuine leather and the other 2 being sailcloth. The highlight, however, is the exhibition caseback which reveals the mechanical workings of the watch.

Powering the Coniston is a 17 jewel, Japanese made Miyota 8N33 manual mechanical movement with a 40+ hour power reserve. The movement is accurate to within -15s and +25s a day. In our testing we found the movement to be both smooth and accurate, but the watch does need to be mechanically wound every couple of days and won’t reach its power reserve unless it’s wound fully.

We really enjoyed wearing the Coniston by the Marloe Watch Company. It’s built to a very high standard with great materials, and feels light on the wrist. We were also very impressed with the unboxing experience and presentation of the watch. There are 4 face options to choose from including White, which was our choice, Steel, Black Edition, and Vulcan. Our White variant is also limited to 1,000 pieces, so if you fancy one of these British designed watches for yourself, get your order in now.

marloewatchcompany.com

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THE MOST INTELLIGENT IMMOBILISER™

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OUR PARTNERS

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SPEED SERVICES FOR DRIVERS

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