Drive 11

A U T U M N

2 0 1 5

V O L U M E

# 1 1

A U T U M N 2 0 1 5 V O L U M E # 1 1 THE MAGAZINE FROM H.R. OWEN PLC

T H E

M A G A Z I N E

F R O M

H . R .

O W E N

P L C

AANn I iCcOoNn JjUuSsTt GgOoTt LlAARrGgEeRr

THE NAVITIMER 46 mm

AANn I iCcOoNn JjUuSsTt GgOoTt LlAARrGgEeRr

THE NAVITIMER 46 mm

INFO@LIFEST YLE-BUGATTI.COM

THE ETTORE BUGATTI COLLECTION

ETTORE BUGATTI BOUTIQUE 24-26 BROMPTON ROAD, LONDON MONTE-CARLO MUNICH TOKYO MILAN SHOWROOM

LIFESTYLE-BUGATTI.COM

INFO@LIFEST YLE-BUGATTI.COM

THE ETTORE BUGATTI COLLECTION

ETTORE BUGATTI BOUTIQUE 24-26 BROMPTON ROAD, LONDON MONTE-CARLO MUNICH TOKYO MILAN SHOWROOM

LIFESTYLE-BUGATTI.COM

WELCOME Some see it as radical. Others simply regard it as controversial – a diesel Bentley, what next? But the reality is simple: market trends mean that Bentley needs the Bentayga.

Sales of SUVs are rising all over the globe and a high proportion of existing Bentley owners also own an SUV from Range Rover, Porsche, Cadillac or Audi.

Better to have two Bentleys in the garage, surely?

In a normal year there can be little doubt that Bentayga would take centre stage at this month’s Frankfurt motor show. But this is not a normal year – the show promises to be a classic with the gorgeous new Rolls-Royce Dawn also making its debut: two very different British-built premium luxury cars showing the world how it’s done.

This issue of DRIVE looks at both, with the added bonus of a chat with R-R designer Giles Taylor and an exclusive drive of a Bentayga test mule. We also get our hands dirty looking at how four-wheel drive technology works.

And the Frankfurt theme also includes newcomers from Ferrari, Lamborghini, Bugatti and Aston. Told you Frankfurt was a classic.

The second theme running through this issue is city cool. We take Maserati’s Quattroporte into the heart of the capital and discuss the changing habits of city dwellers with Sotheby’s Realty.

We look at H.R. Owen’s latest chauffeur drive venture – why arrive by taxi when you can really arrive by Ghost – while former road racing cyclist David Millar explains why the latest carbon technology is driving 40-somethings off the golf course and onto the city streets.

Going back in time, we look at Aston Martin’s heritage, remember the high days of making Revell and Airfix kits and cast an eye over the Ferrari Testarossa.

And with the launch of SPECTRE just around the corner, we reveal how you can live the life of Bond… well as far as the clothes, watches, luggage and cars are concerned. You’ll have to get the girls yourself.

As always, we hope you enjoying reading this issue and would love your feedback.

Drop me a line at the e-mail address below.

MATTHEW CARTER Editor-at-Large | DRIVE drive@hrowen.co.uk

C O N TA C T S & ACKNOWLEDGMENTS DRIVE Magazine is published on behalf of H.R. Owen PLC

by RWMG. For all publishing and advertising enquiries please contact: RWMG 6th Floor, One Canada Square Canary Wharf London, E14 5AX T: +44 (0)20 7987 4320 E: info@rwmg.co.uk www.rwmg.co.uk DRIVE EDITORIAL TEAM Tom King: Head of Marketing Matthew Carter: Editor-at-Large Alex Doak: Deputy Editor H.R. OWEN PLC Melton Court Old Brompton Road London SW7 3TD T: +44 (0)20 7245 1122 F: +44 (0)20 7245 1123 E: enquiries@hrowen.co.uk www.hrowen.co.uk RWMG Giles Ellwood: Publisher Eren Ellwood: Managing Director Mark Welby: Creative Director Adam Garwood: Project Manager

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M

Y

CM

MY

CY

CMY

PUBLISHING ENQUIRIES Call Alan Cooke on +44 (0)20 7987 4320 or email a.garwood@rwmg.co.uk

K

ADVERTISING ENQUIRIES Call Rachel Eden on +44 (0)7793 380 012 or email r.eden@hrowenmagazine.co.uk CONTRIBUTORS Nic Cackett, Andrew Frankel, Chris Hall, Richard Bremner, Jonathan Bell, George Chapman, Alejandro Agag Credit also goes to: Rob Cadman (pp53 & pp81-83) G. F. Williams (pp60-64), Drew Gibson (pp70-74),

www.rwmg.co.uk

H.R.OWEN, OFFICIAL DEALER FOR:

RWMG is a member of the Periodical Publishers Association

©COPYRIGHT 2015 H.R.OWEN PLC 2015 Whilst every care has been taken to ensure that the data in this publication is accurate, neither the publisher nor H.R. Owen PLC nor any of its subsidiary or affiliated companies can accept, and hereby disclaim to the maximum extent permitted by law, any liability for any loss or damage that may be caused by any errors or omissions this publication may contain. All rights reserved. No part of this publication may be reproduced, stored in any retrieval system, or transmitted in any form – electronic, mechanical, photocopying, recording or otherwise – without prior written permission of the publisher. Information correct at time of going to press. Views expressed are not necessarily those of the publisher or H.R. Owen PLC. Every effort has been made to trace the copyright holders of material used in this publication. If any copyright holder has been overlooked, we should be pleased to make any necessary arrangements.

08

09

WELCOME Some see it as radical. Others simply regard it as controversial – a diesel Bentley, what next? But the reality is simple: market trends mean that Bentley needs the Bentayga.

Sales of SUVs are rising all over the globe and a high proportion of existing Bentley owners also own an SUV from Range Rover, Porsche, Cadillac or Audi.

Better to have two Bentleys in the garage, surely?

In a normal year there can be little doubt that Bentayga would take centre stage at this month’s Frankfurt motor show. But this is not a normal year – the show promises to be a classic with the gorgeous new Rolls-Royce Dawn also making its debut: two very different British-built premium luxury cars showing the world how it’s done.

This issue of DRIVE looks at both, with the added bonus of a chat with R-R designer Giles Taylor and an exclusive drive of a Bentayga test mule. We also get our hands dirty looking at how four-wheel drive technology works.

And the Frankfurt theme also includes newcomers from Ferrari, Lamborghini, Bugatti and Aston. Told you Frankfurt was a classic.

The second theme running through this issue is city cool. We take Maserati’s Quattroporte into the heart of the capital and discuss the changing habits of city dwellers with Sotheby’s Realty.

We look at H.R. Owen’s latest chauffeur drive venture – why arrive by taxi when you can really arrive by Ghost – while former road racing cyclist David Millar explains why the latest carbon technology is driving 40-somethings off the golf course and onto the city streets.

Going back in time, we look at Aston Martin’s heritage, remember the high days of making Revell and Airfix kits and cast an eye over the Ferrari Testarossa.

And with the launch of SPECTRE just around the corner, we reveal how you can live the life of Bond… well as far as the clothes, watches, luggage and cars are concerned. You’ll have to get the girls yourself.

As always, we hope you enjoying reading this issue and would love your feedback.

Drop me a line at the e-mail address below.

MATTHEW CARTER Editor-at-Large | DRIVE drive@hrowen.co.uk

C O N TA C T S & ACKNOWLEDGMENTS DRIVE Magazine is published on behalf of H.R. Owen PLC

by RWMG. For all publishing and advertising enquiries please contact: RWMG 6th Floor, One Canada Square Canary Wharf London, E14 5AX T: +44 (0)20 7987 4320 E: info@rwmg.co.uk www.rwmg.co.uk DRIVE EDITORIAL TEAM Tom King: Head of Marketing Matthew Carter: Editor-at-Large Alex Doak: Deputy Editor H.R. OWEN PLC Melton Court Old Brompton Road London SW7 3TD T: +44 (0)20 7245 1122 F: +44 (0)20 7245 1123 E: enquiries@hrowen.co.uk

C

M

Y

www.hrowen.co.uk

CM

RWMG Giles Ellwood: Publisher Eren Ellwood: Managing Director Mark Welby: Creative Director Adam Garwood: Project Manager

MY

PUBLISHING ENQUIRIES Call Alan Cooke on +44 (0)20 7987 4320 or email a.garwood@rwmg.co.uk

CY

CMY

K

ADVERTISING ENQUIRIES Call Rachel Eden on +44 (0)7793 380 012 or email r.eden@hrowenmagazine.co.uk CONTRIBUTORS Nic Cackett, Andrew Frankel, Chris Hall, Richard Bremner, Jonathan Bell, George Chapman, Alejandro Agag Credit also goes to: Rob Cadman (pp53 & pp81-83) G. F. Williams (pp60-64), Drew Gibson (pp70-74),

www.rwmg.co.uk

H.R.OWEN, OFFICIAL DEALER FOR:

RWMG is a member of the Periodical Publishers Association

©COPYRIGHT 2015 H.R.OWEN PLC 2015 Whilst every care has been taken to ensure that the data in this publication is accurate, neither the publisher nor H.R. Owen PLC nor any of its subsidiary or affiliated companies can accept, and hereby disclaim to the maximum extent permitted by law, any liability for any loss or damage that may be caused by any errors or omissions this publication may contain. All rights reserved. No part of this publication may be reproduced, stored in any retrieval system, or transmitted in any form – electronic, mechanical, photocopying, recording or otherwise – without prior written permission of the publisher. Information correct at time of going to press. Views expressed are not necessarily those of the publisher or H.R. Owen PLC. Every effort has been made to trace the copyright holders of material used in this publication. If any copyright holder has been overlooked, we should be pleased to make any necessary arrangements.

08

09

contents

AUTUMN 2015 // VOLUME #11

C OV E R S TO RY

46

FRANKFURT SPECIAL: BENTLEY BENTAYGA After years of promises and months of teasing, the most radical Bentley in the company’s history is finally here. Matthew Carter gets under the skin of this SUV to end all SUVs, while Richard Bremner gets a taste of its formidable off-road capabilities.

46.

70.

50.

F E AT U R E S

50

54

FRANKFURT SPECIAL: ROLLS-ROYCE DAWN Whatever you do, don’t call it a Wraith with the roof chopped off – this super-slick convertible is everything a modern Rolls should be.

REGULARS

65

BOY’S TOYS: SUPERMODELS So many of us spent our childhood swathed in the heady fumes of polystyrene cement and thinners, thanks to Airfix and Revell.

70

UNDER LOCK & KEY: ASTON MARTIN WORKS HERITAGE SERVICES Behind closed doors at Aston’s old factory in Newport Pagnell lies a sensory overload of metal, all getting the A+ treatment.

FRANKFURT SPECIAL: METAL THAT MATTERS The best of the rest from Germany’s biggest annual car show, including Aston Martin’s DB9 GT Bond Edition and the Lamborghini Hurácan Spyder.

76

57

60

10

SUPERCAR TECH: FOUR-WHEEL DRIVE Chris Hall gets to grips with a relative newcomer to the world of highperformance cars: the ability to drive all wheels at once.

THE URBAN EDGE: MASERATI QUATTROPORTE Maserati’s sleekly versatile four-door is the ultimate city limo’ for the man to whom style is all about low-key contemporary cool.

84

TWO WHEELS GOOD, SIX WHEELS BETTER: DAVID MILLAR Newly signed to Maserati is one of Britain’s greatest cyclists – charismatic, stylish and fast. Rather like his Ghibli in fact.

RISE OF THE MICRO MACHINES: CONCEPT WATCHES While watches continue to tick with centuries-old mechanics, the materials and designs encasing them couldn’t be more cutting-edge.

16

FRONT SEAT: NEWS, REVIEWS, CULTURE Our new-look front section embraces the best of car culture, and reveals the latest models on the H.R. Owen forecourt.

33

AUTOMOBILIA: FURNITURE AND 007 The latest luxury furniture inspired by luxury cars, plus how best to get your James Bond on.

39

ROAD TRIP: ENGLISH WINE SPECIAL Make a tour of south England and witness our fair isle’s blossoming viniculture first-hand.

81

MEET THE EXPERT: SHARON WRIGHT The woman heading up H.R. Owen’s groundbreaking new Chauffeur Drive and Luxury Hire services.

90

AT YOUR SERVICE: MICHELLE VAN VUUREN United Kingdom Sotheby’s International Realty’s managing director on the London property boom.

96

THE BACK SEAT: ALEJANDRO AGAG

11

contents

AUTUMN 2015 // VOLUME #11

C OV E R S TO RY

46 FRANKFURT SPECIAL: BENTLEY BENTAYGA After years of promises and months of teasing, the most radical Bentley in the company’s history is finally here. Matthew Carter gets under the skin of this SUV to end all SUVs, while Richard Bremner gets a taste of its formidable off-road capabilities.

46.

70.

50.

F E AT U R E S

50 FRANKFURT SPECIAL: ROLLS-ROYCE DAWN Whatever you do, don’t call it a Wraith with the roof chopped off – this super-slick convertible is everything a modern Rolls should be.

54

FRANKFURT SPECIAL: METAL THAT MATTERS The best of the rest from Germany’s biggest annual car show, including Aston Martin’s DB9 GT Bond Edition and the Lamborghini Hurácan Spyder.

57 SUPERCAR TECH: FOUR-WHEEL DRIVE Chris Hall gets to grips with a relative newcomer to the world of highperformance cars: the ability to drive all wheels at once.

60 THE URBAN EDGE: MASERATI QUATTROPORTE Maserati’s sleekly versatile four-door is the ultimate city limo’ for the man to whom style is all about low-key contemporary cool.

REGULARS

65 BOY’S TOYS: SUPERMODELS So many of us spent our childhood swathed in the heady fumes of polystyrene cement and thinners, thanks to Airfix and Revell.

70 UNDER LOCK & KEY: ASTON MARTIN WORKS HERITAGE SERVICES Behind closed doors at Aston’s old factory in Newport Pagnell lies a sensory overload of metal, all getting the A+ treatment.

76 TWO WHEELS GOOD, SIX WHEELS BETTER: DAVID MILLAR Newly signed to Maserati is one of Britain’s greatest cyclists – charismatic, stylish and fast. Rather like his Ghibli in fact.

84

RISE OF THE MICRO MACHINES: CONCEPT WATCHES While watches continue to tick with centuries-old mechanics, the materials and designs encasing them couldn’t be more cutting-edge.

16 FRONT SEAT: NEWS, REVIEWS, CULTURE Our new-look front section embraces the best of car culture, and reveals the latest models on the H.R. Owen forecourt.

33 AUTOMOBILIA: FURNITURE AND 007 The latest luxury furniture inspired by luxury cars, plus how best to get your James Bond on.

39 ROAD TRIP: ENGLISH WINE SPECIAL Make a tour of south England and witness our fair isle’s blossoming viniculture first-hand.

81 MEET THE EXPERT: SHARON WRIGHT The woman heading up H.R. Owen’s groundbreaking new Chauffeur Drive and Luxury Hire services.

90

AT YOUR SERVICE: MICHELLE VAN VUUREN United Kingdom Sotheby’s International Realty’s managing director on the London property boom.

96 THE BACK SEAT: ALEJANDRO AGAG

10

11

FR ANKFURT MOTOR SHOW SPECIAL

BUGATTI VISION GR AN TURISMO [ Tu r n to pa g e 5 4 f o r t h e f u l l g r i d ] 16

17

FR ANKFURT MOTOR SHOW SPECIAL

BUGATTI VISION GR AN TURISMO [ Tu r n to pa g e 5 4 f o r t h e f u l l g r i d ] 16

17

AUTUMN 2015 // VOLUME # 11

FRONT SEAT

THE CHAPAR

NEW MODELS // NEWS + EVENTS // INSIDE THE FACTORY // KNOWLEDGE = POWER // // CHARITY WORK

LOV E C L OTHES HATE SHOPPI N G

LAMBORGHINI AVENTADOR SUPERVELOCE

PRONTO! The rear wing worthy of a fighter jet is all you need to know that this is a Bull that means business.

With increased power, lower weight and improved aerodynamics, the Aventador LP 750-4 Superveloce – Lambo’s first “SV” since the Murcielago’s final bow in 2009 – is the marque’s most pure incarnation of raw power and handling. Beyond that spoiler though, the main focus has actually been on the stuff you can’t see; a weight reduction of 50kg through major deployment of carbon and abstemious cabin appointments.

S IG N U P | STYL I ST CONSULTATI ON | H A N D - P IC K ED C L OTHES | TRUNK D EL I VERED

READ NIC CACKETT’S BREATHLESS FIRST EXPERIENCE OF THE SV OVERLEAF…

W W W.THEC HAPAR .COM 17

AUTUMN 2015 // VOLUME # 11

FRONT SEAT

THE CHAPAR

NEW MODELS // NEWS + EVENTS // INSIDE THE FACTORY // KNOWLEDGE = POWER // // CHARITY WORK

LOV E C L OTHES HATE SHOPPI N G

LAMBORGHINI AVENTADOR SUPERVELOCE

PRONTO! The rear wing worthy of a fighter jet is all you need to know that this is a Bull that means business.

With increased power, lower weight and improved aerodynamics, the Aventador LP 750-4 Superveloce – Lambo’s first “SV” since the Murcielago’s final bow in 2009 – is the marque’s most pure incarnation of raw power and handling. Beyond that spoiler though, the main focus has actually been on the stuff you can’t see; a weight reduction of 50kg through major deployment of carbon and abstemious cabin appointments.

S IG N U P | STYL I ST CONSULTATI ON | H A N D - P IC K ED C L OTHES | TRUNK D EL I VERED

READ NIC CACKETT’S BREATHLESS FIRST EXPERIENCE OF THE SV OVERLEAF…

W W W.THEC HAPAR .COM 17

F R O N T

S E A T

F R O N T

S E A T

DRIVE // DIARIES OUT!

R E G E N T S T R E E T M OTO R S H OW

LAMBORGHINI AVENTADOR LP 750-4 SUPERVELOCE V12

YELLOW BUT NOT MELLOW THE BULL’S LATEST STRIPPED-BACK “SV” KNOCKS THE SOCKS OFF NIC CACKETT Marvelling at the Lamborghini Aventador has always been easy. Its physically huge, hand-assembled 6.5-litre V12 is cradled amid a carbon-fibre monocoque, and clad in a groundswell of stealth fighter-inspired creases. It’s a supercar thoroughbred, generating attention almost as abundantly as it produces sound and heat shimmer. What it hasn’t been though, is as viscerally involving as previous V12 Bulls. Thunderously fast, yes – but a little clinical, perhaps.

Lamborghini has practically laminated the Aventador’s hardened carbon tub in Alcantara, and fitted the kind of statuesque bucket seats that make a greyhound’s rib cage look well padded

OPTIONAL EXTRA

W H I R LW I N D, I N A D A S H IF YOU’RE GOING FOR A BESPOKE “MULLINER” BENTLEY BENTAYGA, YOU NOW HAVE ONE PARTICULARLY CR AZY OPTION FOR YOUR DASHBOARD Self-confessed “watchnerds” will be going weak at the knees over this, because the tourbillon – meaning “whirlwind” in French – is usually reserved for only the finest, most exclusive timepieces, usually costing north of £50,000. Originally invented by Abraham-Louis Breguet over 200 years ago, it tumbles the ticking escapement over and over, evening-out gravity’s downward “squashing” effect on the delicate balance spring, as a pocket watch sits upright in your pocket all day. It’s a marvel of micro-mechanical craftsmanship, and with wristwatches now the prevalent

18

format of timekeeping – your wrist actually performing plenty of tumbling itself – the tourbillon has come to serve as a badge of honour rather than a timekeeping aid.

So in fact, with Bentley’s Mulliner division now offering a beautifully finished Breitling tourbillon dash-clock as an option for the new off-road Bentayga (see page 46), the tourbillon has been restored to its original purpose (unless you’re in the habit of tumbling your car regularly) as well as a quite wonderful talking point. And, yes, a real badge of honour, as if your Mulliner Bentley wasn’t special enough…

The answer comes in the shape of this, the LP 750-4 SuperVeloce.

Lamborghini’s track-orientated hallmark was previously stamped on the Murcielago and Diablo to memorable effect, and here it does much the same job: extracting yet more power from the V12 while mercilessly subtracting extraneous flab. In the Aventador, the latter is a little hard to come by so there’s even more carbonfibre in its angular paneling, and the interior has been stripped to the bone.

Elsewhere, the search for a superfluous 50kg might have made the cabin disproportionally spartan, but the SV’s innards are big-budget abstemiousness writ large, and quite sublime. Lamborghini has practically laminated the Aventador’s hardened carbon tub in Alcantara, and fitted the kind of statuesque bucket seats that make a greyhound’s rib cage look wellpadded. With the door’s now skinned in yet more carbon-fibre and the footwells filled with beautiful bare metal floormats, the uncompromising mindset is contagious.

This isn’t, however, a prelude to a hammer and tongs driving experience.

In place of savagery, the SV has had

the Aventador’s missing subtlety conscientiously dialled in. Initially, and unexpectedly, this manifests itself in the ride, which with the re-calibrated magnetorheological adaptive dampers in Strada mode, outstrips the standard model’s comfort levels. Taut, it unequivocally remains, yet there is a real delicacy now to how it negotiates unevenness; leaving you with a groundhugging awareness of the road surface.

That alone would be sufficient for the SV to endear itself to British buyers, but there’s more. The Aventador’s steering has been overhauled to the extent where its variable ratio rack now rewards the wrists with a malleable weightiness that hardly feels processed at all; its newfound accuracy and speed encouraging extreme liberties be taken with the car’s prodigious traction.

Bad for the longevity of your licence perhaps, yet very good for the Aventador’s relationship with its mighty powerplant. Previously the V12’s connection to all four wheels was immediate, with overwhelming levels of power just a tap of the right foot away.

Now, even endowed with an extra 50bhp courtesy of a new exhaust and higher rev limit, the extraordinary performance at big crank speeds seems even easier to harness, and, in the corners, better able to exert an influence on the chassis dynamic.

In short? Perhaps the most visceral, exhilarating and engaged Aventador yet. hrowen.co.uk/Lamborghini LAMBORGHINI AVENTADOR LP 750-4 SUPERVELOCE PRICE

£321,743

POWER

740bhp at 8400rpm

TORQUE

509lb ft at 5500rpm

KERB WEIGHT

1525kg (dry)

TOP SPEED

217mph

0-62MPH

2.8sec

ECONOMY

17.7mpg

31 OCTOBER: With John Nash’s sweeping London thoroughfare closed to traffic from Oxford Circus to Piccadilly Circus all day Saturday, huge crowds are expected at this free-to-view motor show – a self-styled “Mile of Style”. Celebrating the earliest days of motoring with the pre-1905 veteran cars on display as part of the prestigious EFG International Concours d’Elegance, a stunning array of present day and yesteryear cars is an exciting opportunity to get a glimpse of what the future of motoring might hold. regentstreetmotorshow.com

DRIVE ROLLS-ROYCE: // DIARIES OUT!

LO N D O N TO BLaunch R I G H TO N Aeroboat

1 NOVEMBER: And why not make a weekend of it, with this beloved event following on from the Regent Street Motor Show the following Sunday? A truly magnificent spectacle that offers members of the public a rare opportunity to view 500 pre1905 vehicles travel en masse along public roads. There are many places and ways to view the cars along the 60 miles from Hyde Park to Madeira Drive, so check the website for the route. veterancarrun.com

19

F R O N T

S E A T

F R O N T

S E A T

DRIVE // DIARIES OUT!

R E G E N T S T R E E T M OTO R S H OW

LAMBORGHINI AVENTADOR LP 750-4 SUPERVELOCE V12

YELLOW BUT NOT MELLOW THE BULL’S LATEST STRIPPED-BACK “SV” KNOCKS THE SOCKS OFF NIC CACKETT Marvelling at the Lamborghini Aventador has always been easy. Its physically huge, hand-assembled 6.5-litre V12 is cradled amid a carbon-fibre monocoque, and clad in a groundswell of stealth fighter-inspired creases. It’s a supercar thoroughbred, generating attention almost as abundantly as it produces sound and heat shimmer. What it hasn’t been though, is as viscerally involving as previous V12 Bulls. Thunderously fast, yes – but a little clinical, perhaps.

Lamborghini has practically laminated the Aventador’s hardened carbon tub in Alcantara, and fitted the kind of statuesque bucket seats that make a greyhound’s rib cage look well padded

OPTIONAL EXTRA

W H I R LW I N D, I N A D A S H IF YOU’RE GOING FOR A BESPOKE “MULLINER” BENTLEY BENTAYGA, YOU NOW HAVE ONE PARTICULARLY CR AZY OPTION FOR YOUR DASHBOARD Self-confessed “watchnerds” will be going weak at the knees over this, because the tourbillon – meaning “whirlwind” in French – is usually reserved for only the finest, most exclusive timepieces, usually costing north of £50,000. Originally invented by Abraham-Louis Breguet over 200 years ago, it tumbles the ticking escapement over and over, evening-out gravity’s downward “squashing” effect on the delicate balance spring, as a pocket watch sits upright in your pocket all day. It’s a marvel of micro-mechanical craftsmanship, and with wristwatches now the prevalent

18

format of timekeeping – your wrist actually performing plenty of tumbling itself – the tourbillon has come to serve as a badge of honour rather than a timekeeping aid.

So in fact, with Bentley’s Mulliner division now offering a beautifully finished Breitling tourbillon dash-clock as an option for the new off-road Bentayga (see page 46), the tourbillon has been restored to its original purpose (unless you’re in the habit of tumbling your car regularly) as well as a quite wonderful talking point. And, yes, a real badge of honour, as if your Mulliner Bentley wasn’t special enough…

The answer comes in the shape of this, the LP 750-4 SuperVeloce.

Lamborghini’s track-orientated hallmark was previously stamped on the Murcielago and Diablo to memorable effect, and here it does much the same job: extracting yet more power from the V12 while mercilessly subtracting extraneous flab. In the Aventador, the latter is a little hard to come by so there’s even more carbonfibre in its angular paneling, and the interior has been stripped to the bone.

Elsewhere, the search for a superfluous 50kg might have made the cabin disproportionally spartan, but the SV’s innards are big-budget abstemiousness writ large, and quite sublime. Lamborghini has practically laminated the Aventador’s hardened carbon tub in Alcantara, and fitted the kind of statuesque bucket seats that make a greyhound’s rib cage look wellpadded. With the door’s now skinned in yet more carbon-fibre and the footwells filled with beautiful bare metal floormats, the uncompromising mindset is contagious.

This isn’t, however, a prelude to a hammer and tongs driving experience.

In place of savagery, the SV has had

the Aventador’s missing subtlety conscientiously dialled in. Initially, and unexpectedly, this manifests itself in the ride, which with the re-calibrated magnetorheological adaptive dampers in Strada mode, outstrips the standard model’s comfort levels. Taut, it unequivocally remains, yet there is a real delicacy now to how it negotiates unevenness; leaving you with a groundhugging awareness of the road surface.

That alone would be sufficient for the SV to endear itself to British buyers, but there’s more. The Aventador’s steering has been overhauled to the extent where its variable ratio rack now rewards the wrists with a malleable weightiness that hardly feels processed at all; its newfound accuracy and speed encouraging extreme liberties be taken with the car’s prodigious traction.

Bad for the longevity of your licence perhaps, yet very good for the Aventador’s relationship with its mighty powerplant. Previously the V12’s connection to all four wheels was immediate, with overwhelming levels of power just a tap of the right foot away.

Now, even endowed with an extra 50bhp courtesy of a new exhaust and higher rev limit, the extraordinary performance at big crank speeds seems even easier to harness, and, in the corners, better able to exert an influence on the chassis dynamic.

In short? Perhaps the most visceral, exhilarating and engaged Aventador yet. hrowen.co.uk/Lamborghini LAMBORGHINI AVENTADOR LP 750-4 SUPERVELOCE PRICE

£321,743

POWER

740bhp at 8400rpm

TORQUE

509lb ft at 5500rpm

KERB WEIGHT

1525kg (dry)

TOP SPEED

217mph

0-62MPH

2.8sec

ECONOMY

17.7mpg

31 OCTOBER: With John Nash’s sweeping London thoroughfare closed to traffic from Oxford Circus to Piccadilly Circus all day Saturday, huge crowds are expected at this free-to-view motor show – a self-styled “Mile of Style”. Celebrating the earliest days of motoring with the pre-1905 veteran cars on display as part of the prestigious EFG International Concours d’Elegance, a stunning array of present day and yesteryear cars is an exciting opportunity to get a glimpse of what the future of motoring might hold. regentstreetmotorshow.com

DRIVE ROLLS-ROYCE: // DIARIES OUT!

LO N D O N TO BLaunch R I G H TO N Aeroboat

1 NOVEMBER: And why not make a weekend of it, with this beloved event following on from the Regent Street Motor Show the following Sunday? A truly magnificent spectacle that offers members of the public a rare opportunity to view 500 pre1905 vehicles travel en masse along public roads. There are many places and ways to view the cars along the 60 miles from Hyde Park to Madeira Drive, so check the website for the route. veterancarrun.com

19

F R O N T

S E A T

DRIVE THE ROUTE

FERRARI

E45 BOLOGNA

SS12

A1

E76 FLORENCE

FUN AS STANDARD

Like Andrew, why not take your 488 GTB to task in the beautiful Tuscan countryside?

[ FIRST DRIVE ] ANDREW FR ANKEL FINDS MAR ANELLO’S NEW MID-ENGINED V8 FLAGSHIP TO BE THE MOST JOYOUS YET

I

guess the question in most urgent need of an answer is how much faster is this new Ferrari 488 GTB than the 458 it replaces.

Well its brand new 3.9-litre twin turbo V8 has 660bhp, an entire 100bhp more than the 458. Simple as that? Well not really. Because like all normal engines the 458 motor can only generate maximum power for an instant, whereas the 488 engine has 660bhp whether you are at 6000rpm, 8000rpm or anything in between. Accelerate a 458 as hard as you can and, on average you’ll have 510bhp under your right foot, so the real difference is 150bhp. And the 488 GTB is lighter.

Except the car feels even faster than that, because not only does the new engine have 40 per cent more torque, it’s developed at half the revs required by the 458. So forgive the long explanation but what we’re dealing with here is a car that’s not merely faster than the 458 but on an entirely different level. Think as powerful as an Enzo, but quicker around a track.

The 488 GTB is essentially an entirely new car, with only the roof, glass house, steering and gearbox surviving from the 458. You can see the more muscular, pumped up looks but the really clever stuff

20

lurks out of sight. Like the 12 different aluminium alloys that go into its super stiff structure, or the titanium alloy turbos mounted on shafts borne by ball bearings to entirely eliminate turbo lag. And to make the engine still feel like a traditional Ferrari motor, the engine comes with different programming for each one of the seven gears, only allowing unlimited torque in top. Despite this, the 488 GTB can activate the traction control on a completely dry, straight road.

In third gear.

But all that performance would be at best useless and at worst a menace without a chassis to

manage it, but the truth is this is the easiest mid-engined Ferrari to drive fast at least since the original Dino and possibly ever. Brilliant balance, exceptional suspension and the best power steering yet fitted to a Ferrari make this not just a devastatingly fast car, but an endlessly entertaining one too.

In short it represents the single biggest advance in mid-engine production Ferrari road car ability in the 47 years Maranello has been making them. Drive one and see for yourself.

hrowen.co.uk/Ferrari

Our first-drive press experience was based out of Ferrari’s HQ in Modena.

On day one we experienced the car’s blistering performance on the legendary Fiorano test track, but on day two it was time to stretch the 488 GTB’s legs out in the rolling hills of EmiliaRomagna and Tuscany – the natural habitat for any red Ferrari, away from the track.

The combination of stunning scenery, fast corners, long straights and relatively little traffic makes for a sumptuous holiday drive. Simply head southwest from Modena, then loop counterclockwise via Pistoia, towards Florence, and back up via Bologna.

“This is the easiest midengined Ferrari to drive fast at least since the original Dino and possibly ever”

F R O N T

S E A T

DRIVE THE ROUTE

FERRARI

E45 BOLOGNA

SS12

A1

E76 FLORENCE

FUN AS STANDARD

Like Andrew, why not take your 488 GTB to task in the beautiful Tuscan countryside?

[ FIRST DRIVE ] ANDREW FR ANKEL FINDS MAR ANELLO’S NEW MID-ENGINED V8 FLAGSHIP TO BE THE MOST JOYOUS YET

I

guess the question in most urgent need of an answer is how much faster is this new Ferrari 488 GTB than the 458 it replaces.

Well its brand new 3.9-litre twin turbo V8 has 660bhp, an entire 100bhp more than the 458. Simple as that? Well not really. Because like all normal engines the 458 motor can only generate maximum power for an instant, whereas the 488 engine has 660bhp whether you are at 6000rpm, 8000rpm or anything in between. Accelerate a 458 as hard as you can and, on average you’ll have 510bhp under your right foot, so the real difference is 150bhp. And the 488 GTB is lighter.

Except the car feels even faster than that, because not only does the new engine have 40 per cent more torque, it’s developed at half the revs required by the 458. So forgive the long explanation but what we’re dealing with here is a car that’s not merely faster than the 458 but on an entirely different level. Think as powerful as an Enzo, but quicker around a track.

The 488 GTB is essentially an entirely new car, with only the roof, glass house, steering and gearbox surviving from the 458. You can see the more muscular, pumped up looks but the really clever stuff

20

lurks out of sight. Like the 12 different aluminium alloys that go into its super stiff structure, or the titanium alloy turbos mounted on shafts borne by ball bearings to entirely eliminate turbo lag. And to make the engine still feel like a traditional Ferrari motor, the engine comes with different programming for each one of the seven gears, only allowing unlimited torque in top. Despite this, the 488 GTB can activate the traction control on a completely dry, straight road.

In third gear.

But all that performance would be at best useless and at worst a menace without a chassis to

manage it, but the truth is this is the easiest mid-engined Ferrari to drive fast at least since the original Dino and possibly ever. Brilliant balance, exceptional suspension and the best power steering yet fitted to a Ferrari make this not just a devastatingly fast car, but an endlessly entertaining one too.

In short it represents the single biggest advance in mid-engine production Ferrari road car ability in the 47 years Maranello has been making them. Drive one and see for yourself.

hrowen.co.uk/Ferrari

Our first-drive press experience was based out of Ferrari’s HQ in Modena.

On day one we experienced the car’s blistering performance on the legendary Fiorano test track, but on day two it was time to stretch the 488 GTB’s legs out in the rolling hills of EmiliaRomagna and Tuscany – the natural habitat for any red Ferrari, away from the track.

The combination of stunning scenery, fast corners, long straights and relatively little traffic makes for a sumptuous holiday drive. Simply head southwest from Modena, then loop counterclockwise via Pistoia, towards Florence, and back up via Bologna.

“This is the easiest midengined Ferrari to drive fast at least since the original Dino and possibly ever”

KNOWLEDGE = POWER

F R O N T

0

1806

The number of lanes marked across the 39m-wide circle of tarmac.

When architect Jean-Francois-Therese Chalgrin was given the task of finding the best possible location for the arch. Napoleon agreed to the site known as “Place de l’Etoile”. It wasn’t finished until 1836.

AV. CARNOT

Place de l’Etoile

12

The roundabout surrounding the Arc de Triomphe simultaneously provokes snorts of hilarity and eyeball rolls of despair in any Parisian driver. The fact this gyratory’s central monument honours those who fought and died valiantly in the French Revolutionary and Napoleonic Wars is almost appropriate given the courage that must be summoned when tackling it. For, in contrast to most proper roundabouts (see box, right) it invites confusion rather than order, thanks to a total lack of lane delineation and right-ofway being given (theoretically) to traffic entering from the dozen surrounding roads. You’ll have to figure out the rest…

LONDONS TOP FIVE

ARTISAN COFFEE STOPS Call it the influence of those freewheeling, MacBook Air-toting hipsters, or blame it on the boom in cycling culture – strangely joined at the hip to coffee culture worldwide – but one thing’s for sure: the finer side of the world’s second-most traded commodity after oil is big news in the UK right now.

In 2011 the domestic coffee industry was valued at £5.3bn, predicted to rise to £7bn by 2015. And encouragingly, within this market, independent cafés have the largest share, at 36.3%, all of whom champion artisan roasteries and direct-trade suppliers. Here’s Caffeine magazine founder Scott Bentley’s pick of the best edge-of-town cafés to get your fix before heading out for a drive…

22

The number of Avenues radiating from the gyratory, specifically: de Wagram, Hoche, de Friedland, des Champs-Élysées, Marceau, d’Iéna,Kléber, Victor Hugo, Foch, de la Grande-Armée, Carnot and Mac-Mahon.

AV. MAC-MAHON

AV. DE WAGRAM

AV. DE LA GRANDE-ARMEE

AV. HOCHE AV. FOCH

The First Ever Roundabout AV. VICTOR HUGO

A genteel English garden suburb first saw motorists go round in circles.

AV. DE FRIEDLAN

39m

50:50

1970 The Place de l’Etoile was renamed in 1970 to pay tribute to General de Gaulle who was born in Lille in 1890.

1. Silhouette Espresso 1 Bayford Street, London E8 A supurb coffee shop run by Lee Gaze of the band No Devotion and his wife Syirin. This is a “rotating café” which means they aren’t tied to a specific roastery and will get their coffee from whoever is roasting really great coffee at that time.

S E A T

Insurance companies notoriously split the responsibility evenly when it comes to an Arc de Triomphe claim, to avoid the protracted disputes and legal challenges that would arise when trying to determine who was at fault.

AV. KLEBER AV. DES CHAMPS-ELYSEES

AV. D’IENA

20

AV. MARCEAU

An accident happens, on average, every 20 minutes around the Arc.

2. Fee and Brown 50 High Street, Beckenham BR3 One of the last stops for great coffee on the way out to Kent, using their own blend of coffee from Caravan Coffee Roasters.

If you are a keen cyclist you’ll also know them from their concession in the Cadence Cycle centre in Crystal Palace – a well-trodden route out to the South.

3. Tried and True 279 Upper Richmond Road, London SW15 Towards Richmond Park is this Kiwi café that serves a great flat white. Kiwi by origin, a luscious “microfoam” layer of steamed milk is poured over a double espresso.”

4. Antipode 28 Fulham Palace Road, London W6 Sitting under the Hammersmith Flyover is this perfectly formed Aussie cafe that serves coffee by day and cocktails by night.

Bringing a bit of East London’s Nude coffee to West London.

TUNNEL DE L’ETOILE If you don’t fancy the roundabout, why not “chicken out” and go underground? WARNING: The tunnel has a height of 2.4 metres, which is only signalled by a sign hanging above the entrance.

Lorries are too high and often hit the tunnel roof!

From its revolutionary turn-of-the-century inception, Hertfordshire’s leafy Letchworth Garden City had huge influence on modern town planning, inspiring projects around the world such as Canberra in Australia, no less. But for petrolheads its greatest legacy, hidden in the depths of the treelined streets of Broadway, is the world’s first “gyratory traffic flow system”. Dating from 1909, town architects Barry Parker and Raymond Unwin introduced this nowubiquitous road junction as part of the City’s masterplan for the Garden City, as first outlined by Ebenezer Howard, whose vision combined the best aspects of town and country living in 1898. Fans of Simon Pegg and Nick Frost might recall its less-thanstarring role in 2013’s The World’s End…

5. Chief Coffee Turnham Green Terrace Mews, London W4 Caffeine Proving that West Magazine London isn’t Published six times a year, the coffee print issues of this stylish coffee-enthusiast magazine are waste ground distributed at speciality coffee shops we were all throughout London, UK and Europe as well as internationally on the mobile led to believe, magazine platform Magzter. Caffeine boasts industry-leader contributions, Chief serves equipment reviews and reviews Alchemy aplenty, plus expert advice from experienced baristas.

Coffee from London and caffeinemag.com Drop Coffee from Stockholm as well as regular guest roasters.

If you get bored you can always go downstairs and visit their pinball lounge and play a few games.

23

KNOWLEDGE = POWER

F R O N T

0

1806

The number of lanes marked across the 39m-wide circle of tarmac.

When architect Jean-Francois-Therese Chalgrin was given the task of finding the best possible location for the arch. Napoleon agreed to the site known as “Place de l’Etoile”. It wasn’t finished until 1836.

AV. CARNOT

Place de l’Etoile

12

The roundabout surrounding the Arc de Triomphe simultaneously provokes snorts of hilarity and eyeball rolls of despair in any Parisian driver. The fact this gyratory’s central monument honours those who fought and died valiantly in the French Revolutionary and Napoleonic Wars is almost appropriate given the courage that must be summoned when tackling it. For, in contrast to most proper roundabouts (see box, right) it invites confusion rather than order, thanks to a total lack of lane delineation and right-ofway being given (theoretically) to traffic entering from the dozen surrounding roads. You’ll have to figure out the rest…

LONDONS TOP FIVE

ARTISAN COFFEE STOPS Call it the influence of those freewheeling, MacBook Air-toting hipsters, or blame it on the boom in cycling culture – strangely joined at the hip to coffee culture worldwide – but one thing’s for sure: the finer side of the world’s second-most traded commodity after oil is big news in the UK right now.

In 2011 the domestic coffee industry was valued at £5.3bn, predicted to rise to £7bn by 2015. And encouragingly, within this market, independent cafés have the largest share, at 36.3%, all of whom champion artisan roasteries and direct-trade suppliers. Here’s Caffeine magazine founder Scott Bentley’s pick of the best edge-of-town cafés to get your fix before heading out for a drive…

22

The number of Avenues radiating from the gyratory, specifically: de Wagram, Hoche, de Friedland, des Champs-Élysées, Marceau, d’Iéna,Kléber, Victor Hugo, Foch, de la Grande-Armée, Carnot and Mac-Mahon.

AV. MAC-MAHON

AV. DE WAGRAM

AV. DE LA GRANDE-ARMEE

AV. HOCHE AV. FOCH

The First Ever Roundabout AV. VICTOR HUGO

A genteel English garden suburb first saw motorists go round in circles.

AV. DE FRIEDLAN

39m

50:50

1970 The Place de l’Etoile was renamed in 1970 to pay tribute to General de Gaulle who was born in Lille in 1890.

1. Silhouette Espresso 1 Bayford Street, London E8 A supurb coffee shop run by Lee Gaze of the band No Devotion and his wife Syirin. This is a “rotating café” which means they aren’t tied to a specific roastery and will get their coffee from whoever is roasting really great coffee at that time.

S E A T

Insurance companies notoriously split the responsibility evenly when it comes to an Arc de Triomphe claim, to avoid the protracted disputes and legal challenges that would arise when trying to determine who was at fault.

AV. KLEBER AV. DES CHAMPS-ELYSEES

AV. D’IENA

20

AV. MARCEAU

An accident happens, on average, every 20 minutes around the Arc.

2. Fee and Brown 50 High Street, Beckenham BR3 One of the last stops for great coffee on the way out to Kent, using their own blend of coffee from Caravan Coffee Roasters.

If you are a keen cyclist you’ll also know them from their concession in the Cadence Cycle centre in Crystal Palace – a well-trodden route out to the South.

3. Tried and True 279 Upper Richmond Road, London SW15 Towards Richmond Park is this Kiwi café that serves a great flat white. Kiwi by origin, a luscious “microfoam” layer of steamed milk is poured over a double espresso.”

4. Antipode 28 Fulham Palace Road, London W6 Sitting under the Hammersmith Flyover is this perfectly formed Aussie cafe that serves coffee by day and cocktails by night.

Bringing a bit of East London’s Nude coffee to West London.

TUNNEL DE L’ETOILE If you don’t fancy the roundabout, why not “chicken out” and go underground? WARNING: The tunnel has a height of 2.4 metres, which is only signalled by a sign hanging above the entrance.

Lorries are too high and often hit the tunnel roof!

From its revolutionary turn-of-the-century inception, Hertfordshire’s leafy Letchworth Garden City had huge influence on modern town planning, inspiring projects around the world such as Canberra in Australia, no less. But for petrolheads its greatest legacy, hidden in the depths of the treelined streets of Broadway, is the world’s first “gyratory traffic flow system”. Dating from 1909, town architects Barry Parker and Raymond Unwin introduced this nowubiquitous road junction as part of the City’s masterplan for the Garden City, as first outlined by Ebenezer Howard, whose vision combined the best aspects of town and country living in 1898. Fans of Simon Pegg and Nick Frost might recall its less-thanstarring role in 2013’s The World’s End…

5. Chief Coffee Turnham Green Terrace Mews, London W4 Caffeine Proving that West Magazine London isn’t Published six times a year, the coffee print issues of this stylish coffee-enthusiast magazine are waste ground distributed at speciality coffee shops we were all throughout London, UK and Europe as well as internationally on the mobile led to believe, magazine platform Magzter. Caffeine boasts industry-leader contributions, Chief serves equipment reviews and reviews Alchemy aplenty, plus expert advice from experienced baristas.

Coffee from London and caffeinemag.com Drop Coffee from Stockholm as well as regular guest roasters.

If you get bored you can always go downstairs and visit their pinball lounge and play a few games.

23

S E A T

F R O N T

THREE OF THE BEST

F R O N T

HOME HI-FI

TURN IT UP TO (DB)10 In a world of almost overwhelming choice when it comes to wireless speakers, choosing one just got a whole lot easier thanks to Norwegian-based home audio experts, Audiomedia.

Its Aston Martin Zygote (£1,950) is a stunning exercise in both sound quality, technology and product design – the latter a fusion of Scandi-inspired organic forms and of course the aesthetic language found in the sensual coachlines of Gaydon’s finest.

Each Zygote’s solid body is lacquered in an Aston Martin trim – Morning Frost White, Madagascar Orange or Onyx Black – and provides the perfect chamber for a cutting-edge example of system integration with multi connectivity. You can connect your Apple and Android products wirelessly with Apple Airplay, DLNA and Wi-Fi Direct, and the Zygote hardware is designed around the Audiomoda Digital platform, allowing the user to benefit through integrated USB, RCA and Coax input connectors.

In the wise words of Aston’s design chief Marek Reichman, “Traditionally, the concepts of music and design have been viewed as distinctly creative disciplines. Here, in the Zygote’s shape, music and design are blended as forms of art: they share a common language.”

Available exclusively in the UK at Riverside Hi-Fi, riversidehifi.com

24

S E A T

DRIVING JACKETS AUTUMN IS UPON US, WHICH MEANS ROOF-DOWN DRIVING IS EVEN MORE OF A SENSORY OVERLOAD, WITH LOW SUNLIGHT DAPPLING THROUGH THOSE BOSKY, TECHNICOLOUR LEAVES. UNFORTUNATELY, EVEN THE FINEST IN-CAR HEATING CAN’T COMPETE WITH THOSE CHILLY BLASTS, SO YOU SHOULD INVEST IN A JACKET THAT FITS SNUGLY, OFFERS FREEDOM OF MOVEMENT AND LOOKS AS SHARP AS YOUR RIDE.

HIDDEN AGENDA CAR COMPANIES KNOW THEY CAN’T ESCAPE THE BLOGGERS AND THEIR SPY SHOTS, SO THEY’RE HAVING FUN WITH THEIR CAMOUFLAGE INSTEAD It starts with what petrolheads call a “Batmobile” mule – a test car fitted with deliberately misleading metal-framed plastic body panels filled with foam, and painted matt black to absorb the camera’s infrared and make it harder to auto-focus. But then the car’s precise aerodynamic performance needs to be honed, and the panels must come off. So how to disguise its form, and sensitive shapes?

For this rapidly evolving field of camouflage, small, highly contrasting polyester covers are fitted to obscure the “A surfaces” of the entire car. For years, the common practice was to use a black and white chessboard pattern, but this was replaced by “Fishies” – rounded, fish-shaped diamonds designed to confuse camera lenses and spying eyes (viz. Bentley Bentayga), and now, the universally adopted “Flimmies”, a type of black and white camouflage whose pattern creates a flickering effect (as deployed by Rolls-Royce during tests of the new Dawn, above).

Test cars are taken everywhere for ice and hot weather proving, so the temporary foil still needs to be rugged as well as malleable, and sure enough the polyester wraps remain flexible and tear-proof at temperatures ranging from minus 40 to plus 70 degrees Celsius. In certain areas, like the Batmobile panels, the foil is shimmed with foam to change the car’s contours.

This adhesive material is also used to camouflage characteristic A, B and C pillars.

It’s become quite a dark art, and some would say an ironic one, given that the camouflage generally draws more attention than an unadorned prototype would. But car companies have the last laugh these days, playing the spy shots to their advantage. Plastered on the side of the Bentayga mule? “NewBentley.com”. Tactics that outguerilla the spys themselves.

Belstaff Stannard Jacket in Vintage Leather (£1,295)

Brunello Cucinelli Aviator Bomber (£3,770)

Arguably the undisputed master of the rugged utility jacket, Belstaff has blossomed into a complete lifestyle brand, complete with David Beckham as posterboy. Taking inspiration from the Isle of Man TT, Becks has allegedly “created” this English café racer jacket. Hand burnished at 49ºC to get that vintage look, we don’t care who was involved – it’s simply dead cool.

This Italian cashmere brand, like Belstaff, has undergone a total brand expansion, embracing the luxury fashion spectrum with its tasteful neutrals and attention to detail. The sheerling lining of this jacket’s collar will soon have you hankering for cold mornings, if only to snuggle into its soft caress, while the elasticated waist keeps the vintage vibe alive, and your gearstick free of flappy fabric.

Ettore Bugatti EB Performance Luxury Black Leather Biker Jacket (£2,300) White T? Check. Denims? Check. Still not Marlon Brando? Nice try. Do keep trying, though, as the high-tech construction of Bugatti’s Lifestyle diffusion line is handcrafted to last a lifetime, and the exacting fit of this super-soft leather jacket will have you straightening your back, puffing your chest and feeling a million dollars every time you zip up.

LOOK SHARP

DOUBLE BUBBLE ZAGATO’S FAMOUS DESIGN CODES HAVE BEEN TR ANSLATED BEAUTIFULLY TO THE PRECISION OPTICS OF LEICA The Leica Ultravid 8x32 “Edition Zagato” (£2,465) is a special limited-edition binoculars set, created in collaboration with Milan’s legendary automotive styling house – the people who gave us those iconic iterations of the DB4 GT, Flaminia, A6G 54, SZ and V12 Vanquish. In keeping with Zagato’s design ethos, the binoculars have been meticulously crafted with an aluminium outer shell, featuring hundreds of fine grooves milled into the surface, resulting in a unique, tactile finish that looks dropdead gorgeous. Much like Zagato’s finest work, in fact, typified by the coachbuilder’s use of lightweight and aerodynamic bodywork inspired by aviation, every car featuring its signature “double bubble” roof profile. .

25

S E A T

F R O N T

THREE OF THE BEST

F R O N T

HOME HI-FI

TURN IT UP TO (DB)10 In a world of almost overwhelming choice when it comes to wireless speakers, choosing one just got a whole lot easier thanks to Norwegian-based home audio experts, Audiomedia.

Its Aston Martin Zygote (£1,950) is a stunning exercise in both sound quality, technology and product design – the latter a fusion of Scandi-inspired organic forms and of course the aesthetic language found in the sensual coachlines of Gaydon’s finest.

Each Zygote’s solid body is lacquered in an Aston Martin trim – Morning Frost White, Madagascar Orange or Onyx Black – and provides the perfect chamber for a cutting-edge example of system integration with multi connectivity. You can connect your Apple and Android products wirelessly with Apple Airplay, DLNA and Wi-Fi Direct, and the Zygote hardware is designed around the Audiomoda Digital platform, allowing the user to benefit through integrated USB, RCA and Coax input connectors.

In the wise words of Aston’s design chief Marek Reichman, “Traditionally, the concepts of music and design have been viewed as distinctly creative disciplines. Here, in the Zygote’s shape, music and design are blended as forms of art: they share a common language.”

Available exclusively in the UK at Riverside Hi-Fi, riversidehifi.com

24

S E A T

DRIVING JACKETS AUTUMN IS UPON US, WHICH MEANS ROOF-DOWN DRIVING IS EVEN MORE OF A SENSORY OVERLOAD, WITH LOW SUNLIGHT DAPPLING THROUGH THOSE BOSKY, TECHNICOLOUR LEAVES. UNFORTUNATELY, EVEN THE FINEST IN-CAR HEATING CAN’T COMPETE WITH THOSE CHILLY BLASTS, SO YOU SHOULD INVEST IN A JACKET THAT FITS SNUGLY, OFFERS FREEDOM OF MOVEMENT AND LOOKS AS SHARP AS YOUR RIDE.

HIDDEN AGENDA CAR COMPANIES KNOW THEY CAN’T ESCAPE THE BLOGGERS AND THEIR SPY SHOTS, SO THEY’RE HAVING FUN WITH THEIR CAMOUFLAGE INSTEAD It starts with what petrolheads call a “Batmobile” mule – a test car fitted with deliberately misleading metal-framed plastic body panels filled with foam, and painted matt black to absorb the camera’s infrared and make it harder to auto-focus. But then the car’s precise aerodynamic performance needs to be honed, and the panels must come off. So how to disguise its form, and sensitive shapes?

For this rapidly evolving field of camouflage, small, highly contrasting polyester covers are fitted to obscure the “A surfaces” of the entire car. For years, the common practice was to use a black and white chessboard pattern, but this was replaced by “Fishies” – rounded, fish-shaped diamonds designed to confuse camera lenses and spying eyes (viz. Bentley Bentayga), and now, the universally adopted “Flimmies”, a type of black and white camouflage whose pattern creates a flickering effect (as deployed by Rolls-Royce during tests of the new Dawn, above).

Test cars are taken everywhere for ice and hot weather proving, so the temporary foil still needs to be rugged as well as malleable, and sure enough the polyester wraps remain flexible and tear-proof at temperatures ranging from minus 40 to plus 70 degrees Celsius. In certain areas, like the Batmobile panels, the foil is shimmed with foam to change the car’s contours.

This adhesive material is also used to camouflage characteristic A, B and C pillars.

It’s become quite a dark art, and some would say an ironic one, given that the camouflage generally draws more attention than an unadorned prototype would. But car companies have the last laugh these days, playing the spy shots to their advantage. Plastered on the side of the Bentayga mule? “NewBentley.com”. Tactics that outguerilla the spys themselves.

Belstaff Stannard Jacket in Vintage Leather (£1,295)

Brunello Cucinelli Aviator Bomber (£3,770)

Arguably the undisputed master of the rugged utility jacket, Belstaff has blossomed into a complete lifestyle brand, complete with David Beckham as posterboy. Taking inspiration from the Isle of Man TT, Becks has allegedly “created” this English café racer jacket. Hand burnished at 49ºC to get that vintage look, we don’t care who was involved – it’s simply dead cool.

This Italian cashmere brand, like Belstaff, has undergone a total brand expansion, embracing the luxury fashion spectrum with its tasteful neutrals and attention to detail. The sheerling lining of this jacket’s collar will soon have you hankering for cold mornings, if only to snuggle into its soft caress, while the elasticated waist keeps the vintage vibe alive, and your gearstick free of flappy fabric.

Ettore Bugatti EB Performance Luxury Black Leather Biker Jacket (£2,300) White T? Check. Denims? Check. Still not Marlon Brando? Nice try. Do keep trying, though, as the high-tech construction of Bugatti’s Lifestyle diffusion line is handcrafted to last a lifetime, and the exacting fit of this super-soft leather jacket will have you straightening your back, puffing your chest and feeling a million dollars every time you zip up.

LOOK SHARP

DOUBLE BUBBLE ZAGATO’S FAMOUS DESIGN CODES HAVE BEEN TR ANSLATED BEAUTIFULLY TO THE PRECISION OPTICS OF LEICA The Leica Ultravid 8x32 “Edition Zagato” (£2,465) is a special limited-edition binoculars set, created in collaboration with Milan’s legendary automotive styling house – the people who gave us those iconic iterations of the DB4 GT, Flaminia, A6G 54, SZ and V12 Vanquish. In keeping with Zagato’s design ethos, the binoculars have been meticulously crafted with an aluminium outer shell, featuring hundreds of fine grooves milled into the surface, resulting in a unique, tactile finish that looks dropdead gorgeous. Much like Zagato’s finest work, in fact, typified by the coachbuilder’s use of lightweight and aerodynamic bodywork inspired by aviation, every car featuring its signature “double bubble” roof profile. .

25

F R O N T

S E A T

F R O N T

S E A T

ADVERTORIAL: CHAPAR

THE TRUNK SHOW SUMMER IS OFFICIALLY OVER, WHICH MEANS YOUR SWIM SHORTS ARE NO LONGER A STAPLE. IT’S TIME TO INVEST IN A STYLISH AUTUMN-WINTER WARDROBE, BUT FORTUNATELY FOR BRITAIN’S BUSIEST MEN, THE CHAPAR IS TAKING THE TIME AND HASSLE OUT OF LOOKING THE PART THIS SEASON

W

hen you look good, you feel great, but the process of getting there is often anything but enjoyable. Joe Middleton had been working at Levi’s for 20 years when he realised there were fundamental flaws in the way men buy clothes. Eager to correct many years of wrongdoing, Middleton teamed up with his son Sam and together, in 2012, they launched The Chapar, a clever concept, which revolutionised the way men shop for clothes.

The Chapar gained momentum perhaps sooner than first anticipated, and it was evident from the get go that the Middletons were really onto something. By combining a unique styling service, with a hassle-free shopping alternative, there was simply no turning back for Britain’s busiest gents.

So here’s how it works – it’s a simple case of providing details about your height, weight, clothing size, favourite brands and style, via The Chapar’s website, before receiving a follow up call from your stylist to discuss any additional details. That’s right, it’s no automated system, there’s an actual person involved in creating your profile and tailoring it to suit your lifestyle.

From here, your personal stylist handpicks clothes for you, packs them up and sends them to your home or work. When the trunk arrives full of clothes – usually enough for four different outfits – you have the opportunity to try each piece on and pick which you’d like to keep. A courier will then collect anything you don’t like for free. Genius, right?

26

According to the Middletons, the cash rich and time poor certainly think so. On the average customer, Sam says: “He doesn’t enjoy shopping but wants to look good. With The Chapar, we solve that problem for them: we help them create their own style using traditional, strong brands without them having to walk the high-street.”

With over 50 designer brands – a wealth of established – including Gant, Ralph Lauren, Brooks Brothers and Woolrich, whatever your style, be it preppy, edgy or classic, there’ll almost certainly be something for you. And Sam says it’s this mix of brand’s that’s essential: “This ensures that we cater to the tastes of all our customers and over a wide range of ages and styles.”

With convenient, quality services, you generally expect to pay a premium, that’s why it’s rather surprising to hear that The Chapar doesn’t charge extra for the service, nor do they undercut the retailer’s price: “Our clothes are priced at a normal retail price,” explains Sam.

So, how is the business profitable? Sam says it’s down to efficiencies like their warehouse in Nottingham and the use of highly intelligent software and back-office systems. In fact, it’s this data crunching, intelligence software that will ensure your experience with The Chapar gets better and better – the more a customer uses the service, the more the company and stylist learn about your habits and taste, therefore refining your profile for your next order.

Clearly this is an exciting time for the Middletons, who consider The Chapar, the future of shopping.

Sam says: “We aim to expand the business by bringing in new customers, while retaining existing customer loyalty and interest. Of course we will keep being as personal as ever.”

And at this point in time, things are looking extremely positive for what’s already a British father-and-son success story: “We have a great team that is growing every week. We now have an operations director, sales & marketing manager, two senior stylists, 18 stylists as well as an operations and finance team,” all signs of a company clearly going places.

So, the question is, what are you waiting for?

Next time you find yourself procrastinating when you should be packing for that Italian road trip, jump online and let the stylish team behind The Chapar ensure that you’re arriving in style at every destination along the way. thechapar.com

27

F R O N T

S E A T

F R O N T

S E A T

ADVERTORIAL: CHAPAR

THE TRUNK SHOW SUMMER IS OFFICIALLY OVER, WHICH MEANS YOUR SWIM SHORTS ARE NO LONGER A STAPLE. IT’S TIME TO INVEST IN A STYLISH AUTUMN-WINTER WARDROBE, BUT FORTUNATELY FOR BRITAIN’S BUSIEST MEN, THE CHAPAR IS TAKING THE TIME AND HASSLE OUT OF LOOKING THE PART THIS SEASON

W

hen you look good, you feel great, but the process of getting there is often anything but enjoyable. Joe Middleton had been working at Levi’s for 20 years when he realised there were fundamental flaws in the way men buy clothes. Eager to correct many years of wrongdoing, Middleton teamed up with his son Sam and together, in 2012, they launched The Chapar, a clever concept, which revolutionised the way men shop for clothes.

The Chapar gained momentum perhaps sooner than first anticipated, and it was evident from the get go that the Middletons were really onto something. By combining a unique styling service, with a hassle-free shopping alternative, there was simply no turning back for Britain’s busiest gents.

So here’s how it works – it’s a simple case of providing details about your height, weight, clothing size, favourite brands and style, via The Chapar’s website, before receiving a follow up call from your stylist to discuss any additional details. That’s right, it’s no automated system, there’s an actual person involved in creating your profile and tailoring it to suit your lifestyle.

From here, your personal stylist handpicks clothes for you, packs them up and sends them to your home or work. When the trunk arrives full of clothes – usually enough for four different outfits – you have the opportunity to try each piece on and pick which you’d like to keep. A courier will then collect anything you don’t like for free. Genius, right?

26

According to the Middletons, the cash rich and time poor certainly think so. On the average customer, Sam says: “He doesn’t enjoy shopping but wants to look good. With The Chapar, we solve that problem for them: we help them create their own style using traditional, strong brands without them having to walk the high-street.”

With over 50 designer brands – a wealth of established – including Gant, Ralph Lauren, Brooks Brothers and Woolrich, whatever your style, be it preppy, edgy or classic, there’ll almost certainly be something for you. And Sam says it’s this mix of brand’s that’s essential: “This ensures that we cater to the tastes of all our customers and over a wide range of ages and styles.”

With convenient, quality services, you generally expect to pay a premium, that’s why it’s rather surprising to hear that The Chapar doesn’t charge extra for the service, nor do they undercut the retailer’s price: “Our clothes are priced at a normal retail price,” explains Sam. So, how is the business profitable? Sam says it’s down to efficiencies like their warehouse in Nottingham and the use of highly intelligent software and back-office systems. In fact, it’s this data crunching, intelligence software that will ensure your experience with The Chapar gets better and better – the more a customer uses the service, the more the company and stylist learn about your habits and taste, therefore refining your profile for your next order.

Clearly this is an exciting time for the Middletons, who consider The Chapar, the future of shopping.

Sam says: “We aim to expand the business by bringing in new customers, while retaining existing customer loyalty and interest. Of course we will keep being as personal as ever.”

And at this point in time, things are looking extremely positive for what’s already a British father-and-son success story: “We have a great team that is growing every week. We now have an operations director, sales & marketing manager, two senior stylists, 18 stylists as well as an operations and finance team,” all signs of a company clearly going places.

So, the question is, what are you waiting for?

Next time you find yourself procrastinating when you should be packing for that Italian road trip, jump online and let the stylish team behind The Chapar ensure that you’re arriving in style at every destination along the way. thechapar.com

27

F R O N T

S E A T

MODERN CLASSIC

FERRARI TESTAROSSA

MIAMI VICE Up until the third season of the cult ’80s cop show, Detective Sonny Crockett drove a black 1972 Ferrari Daytona Spyder 365 GTS/4 replica based on a 1980 Chevrolet Corvette C3 chassis.

After a lawsuit from Ferrari, the fake was blown up and two brand-new ’86 Testarossas were donated as replacements.

SIDE STRAKES Revolutionary feature, which channelled air over the tail, thus negating the need for a messy rear spoiler. Also provide the car with its most dramatic and downright cool feature.

N

amed after two iconic racing Ferraris from the 1950s – including the Le Mans-winning 250 Testarossa – the successor to the 512 BB was designed from the outset to be a more luxurious, spacious and modern supercar. It went on to become an era-defining car, selling in robust volumes and benefiting from some canny pop culture appearances (most notably Miami Vice, for which Ferrari supplied two cars, making sure they were white for better visibility during night scenes).

Not-so-undercover cops, somewhere in Miami in the Eighties.

Interestingly, the “red head” of the name has nothing to do with Ferrari’s customary bodywork colour, but refers to the fact that the 12 cylinder heads were painted the same red.

Because, it is rumoured, the factory ran out of black paint at the time.

A lot of the above can be attributed to the design brief that was inherited from the 512 BB. The idea from the outset was not to introduce a design language which would stay until the late Nineties – although that’s exactly what happened – but to combat the cramped, overhot cabin conditions and limited luggage capacity of its forebear.

The major change was to switch from one radiator at the front to two at the sides. This widened the rear track to a shade under two metres, and gave the Testarossa its headturning signature feature; the slatted air intakes. At the Paris Motor Show in 1984, the words “side strakes” gained a permanent definition in the collective motoring vocabulary.

They weren’t just an aesthetic choice, however; at the time, American regulations outlawed gaping air intakes. Ferrari was keen to avoid falling into the same trap twice and maximised the Testarossa’s selling potential worldwide, as the 512 BB had never sold in the States, having fallen foul of US

environmental regulations.

The side strakes made the car sleeker in more ways than one.

The air channelled through them and over the tail negated the need for a rear spoiler; contrast with the jumbled lines of its big rival, the Lamborghini Countach. Plus, the Testarossa ended up with a significantly better drag coefficient than the Lambo’, helping it on to a higher top speed of 180mph.

But despite it’s none-tooshabby performance (it was bested for top speed only by the much rarer 280 GTO, released in the same year), it’s hard to overemphasise the Testarossa’s importance to Ferrari in terms of concepts we now take for granted, such as “brand image” and “hero product”. The Testarossa was so of-its-time, with its wideshouldered rear arches and Wall Street bull market appeal.

It even had a higher ceiling than the BB – all the better for that bouffant hairdo. In all, the Testarossa was a fashion statement, posterboy and performance icon all in one.

Few non-limited Ferraris have retained the same instant recognition over the history of the marque, and that’s saying something.

S E A T

FERRAR I

TESTAR OSSA

PRODUC ED

- 1984–19 91 - 4.9L Fla t-12 MA X PO WER - 3 90bhp TOP SPE ED - 180 mph NUMBER PRODUC ED - 7,17 7 RAREST - Testaro ssa Spider: one sole ca produce d, as a gi r ft boss Gia nni Agnel for Fiat li in 1986 ENGINE

EXOTICA

FACTOR

SPECIFIC ATIONS

ROLL UP YOUR JACKET SLEEVES AND SPRAY THAT FLOCK-OF-SEAGULLS HAIRDO – WE’RE REVISITING THE REAL STAR OF MIAMI VICE

F R O N T

7/10

Words by Chris Hall

BOY’S TOY:

SLOTS OF FUN

W

ith Bugatti’s 16-cylinder modern classic now complete after 10 years and 450 cars, the only way to get some genuine Veyron into your family’s life may be through Scalextric’s latest limitededition slot car. Adorned with the now-iconic black and orange livery of the Super Sport edition – originally limited in 2011 to a top speed of 257mph to protect the tyres – it’s impressively detailed and fitted, as you’d expect for a Veyron, with all of the Hornby brand’s mod-cons, including Magnatraction (or “cheating round the corners” as veteran Scalextric fans would have it) and easy-change pick-ups. Now the schools are back, you’ll be able to get a go on it, too. £29.99, scalextric.com

28

ROULEUR CLASSIC

MASER ATI GETS PEDALLING

M

odena’s Trident-bearing car maker is making an interesting move into the world of two-wheelers this year, as you’ll read about from page 76’s exclusive interview with Britain’s recently retired cycling legend, David Millar. But beyond ambassadorial signings, Maserati is cementing its place in the wildly popular amateur pursuit as principal sponsor of the Rouleur Classic – billed as the world’s finest cycling exhibition, and held from 19–21 November at London’s Vinopolis.

The event promises to offer a

unique insight inside the peloton; an opportunity to enjoy the brands and athletes at the pinnacle of cycling, up close and personal, within a relaxed yet prestigious private event space. The three-day event is split into matinée and evening sessions with evening ticket holders set to enjoy flowing drinks and canapés throughout their visit courtesy of fixie-mounted hipster hang-out, Look Mum No Hands. There’ll be over 25 curated brands including Pinarello, Castelli, Campagnolo, Colnago, SRAM and Trek, who will be offering unique previews of the

latest 2016 bikes, accessories and apparel, whilst showcasing the latest technologies being utilised by the World Tour teams.

And yes, self-confessed Maserati nut David Millar will be there to lend his witty take on a

pursuit that’s rapidly overtaking golf as the preferred weekend escape of 40-something men. Just make sure you’re back in time to pick the kids up, otherwise you might be in trouble… rouleurclassic.cc

29

F R O N T

S E A T

MODERN CLASSIC

FERRARI TESTAROSSA

MIAMI VICE Up until the third season of the cult ’80s cop show, Detective Sonny Crockett drove a black 1972 Ferrari Daytona Spyder 365 GTS/4 replica based on a 1980 Chevrolet Corvette C3 chassis.

After a lawsuit from Ferrari, the fake was blown up and two brand-new ’86 Testarossas were donated as replacements.

SIDE STRAKES Revolutionary feature, which channelled air over the tail, thus negating the need for a messy rear spoiler. Also provide the car with its most dramatic and downright cool feature.

N

amed after two iconic racing Ferraris from the 1950s – including the Le Mans-winning 250 Testarossa – the successor to the 512 BB was designed from the outset to be a more luxurious, spacious and modern supercar. It went on to become an era-defining car, selling in robust volumes and benefiting from some canny pop culture appearances (most notably Miami Vice, for which Ferrari supplied two cars, making sure they were white for better visibility during night scenes).

Not-so-undercover cops, somewhere in Miami in the Eighties.

Interestingly, the “red head” of the name has nothing to do with Ferrari’s customary bodywork colour, but refers to the fact that the 12 cylinder heads were painted the same red.

Because, it is rumoured, the factory ran out of black paint at the time.

A lot of the above can be attributed to the design brief that was inherited from the 512 BB. The idea from the outset was not to introduce a design language which would stay until the late Nineties – although that’s exactly what happened – but to combat the cramped, overhot cabin conditions and limited luggage capacity of its forebear.

The major change was to switch from one radiator at the front to two at the sides. This widened the rear track to a shade under two metres, and gave the Testarossa its headturning signature feature; the slatted air intakes. At the Paris Motor Show in 1984, the words “side strakes” gained a permanent definition in the collective motoring vocabulary.

They weren’t just an aesthetic choice, however; at the time, American regulations outlawed gaping air intakes. Ferrari was keen to avoid falling into the same trap twice and maximised the Testarossa’s selling potential worldwide, as the 512 BB had never sold in the States, having fallen foul of US

environmental regulations.

The side strakes made the car sleeker in more ways than one.

The air channelled through them and over the tail negated the need for a rear spoiler; contrast with the jumbled lines of its big rival, the Lamborghini Countach. Plus, the Testarossa ended up with a significantly better drag coefficient than the Lambo’, helping it on to a higher top speed of 180mph.

But despite it’s none-tooshabby performance (it was bested for top speed only by the much rarer 280 GTO, released in the same year), it’s hard to overemphasise the Testarossa’s importance to Ferrari in terms of concepts we now take for granted, such as “brand image” and “hero product”. The Testarossa was so of-its-time, with its wideshouldered rear arches and Wall Street bull market appeal.

It even had a higher ceiling than the BB – all the better for that bouffant hairdo. In all, the Testarossa was a fashion statement, posterboy and performance icon all in one.

Few non-limited Ferraris have retained the same instant recognition over the history of the marque, and that’s saying something.

S E A T

FERRAR I

TESTAR OSSA

PRODUC ED

- 1984–19 91 - 4.9L Fla t-12 MA X PO WER - 3 90bhp TOP SPE ED - 180 mph NUMBER PRODUC ED - 7,17 7 RAREST - Testaro ssa Spider: one sole ca produce d, as a gi r ft boss Gia nni Agnel for Fiat li in 1986 ENGINE

EXOTICA

FACTOR

SPECIFIC ATIONS

ROLL UP YOUR JACKET SLEEVES AND SPRAY THAT FLOCK-OF-SEAGULLS HAIRDO – WE’RE REVISITING THE REAL STAR OF MIAMI VICE

F R O N T

7/10

Words by Chris Hall

BOY’S TOY:

SLOTS OF FUN

W

ith Bugatti’s 16-cylinder modern classic now complete after 10 years and 450 cars, the only way to get some genuine Veyron into your family’s life may be through Scalextric’s latest limitededition slot car. Adorned with the now-iconic black and orange livery of the Super Sport edition – originally limited in 2011 to a top speed of 257mph to protect the tyres – it’s impressively detailed and fitted, as you’d expect for a Veyron, with all of the Hornby brand’s mod-cons, including Magnatraction (or “cheating round the corners” as veteran Scalextric fans would have it) and easy-change pick-ups. Now the schools are back, you’ll be able to get a go on it, too. £29.99, scalextric.com

28

ROULEUR CLASSIC

MASER ATI GETS PEDALLING

M

odena’s Trident-bearing car maker is making an interesting move into the world of two-wheelers this year, as you’ll read about from page 76’s exclusive interview with Britain’s recently retired cycling legend, David Millar. But beyond ambassadorial signings, Maserati is cementing its place in the wildly popular amateur pursuit as principal sponsor of the Rouleur Classic – billed as the world’s finest cycling exhibition, and held from 19–21 November at London’s Vinopolis.

The event promises to offer a

unique insight inside the peloton; an opportunity to enjoy the brands and athletes at the pinnacle of cycling, up close and personal, within a relaxed yet prestigious private event space. The three-day event is split into matinée and evening sessions with evening ticket holders set to enjoy flowing drinks and canapés throughout their visit courtesy of fixie-mounted hipster hang-out, Look Mum No Hands. There’ll be over 25 curated brands including Pinarello, Castelli, Campagnolo, Colnago, SRAM and Trek, who will be offering unique previews of the

latest 2016 bikes, accessories and apparel, whilst showcasing the latest technologies being utilised by the World Tour teams.

And yes, self-confessed Maserati nut David Millar will be there to lend his witty take on a

pursuit that’s rapidly overtaking golf as the preferred weekend escape of 40-something men. Just make sure you’re back in time to pick the kids up, otherwise you might be in trouble… rouleurclassic.cc

29

P R E - D R I V E N

PRE-DRIVEN The approved-used side of H.R. Owen’s business is growing fast, with as broad a cross-section of luxury cars as you could imagine – all in “as-new” condition and offered with a comprehensive manufacturer-approved unlimited mileage warranty. What’s more, it isn’t just a one-way street: H.R. Owen are always looking for high specification cars to buy, and as a reader of DRIVE magazine it’s likely your car may be just what we are looking for. So get in touch if you’re selling, and we may well be buying from you instead. www.hrowen.co.uk/approved-used

LAMBORGHINI AVENTADOR LP Arancio Argos with Sportivo Black/Orange Interior

ASTON MARTIN VANTAGE V8 Mercury Silver with Quail Grey Interior

ASTON MARTIN VANTAGE V12 Flugplatz Blue with Obsidian Black Interior

ASTON MARTIN RAPIDE S Volcano Red with Obsidian Black Interior

3,052 miles

37,866 miles

3,000 miles

3,000 miles

£319,950

£39,950

£121,950

£129,950

BENTLEY FLYING SPUR V8 MULLINER Dark Sapphire Blue Metallic with Line and Imperial Blue Interior

BENTLEY CONTINENTAL GTC V8S MULLINER Kingfisher with Beluga Interior

BENTLEY MULSANNE MULLINER Burgundy with Shortbread Interior

FERRARI CALIFORNIA T Rosso California with Nero Interior

50 miles

8,359 miles

4,127 miles

6,475 miles

£154,850

£134,950

£219,950

£169,950

FERRARI F430 SPIDER F1 Black with Crema Interior

FERRARI F40 1992 Rosso Corsa with Tan Leather Interior

LAMBORGHINI HURACAN LP Bianco Monocerus with Nero Perseus Interior

MASERATI GRANTURISMO MC STRADALE Nero Carbonio with Nero Interior

16,100 miles

11,713 miles

1,800 miles

3,500 miles

£99,950

£895,000

£199,950

£99,950

MASERATI QUATTROPORTE GTS Nero Ribelle with Cuoio Interior

MASERATI GHIBLI DIESEL Bianco with Nero Interior

ROLLS-ROYCE GHOST Seashell and Black Interior

5,900 miles

7,800 miles

4,961 miles

ROLLS-ROYCE WRAITH Metropolitan Blue with Seashell Interior 5,550 miles

£74,950

30

£43,450

£169,950

£179,950

P R E - D R I V E N

PRE-DRIVEN The approved-used side of H.R. Owen’s business is growing fast, with as broad a cross-section of luxury cars as you could imagine – all in “as-new” condition and offered with a comprehensive manufacturer-approved unlimited mileage warranty. What’s more, it isn’t just a one-way street: H.R. Owen are always looking for high specification cars to buy, and as a reader of DRIVE magazine it’s likely your car may be just what we are looking for. So get in touch if you’re selling, and we may well be buying from you instead. www.hrowen.co.uk/approved-used

LAMBORGHINI AVENTADOR LP Arancio Argos with Sportivo Black/Orange Interior

ASTON MARTIN VANTAGE V8 Mercury Silver with Quail Grey Interior

ASTON MARTIN VANTAGE V12 Flugplatz Blue with Obsidian Black Interior

ASTON MARTIN RAPIDE S Volcano Red with Obsidian Black Interior

3,052 miles

37,866 miles

3,000 miles

3,000 miles

£319,950

£39,950

£121,950

£129,950

BENTLEY FLYING SPUR V8 MULLINER Dark Sapphire Blue Metallic with Line and Imperial Blue Interior

BENTLEY CONTINENTAL GTC V8S MULLINER Kingfisher with Beluga Interior

BENTLEY MULSANNE MULLINER Burgundy with Shortbread Interior

FERRARI CALIFORNIA T Rosso California with Nero Interior

50 miles

8,359 miles

4,127 miles

6,475 miles

£154,850

£134,950

£219,950

£169,950

FERRARI F430 SPIDER F1 Black with Crema Interior

FERRARI F40 1992 Rosso Corsa with Tan Leather Interior

LAMBORGHINI HURACAN LP Bianco Monocerus with Nero Perseus Interior

MASERATI GRANTURISMO MC STRADALE Nero Carbonio with Nero Interior

16,100 miles

11,713 miles

1,800 miles

3,500 miles

£99,950

£895,000

£199,950

£99,950

MASERATI QUATTROPORTE GTS Nero Ribelle with Cuoio Interior

MASERATI GHIBLI DIESEL Bianco with Nero Interior

ROLLS-ROYCE GHOST Seashell and Black Interior

5,900 miles

7,800 miles

4,961 miles

ROLLS-ROYCE WRAITH Metropolitan Blue with Seashell Interior 5,550 miles

£74,950

30

£43,450

£169,950

£179,950

D R I V E

M A G A Z I N E

/ /

V O L U M E

# 1 1

A U T O M O B I L I A

B U C K E T- L I S T S E A T S LIFE INSIDE A LAMBORGHINI, BENTLEY OR ASTON MARTIN CAN FEEL AT ONCE SUMPTUOUS, COSSETTING AND EXTREMELY COMFORTABLE – SO WHY SHOULDN’T IT BE LIKE THAT AT HOME TOO? THANKS TO TWO ITALIAN FURNITURE-MAKERS, IT CAN BE The interior of a luxury car could be the most ergonomically designed human environment imaginable. Everything is geared towards packaging you safely and comfortably – often luxuriantly – while presenting everything required to operate the vehicle as conveniently as possible. So why don’t we think more like this at home? Why invest in sprawling open-plan houses, then push all the furniture against the walls? And why apply less care and consideration to this furniture’s leather, stitching and finish than a car’s, which most of us will sit in for far less time?

These are questions that two leading Italian homeware brands have addressed with aplomb, cleverly combining the design codes and uncompromising interior standards of certain car brands with their cabinetmaker and upholsterers’ exacting craftsmanship. All with the added bonus of bringing the object of a car enthusiast’s passion in from the garage to the living room, but without the sharp edges or exhaust fumes.

The Luxury Living Group is one, which originated in the early ’70s as Alberto Vignatelli’s “Club House Italia SPA”. It turned a corner in 1988, by

33

D R I V E

M A G A Z I N E

/ /

V O L U M E

# 1 1

A U T O M O B I L I A

B U C K E T- L I S T S E A T S LIFE INSIDE A LAMBORGHINI, BENTLEY OR ASTON MARTIN CAN FEEL AT ONCE SUMPTUOUS, COSSETTING AND EXTREMELY COMFORTABLE – SO WHY SHOULDN’T IT BE LIKE THAT AT HOME TOO? THANKS TO TWO ITALIAN FURNITURE-MAKERS, IT CAN BE The interior of a luxury car could be the most ergonomically designed human environment imaginable. Everything is geared towards packaging you safely and comfortably – often luxuriantly – while presenting everything required to operate the vehicle as conveniently as possible. So why don’t we think more like this at home? Why invest in sprawling open-plan houses, then push all the furniture against the walls? And why apply less care and consideration to this furniture’s leather, stitching and finish than a car’s, which most of us will sit in for far less time?

These are questions that two leading Italian homeware brands have addressed with aplomb, cleverly combining the design codes and uncompromising interior standards of certain car brands with their cabinetmaker and upholsterers’ exacting craftsmanship. All with the added bonus of bringing the object of a car enthusiast’s passion in from the garage to the living room, but without the sharp edges or exhaust fumes.

The Luxury Living Group is one, which originated in the early ’70s as Alberto Vignatelli’s “Club House Italia SPA”. It turned a corner in 1988, by

33

A U T O M O B I L I A

B U C K E T - L I S T

S E A T S

TONINO LAMBORGHINI (Previous page) Named after the Malaysian circuit where the Huracáns of Asia’s Super Trofeo championship race every year, Tonino Lamborghini’s new Sepang armchair is at once racy and cosy.

BENTLEY HOME (This page) At this year’s Salone del Mobile furniture show in Milan, Bentley Home launched a collection of renewed maturity, where magnificent Alpine chalet meets splendid London residence. Elements typical of men’s tailoring such as Prince of Wales checks plus new geometric patterns taken from Bentley car interiors combine effortlessly, as you can see with this Ashley armchair and Todd ottoman.

ASTON MARTIN

ASTON MARTIN

Starkly referenced as “V098”, Aston Martin’s latest homeware for 2015 includes this sofa and armchairs, coated in “Silk Abiss” leather, with original Aston stitching.

The new “V124” sideboard is pure Aston Martin – all elegance and light, sweeping lines. The grey oak veneer is a subtle reference to the brand’s Englishness, while lending a touch of mid-century Danish cool.

forging a revolutionary-for-its-time collaboration with the world of fashion. Its licensing agreement with Fendi continues to this day with the suitably elegant Fendi Casa range, and it paved the way for Luxury Living’s current partnership with Bentley Motors. As arguably the finest car-interior brand in the world, it’s a tough act to follow as its home equivalent, but Bentley Home certainly bears comparison, created using the finest of Italian workmanship and noble materials such as briar-root or rare marbles.

The Formitalia Group on the other hand has even more “form” with brand crossfertilisation, boasting licensing agreements with fellow countryman Lamborghini, plus that other iconic Brit, Aston Martin. While crafted with equally impressive skill, both with Formitalia’s trademark knack for impeccable leather hides, the two ranges couldn’t be more different design-wise – as you’d expect from furniture taking its respective cues from the raging bull of supercars (i.e. lots of red leather) and the distinguished gentleman of grand touring (viz. cashmere, Kevlar and carbon).

Just a shame you can’t retro-engineer that cocktail cabinet into your DB9’s dashboard… formitalia.it luxurylivinggroup.com

TONINO LAMBORGHINI Joining the armchair on the previous page is this Sepang sofa – a statement piece that certainly won’t be for everyone. But aren’t you just dying to sink into that Alpine Red leather and feel the butter-soft upholstery?

34

35

A U T O M O B I L I A

B U C K E T - L I S T

S E A T S

TONINO LAMBORGHINI (Previous page) Named after the Malaysian circuit where the Huracáns of Asia’s Super Trofeo championship race every year, Tonino Lamborghini’s new Sepang armchair is at once racy and cosy.

BENTLEY HOME (This page) At this year’s Salone del Mobile furniture show in Milan, Bentley Home launched a collection of renewed maturity, where magnificent Alpine chalet meets splendid London residence. Elements typical of men’s tailoring such as Prince of Wales checks plus new geometric patterns taken from Bentley car interiors combine effortlessly, as you can see with this Ashley armchair and Todd ottoman.

ASTON MARTIN

ASTON MARTIN

Starkly referenced as “V098”, Aston Martin’s latest homeware for 2015 includes this sofa and armchairs, coated in “Silk Abiss” leather, with original Aston stitching.

The new “V124” sideboard is pure Aston Martin – all elegance and light, sweeping lines. The grey oak veneer is a subtle reference to the brand’s Englishness, while lending a touch of mid-century Danish cool.

forging a revolutionary-for-its-time collaboration with the world of fashion. Its licensing agreement with Fendi continues to this day with the suitably elegant Fendi Casa range, and it paved the way for Luxury Living’s current partnership with Bentley Motors. As arguably the finest car-interior brand in the world, it’s a tough act to follow as its home equivalent, but Bentley Home certainly bears comparison, created using the finest of Italian workmanship and noble materials such as briar-root or rare marbles.

The Formitalia Group on the other hand has even more “form” with brand crossfertilisation, boasting licensing agreements with fellow countryman Lamborghini, plus that other iconic Brit, Aston Martin. While crafted with equally impressive skill, both with Formitalia’s trademark knack for impeccable leather hides, the two ranges couldn’t be more different design-wise – as you’d expect from furniture taking its respective cues from the raging bull of supercars (i.e. lots of red leather) and the distinguished gentleman of grand touring (viz. cashmere, Kevlar and carbon).

Just a shame you can’t retro-engineer that cocktail cabinet into your DB9’s dashboard… formitalia.it luxurylivinggroup.com

TONINO LAMBORGHINI Joining the armchair on the previous page is this Sepang sofa – a statement piece that certainly won’t be for everyone. But aren’t you just dying to sink into that Alpine Red leather and feel the butter-soft upholstery?

34

35

A U T O M O B I L I A

M A K E

MAKE A SPECTRE OF YOURSELF

50

WE CAN’T PROMISE THE GIRLS OR THE GLITZ – AND CERTAINLY NOT THE GUNS – BUT YOU’LL BE HALFWAY TO LOOKING AS RAZOR-SHARP AS DANIEL CRAIG THANKS TO OUR EDIT OF THE ESSENTIAL GEAR CUTTING A DASH IN THIS WINTER’S JAMES BOND BLOCKBUSTER You never get far talking James Bond without talking brands – it’s a cinematic franchise that hasn’t so much made product placement an art form as a cash cow. Necessarily so, it must be said, as EON Productions are obliged to raise as much as a third of its budget through deals with the likes of Sony, Bollinger, Jaguar Land Rover and Omega watches. Luckily, Ford Mondeo’s aside, it tends to stand up to the plotline. Bond’s wristwatch alone has always played a starring role in his outlandish exploits, whether it’s dissecting a train or unzipping a woman’s dress – all despite that famous story of Cubby Broccoli having to provide Sean Connery with his own Rolex Submariner in Dr No (1962) after Rolex shortsightedly refused to loan a single watch.

It’s not necessarily about touting for the highest bidder, however. It will come as huge relief to watch fans as well as Bond fans (invariably the same

001

36

It’s been 50 years of James Bond and Aston Martin – perhaps the most famous cinematic brand partnership of all time. And SPECTRE’s DB10 does not disappoint, especially as Skyfall plumped for the Goldfinger DB5. Of that sinous bodykit, Design Director Marek Reichman explained that he wanted the car to look like a predatory shark, which he seems to have pretty much nailed, wouldn’t you say?

people) that it was actually Oscar-winning costume designer Lindy Hemming who originally chose Omega, not EON’s accountants. The blue-dial Seamaster 300M diving watch to be precise, for 1995’s Goldeneye.

“The colour blue really suited Pierce [Brosnan],” she recalls. “I was dressing him in lots of blue shirts and the blue bezel and dial of the Seamaster matched perfectly. Plus, blue suited Commander Bond’s naval background too.”

And while few of us share the physique, worldliness or sophistication of Her Majesty’s most dangerous weapon, we can certainly take our cues from some of Bond’s finer facets and have a go at dressing, drinking and driving like him ourselves. Looking at cinema’s other so-called role models in this day and age, you could certainly do a lot worse. Just keep a lid on the womanising and violence, there’s a good fellow.

002

003

004

005

CASE ON POINT

TIME TO DIE (FOR)

NINJA TURTLE

STIRRED, ACTUALLY

GOOD KICKING

Bond’s preferred luggage is of course Globe-Trotter, but while we wait to discover which collection, we’re rather taken by this collaboration with another British design success story, the prints and homeware brand House of Hackney.

Daniel Craig’s grittier Bond calls for a darker Omega than Brosnan’s bluedialled Seamaster, and this throwback to the original Fifties diving watch is perfect – especially retro-fitted with a nylon military “NATO” strap, as SPECTRE spy shots have revealed…

Forget the shaken thing – real Martini connoisseurs know full well that a perfect vodka and vermouth with a twist (though gin is probably better) should be chilled with a smooth, brisk stir over plenty of ice, otherwise you’ll get a gritty cocktail.

Sported in Skyfall and the Rome funeral scene in SPECTRE, Northampton’s finest, Crockett & Jones are going out on a refreshingly stylish limb with Camberley, a double-buckle monk style that uses the finest calf leather.

£1,295, houseofhackney.com

£4,170, omegawatches.com

The 21st-century incarnation of Bond has been notable for its natty line in casualwear, in deference to the usual tuxedo or safari suit. And this N.Peal cashmere turtleneck is a case in point – rocked by Craig in SPECTRE (but admittedly helped by the chiselled torso beneath).

£35.95, belvederevodka.com

£400, crockettandjones.com

£199, npeal.com

006 MARTIN. ASTON MARTIN. For the first time since Brosnan dropped the BMW and took receipt of his cloaking-device-equipped Vanquish in Die Another Day, Bond will not be driving a V12 Aston Martin in SPECTRE. Instead, it’ll be one of 10 special “DB10” editions, based on Aston’s class-leading V8 Vantage coupé. £N/A, hrowen.co.uk/AstonMartin

A

S P E C T R E

O F

Y O U R S E L F

OR, MAYBE NOT… Controversially and notoriously, Heineken stumped up northwards of £20 million to appear fleetingly in Skyfall – trumped by Macallan whisky, who didn’t pay a penny but whose prop placement was worth over £8 million to the distiller.

That doesn’t appear to have put Heineken off though, so yet again we must shake our heads in disbelief at Daniel Craig swigging mass-produced lager in SPECTRE. To quote Moneypenny: “Oh, James…”

007 POLAR EYES CAPS The very first publicity shots of Bond in SPECTRE show him sporting this pair of Vuarnet ski sunnies, and while everything tends to look good on Daniel Craig until you try it on, we’re sure leather hoods will be seen everywhere on the slopes this season. £390, vuarnet.com

37

A U T O M O B I L I A

M A K E

MAKE A SPECTRE OF YOURSELF

50

WE CAN’T PROMISE THE GIRLS OR THE GLITZ – AND CERTAINLY NOT THE GUNS – BUT YOU’LL BE HALFWAY TO LOOKING AS RAZOR-SHARP AS DANIEL CRAIG THANKS TO OUR EDIT OF THE ESSENTIAL GEAR CUTTING A DASH IN THIS WINTER’S JAMES BOND BLOCKBUSTER You never get far talking James Bond without talking brands – it’s a cinematic franchise that hasn’t so much made product placement an art form as a cash cow. Necessarily so, it must be said, as EON Productions are obliged to raise as much as a third of its budget through deals with the likes of Sony, Bollinger, Jaguar Land Rover and Omega watches. Luckily, Ford Mondeo’s aside, it tends to stand up to the plotline. Bond’s wristwatch alone has always played a starring role in his outlandish exploits, whether it’s dissecting a train or unzipping a woman’s dress – all despite that famous story of Cubby Broccoli having to provide Sean Connery with his own Rolex Submariner in Dr No (1962) after Rolex shortsightedly refused to loan a single watch.

It’s not necessarily about touting for the highest bidder, however. It will come as huge relief to watch fans as well as Bond fans (invariably the same

001

36

It’s been 50 years of James Bond and Aston Martin – perhaps the most famous cinematic brand partnership of all time. And SPECTRE’s DB10 does not disappoint, especially as Skyfall plumped for the Goldfinger DB5. Of that sinous bodykit, Design Director Marek Reichman explained that he wanted the car to look like a predatory shark, which he seems to have pretty much nailed, wouldn’t you say?

people) that it was actually Oscar-winning costume designer Lindy Hemming who originally chose Omega, not EON’s accountants. The blue-dial Seamaster 300M diving watch to be precise, for 1995’s Goldeneye.

“The colour blue really suited Pierce [Brosnan],” she recalls. “I was dressing him in lots of blue shirts and the blue bezel and dial of the Seamaster matched perfectly. Plus, blue suited Commander Bond’s naval background too.”

And while few of us share the physique, worldliness or sophistication of Her Majesty’s most dangerous weapon, we can certainly take our cues from some of Bond’s finer facets and have a go at dressing, drinking and driving like him ourselves. Looking at cinema’s other so-called role models in this day and age, you could certainly do a lot worse. Just keep a lid on the womanising and violence, there’s a good fellow.

002

003

004

005

CASE ON POINT

TIME TO DIE (FOR)

NINJA TURTLE

STIRRED, ACTUALLY

GOOD KICKING

Bond’s preferred luggage is of course Globe-Trotter, but while we wait to discover which collection, we’re rather taken by this collaboration with another British design success story, the prints and homeware brand House of Hackney.

Daniel Craig’s grittier Bond calls for a darker Omega than Brosnan’s bluedialled Seamaster, and this throwback to the original Fifties diving watch is perfect – especially retro-fitted with a nylon military “NATO” strap, as SPECTRE spy shots have revealed…

Forget the shaken thing – real Martini connoisseurs know full well that a perfect vodka and vermouth with a twist (though gin is probably better) should be chilled with a smooth, brisk stir over plenty of ice, otherwise you’ll get a gritty cocktail.

Sported in Skyfall and the Rome funeral scene in SPECTRE, Northampton’s finest, Crockett & Jones are going out on a refreshingly stylish limb with Camberley, a double-buckle monk style that uses the finest calf leather.

£1,295, houseofhackney.com

£4,170, omegawatches.com

The 21st-century incarnation of Bond has been notable for its natty line in casualwear, in deference to the usual tuxedo or safari suit. And this N.Peal cashmere turtleneck is a case in point – rocked by Craig in SPECTRE (but admittedly helped by the chiselled torso beneath).

£35.95, belvederevodka.com

£400, crockettandjones.com

£199, npeal.com

006 MARTIN. ASTON MARTIN. For the first time since Brosnan dropped the BMW and took receipt of his cloaking-device-equipped Vanquish in Die Another Day, Bond will not be driving a V12 Aston Martin in SPECTRE. Instead, it’ll be one of 10 special “DB10” editions, based on Aston’s class-leading V8 Vantage coupé. £N/A, hrowen.co.uk/AstonMartin

A

S P E C T R E

O F

Y O U R S E L F

OR, MAYBE NOT… Controversially and notoriously, Heineken stumped up northwards of £20 million to appear fleetingly in Skyfall – trumped by Macallan whisky, who didn’t pay a penny but whose prop placement was worth over £8 million to the distiller.

That doesn’t appear to have put Heineken off though, so yet again we must shake our heads in disbelief at Daniel Craig swigging mass-produced lager in SPECTRE. To quote Moneypenny: “Oh, James…”

007 POLAR EYES CAPS The very first publicity shots of Bond in SPECTRE show him sporting this pair of Vuarnet ski sunnies, and while everything tends to look good on Daniel Craig until you try it on, we’re sure leather hoods will be seen everywhere on the slopes this season. £390, vuarnet.com

37

E N G L I S H

W I N E

S P E C I A L

There’s nothing quite like a spontaneous weekend dash for the British countryside. And with the autumn harvest in full swing, hopefully with the promise of an Indian summer, the rolling hills of the south and southwest have never felt so alive. Especially the south-facing hills, which are increasingly populated by reputable vineyards. (Yes, in England)

R O A D

T R I P

English Wine Special

2

1 W E S T

S U S S E X

D I T C H L I N G , R I D G E V I E W , &

B O L N E Y

O C K E N D E N

A22 > A275 > B2116

W E S T

C O U N T R Y

T H R E E

C H O I R S ,

C A M E L

V A L L E Y ,

I D L E

R O C K S

A40 > B4293 > M5 > A30

39

E N G L I S H

W I N E

S P E C I A L

There’s nothing quite like a spontaneous weekend dash for the British countryside. And with the autumn harvest in full swing, hopefully with the promise of an Indian summer, the rolling hills of the south and southwest have never felt so alive. Especially the south-facing hills, which are increasingly populated by reputable vineyards. (Yes, in England)

R O A D

T R I P

English Wine Special

2

1 W E S T

S U S S E X

D I T C H L I N G , R I D G E V I E W , &

B O L N E Y

O C K E N D E N

A22 > A275 > B2116

W E S T

C O U N T R Y

T H R E E

C H O I R S ,

C A M E L

V A L L E Y ,

I D L E

R O C K S

A40 > B4293 > M5 > A30

39

R O A D

T R I P

1

/ /

W E S T

S U S S E X

R O A D

E N G L I S H

S P E C I A L

T R I P

1

R I D G E V I E W ,

EAST GRINSTEAD

BEST STRETCH The northernmost stretch of the B2036 is Pains Flat – not as demanding as the A2116 towards Ditchling, but as quintessential a Sussex road as you could ask for, with barely another car to spoil your pedalto-metal enjoyment.

D I T C H L I N G ,

&

W I N E

B O L N E Y

O C K E N D E N

WHICH CAR? Bentley Flying Spur V8

A22

A22 > A275 > B2116

51.1290° N

WYCH CROSS

MUNICH LEGENDS

0.0070° W

Sumptuous, classy, capacious and fast: there’s not a lot the Flying Spur doesn’t do.

So it’s a no-brainer for our sweeping, trafficfree jaunt about the Sussex countryside.

The new V8 version is powered by Bentley’s characterful 4.0-litre twin-turbo engine, whose addictively torquey 660 Nm powers the car to 100 km/h in just 5.2 seconds and on to a top speed of 295 km/h. The local nimbys will appreciate

the engine’s cylinder deactivation too, dropping to V4 power on quieter stretches.

Being a wine tour, the Flying Spur V8’s boot volume is quite a bonus too. Once the golf clubs have been ditched, you have 475 litres to play with. Which by our calculations is enough for 20.04 12-bottle cases. Make that 0.04 count… hrowen.co.uk/Bentley

A275

house has since scooped 65 awards from its first vintage of 1992 onwards. The Classic Cuvée 2007 was even served aboard the Royal Barge during the Queen’s Silver Jubilee celebrations - need we say any more?

THE GRIFFIN INN

NYETIMBER If you’ve attended an H.R. Owen event recently then there’s a good chance you’ll already be familiar with one of English wine’s greatest success stories, Nyetimber.

A 152-hectare plot planted as recently as 1988 by two expat Americans, this sparkling-white-only

A6 BEST STRETCH

B2036

A275

B2112

RIDGEVIEW WINE ESTATE

N

PLUMPTON

DITCHLING BEACON At 248 metres above sea-level, the National Trust-protected Ditchling Beacon is the highest point in East Sussex and offers commanding, exhilarating 360-degree views from its summit out to the sea. London to Brighton cyclists call it the “Green Monster” for good reason...

BOLNEY WINE ESTATE

DITCHLING BEACON CAR PARK

Your first stop (bearing in mind there are vineyards ahead) is the Griffin Inn at Fletching – a great pub and proper restaurant, once run by Piers Morgan’s folks, but don’t let that put you off.

Book for lunch, ask for a table outside and enjoy a smoked rump of Southdowns lamb with charred Mediterranean vegetables.

Then, squeeze back into the cockpit and swing back westwards to the A275, heading south via Chailey towards Lewes. Here, your sat nav, Google Maps and everyone else will tell you to go right sooner than you should – but they’re all trying to keep out-of-towners off one of south England’s finest driving roads: the B2116 west towards Ditchling – a glorious, sweeping set of curves in a beautiful part of the world, enjoyable even in a jalopy. If you couldn’t get a table at the Griffin, the

BURGESS HILL

40

cannier Gauls quietly started buying up farmland spanning the South Downs.

To enjoy the open cellars and vineyard tours of Sussex’s finest, our wonderful south-England weekend jaunt in fact starts at the dreaded Croydon, from where the M23 injects you straight into the heart of verdant, undulating Sussex. Exit at the A264 junction, head into East Grinstead (traffic can be slow here), out on the A22 through affluent Forest Row, then fork off right on the A275 at Wych Cross.

For some extra-curricular petrolhead ephemera, you should stop at Munich Legends on the left about a mile after the junction to gawp at some of BMW’s early sporting classics – there’s invariably a pristine wedge of an M1 parked on the forecourt. Alternatively, just enjoy the long, usually deserted straights on this road and give it the gun (responsibly, of course).

OCKENDEN MANOR

L

ike Croydon to Londoners, English wine was once an in-joke to snobbish oenophiles.

But now, unlike Surrey’s least favourite son, the hundreds of vineyards spanning Britain’s southernmost parts are giving some of the world’s finest growers a serious run for their money.

Especially that most snobbish enclave, Champagne, whose crucial seam of chalk-rich soil pops up on the other side of the Channel and means that over 15% of all English wine bubbles. In fact, vineyards such as Ridgeview and Her Majesty’s choice Nyetimber, both in West Sussex, have been planted solely with Champagne varieties (Chardonnay, Pinot Noir and Pinot Meunier) for the production of classic bottle-fermented sparkling wines. To the fury of the French maisons, Ridgeview even scooped Decanter magazine’s “Best Sparkling White” in 2010, while the

B2116

SOUTH DOWNS

Bull in Ditchling has a solid kitchen serving food in a pristine garden overlooking your next challenge, notorious to regulars of the London to Brighton bike ride: Ditchling Beacon. Do take the super-twisty stretch to the highest point of the Beacon, and stop to admire the amazing views and the gliders from the car park at the top. Then continue back north first to the aforementioned Ridgeview, nestled at the foot of the Downs and offering pre-booked tours throughout the year, or just drop-in tastings between 11am and 4pm from Monday to Saturday.

For a more boutique vineyard experience, head on to Bolney Wine Estate via the arrow-straight Pains Flat B-road. Run refreshingly by an award-laden woman, Sam Linter, whose father established the first vines in the Seventies, Bolney is gaining evermore repute on the English and global stage, thanks to its strong range of reds (the Pinot Noir is a must) and, yes, a tantalising sparkling Blanc de Blancs.

Just a stone’s throw from Bolney is your stay for the weekend, Ockenden Manor – a charming and tranquil Elizabethan Manor House tucked away in Cuckfield, one of the prettiest Tudor villages in England, and now boasting a state-of-the-art spa.

Which is just as well, as packing swimwear should leave you plenty of room in the boot for all those bottles you’ll want to bring home. bolneywineestate.com hshotels.co.uk/ockenden-manor-hotel-and-spa nyetimber.com ridgeview.co.uk

41

R O A D

T R I P

1

/ /

W E S T

S U S S E X

R O A D

E N G L I S H

S P E C I A L

T R I P

1

R I D G E V I E W ,

EAST GRINSTEAD

BEST STRETCH The northernmost stretch of the B2036 is Pains Flat – not as demanding as the A2116 towards Ditchling, but as quintessential a Sussex road as you could ask for, with barely another car to spoil your pedalto-metal enjoyment.

D I T C H L I N G ,

&

W I N E

B O L N E Y

O C K E N D E N

WHICH CAR? Bentley Flying Spur V8

A22

A22 > A275 > B2116

51.1290° N

WYCH CROSS

MUNICH LEGENDS

0.0070° W

Sumptuous, classy, capacious and fast: there’s not a lot the Flying Spur doesn’t do.

So it’s a no-brainer for our sweeping, trafficfree jaunt about the Sussex countryside.

The new V8 version is powered by Bentley’s characterful 4.0-litre twin-turbo engine, whose addictively torquey 660 Nm powers the car to 100 km/h in just 5.2 seconds and on to a top speed of 295 km/h. The local nimbys will appreciate

the engine’s cylinder deactivation too, dropping to V4 power on quieter stretches.

Being a wine tour, the Flying Spur V8’s boot volume is quite a bonus too. Once the golf clubs have been ditched, you have 475 litres to play with. Which by our calculations is enough for 20.04 12-bottle cases. Make that 0.04 count… hrowen.co.uk/Bentley

A275

house has since scooped 65 awards from its first vintage of 1992 onwards. The Classic Cuvée 2007 was even served aboard the Royal Barge during the Queen’s Silver Jubilee celebrations - need we say any more?

THE GRIFFIN INN

NYETIMBER If you’ve attended an H.R. Owen event recently then there’s a good chance you’ll already be familiar with one of English wine’s greatest success stories, Nyetimber.

A 152-hectare plot planted as recently as 1988 by two expat Americans, this sparkling-white-only

A6 BEST STRETCH

B2036

A275

B2112

RIDGEVIEW WINE ESTATE

N

PLUMPTON

DITCHLING BEACON At 248 metres above sea-level, the National Trust-protected Ditchling Beacon is the highest point in East Sussex and offers commanding, exhilarating 360-degree views from its summit out to the sea. London to Brighton cyclists call it the “Green Monster” for good reason...

BOLNEY WINE ESTATE

DITCHLING BEACON CAR PARK

Your first stop (bearing in mind there are vineyards ahead) is the Griffin Inn at Fletching – a great pub and proper restaurant, once run by Piers Morgan’s folks, but don’t let that put you off.

Book for lunch, ask for a table outside and enjoy a smoked rump of Southdowns lamb with charred Mediterranean vegetables.

Then, squeeze back into the cockpit and swing back westwards to the A275, heading south via Chailey towards Lewes. Here, your sat nav, Google Maps and everyone else will tell you to go right sooner than you should – but they’re all trying to keep out-of-towners off one of south England’s finest driving roads: the B2116 west towards Ditchling – a glorious, sweeping set of curves in a beautiful part of the world, enjoyable even in a jalopy. If you couldn’t get a table at the Griffin, the

BURGESS HILL

40

cannier Gauls quietly started buying up farmland spanning the South Downs.

To enjoy the open cellars and vineyard tours of Sussex’s finest, our wonderful south-England weekend jaunt in fact starts at the dreaded Croydon, from where the M23 injects you straight into the heart of verdant, undulating Sussex. Exit at the A264 junction, head into East Grinstead (traffic can be slow here), out on the A22 through affluent Forest Row, then fork off right on the A275 at Wych Cross.

For some extra-curricular petrolhead ephemera, you should stop at Munich Legends on the left about a mile after the junction to gawp at some of BMW’s early sporting classics – there’s invariably a pristine wedge of an M1 parked on the forecourt. Alternatively, just enjoy the long, usually deserted straights on this road and give it the gun (responsibly, of course).

OCKENDEN MANOR

L

ike Croydon to Londoners, English wine was once an in-joke to snobbish oenophiles.

But now, unlike Surrey’s least favourite son, the hundreds of vineyards spanning Britain’s southernmost parts are giving some of the world’s finest growers a serious run for their money.

Especially that most snobbish enclave, Champagne, whose crucial seam of chalk-rich soil pops up on the other side of the Channel and means that over 15% of all English wine bubbles. In fact, vineyards such as Ridgeview and Her Majesty’s choice Nyetimber, both in West Sussex, have been planted solely with Champagne varieties (Chardonnay, Pinot Noir and Pinot Meunier) for the production of classic bottle-fermented sparkling wines. To the fury of the French maisons, Ridgeview even scooped Decanter magazine’s “Best Sparkling White” in 2010, while the

B2116

SOUTH DOWNS

Bull in Ditchling has a solid kitchen serving food in a pristine garden overlooking your next challenge, notorious to regulars of the London to Brighton bike ride: Ditchling Beacon. Do take the super-twisty stretch to the highest point of the Beacon, and stop to admire the amazing views and the gliders from the car park at the top. Then continue back north first to the aforementioned Ridgeview, nestled at the foot of the Downs and offering pre-booked tours throughout the year, or just drop-in tastings between 11am and 4pm from Monday to Saturday.

For a more boutique vineyard experience, head on to Bolney Wine Estate via the arrow-straight Pains Flat B-road. Run refreshingly by an award-laden woman, Sam Linter, whose father established the first vines in the Seventies, Bolney is gaining evermore repute on the English and global stage, thanks to its strong range of reds (the Pinot Noir is a must) and, yes, a tantalising sparkling Blanc de Blancs.

Just a stone’s throw from Bolney is your stay for the weekend, Ockenden Manor – a charming and tranquil Elizabethan Manor House tucked away in Cuckfield, one of the prettiest Tudor villages in England, and now boasting a state-of-the-art spa.

Which is just as well, as packing swimwear should leave you plenty of room in the boot for all those bottles you’ll want to bring home. bolneywineestate.com hshotels.co.uk/ockenden-manor-hotel-and-spa nyetimber.com ridgeview.co.uk

41

R O A D

T R I P

2

/ /

E N G L I S H

S O M E R S E T

T R I P

T H R E E

C H O I R S ,

C A M E L

V A L L E Y ,

I D L E

R O C K S

MONMOUTH

2

of the “50 Best Beach Hotels in Europe” according to The Times in 2014, located just a wine bottle cork toss from the harbour. Aston Martin owners will have plenty to chat about if the guv’nor is about, as he happens to be ex-Chairman of the marque and still-Chairman of Prodrive, Sir David Richards.

He bought the hotel with his wife Karen two years ago and it’s already proving hot competition for Olga Polizzi’s Hotel Tresanton, down the road.

Just be sure to make the most of The Idle Rocks’ supremely cosy beds; it’s a long drive back…

BRISTOL

WILLOW MAN

52.9178° N

A40

WOODBURY PARK

CAMEL VALLEY VINEYARD

DARTMOOR

EXETER

BEST STRETCH For an entertaining drive off the beaten track, look no further than our unnamed stretch just south of Blagdon Hill. Quiet, testing and with an outstanding hairpin between a steep incline and open straight, this mile long jaunt provides welcome relief from the monotony of the M5.

A30

GREAT STAPLE TOR

CAMEL VALLEY Proving that England isn’t all about sparklers and Bacchus white, the renowned Cornish winery turns out an impressive Pinot Noir rosé ideally suited to summer evenings on the coast – light, with intense strawberry aromas.

BEST STRETCH

M5

IDLE ROCKS

42

THREE CHOIRS VINEYARD

N

4.0929° W

PADSTOW

T

S P E C I A L

B4293

three-choirs-vineyards.co.uk thebelfrycountryhotel.com camelvalley.com

A40 > B4293 > M5 > A30

ouring the vineyards of South West England might not have the same ring to it as a balmy fortnight en Provence, but the roads, scenery and local produce from this part of the UK more than make up for it.

Start your South West wine tour at The Three Choirs Vineyard near Newent, one of the largest commercial wineries in England and the first to be awarded a Gold medal at Vinexpo in Bordeaux.

Around three hours west of London near the Wye Valley, owner John Oldacer opened a state-of-the-art winery in 1990, later introducing a restaurant and a number of comfortable guest bedrooms and lodges.

Leaving a few cases of Bacchus 2011 or Classic Cuvée sparkling (or both) heavier, head south taking the A40 from nearby Ross-on-Wye towards Monmouth, opting for a scenic taste of the Wye Valley via the B4293, passing the equally majestic Tintern Abbey and Severn Bridge.

Depending on your schedule, the schlep to Cornwall is most rapidly dealt with via the M5 and A30, alternatively, there’s any number of challenging roads skirting either the Quantock or Blackdown Hills. The unnamed main road that runs south from Blagdon Hill to Luppitt via Smeatharpe is particularly decent.

ROSS-ON-WYE

R O A D

After a night at The Belfry at Yarcombe, head down the road to Nigel Mansell’s Woodbury Park golf club, whose “World of Racing” tribute museum is a charming trip down memory lane for F1 fans.

Then, once you reach Bodmin the following day, aim for Camel Valley, Cornwall’s largest and most down to earth vineyard. Boasting a stunning terrace and a range of award-winning sparkling wines to sample, Camel Valley wine is sold not only at Rick Stein’s restaurants locally, but also further afield in Hakkasan restaurant in London. Ex-RAF pilot Bob Lindo and his wife Annie first planted vines here in 1989, but the Head Winemaker title has been handed to son Sam, who in 2009 came second in the World Sparkling Wine Championships to Bollinger.

For your final stop, call in at The Idle Rocks hotel in St Mawes for its ultra-fresh catch of the day – one

W I N E

WHICH CAR? Maserati GranCabrio Sport Such a social excursion will no doubt call for company and few cars combine the practicality of a fourseater convertible and “more-than-adequate” performance for those winding Cornish

roads quite like the GranCabrio Sport.

Comfortable, refined and with just over 450bhp this is a car to be heard in quite as much as be seen.

A touch of the sport button transforms this 4.7-litre V8 cruiser into quite possibly the best sounding thing on

the road, the improved gearbox, throttle response and (most importantly) exhaust all compelling you to indulge your inner child and find a large tunnel post haste. hrowen.co.uk/ Maserati

43

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T R I P

2

/ /

E N G L I S H

S O M E R S E T

T R I P

T H R E E

C H O I R S ,

C A M E L

V A L L E Y ,

I D L E

R O C K S

MONMOUTH

2

of the “50 Best Beach Hotels in Europe” according to The Times in 2014, located just a wine bottle cork toss from the harbour. Aston Martin owners will have plenty to chat about if the guv’nor is about, as he happens to be ex-Chairman of the marque and still-Chairman of Prodrive, Sir David Richards.

He bought the hotel with his wife Karen two years ago and it’s already proving hot competition for Olga Polizzi’s Hotel Tresanton, down the road.

Just be sure to make the most of The Idle Rocks’ supremely cosy beds; it’s a long drive back…

BRISTOL

WILLOW MAN

52.9178° N

A40

WOODBURY PARK

CAMEL VALLEY VINEYARD

DARTMOOR

EXETER

BEST STRETCH For an entertaining drive off the beaten track, look no further than our unnamed stretch just south of Blagdon Hill. Quiet, testing and with an outstanding hairpin between a steep incline and open straight, this mile long jaunt provides welcome relief from the monotony of the M5.

A30

GREAT STAPLE TOR

CAMEL VALLEY Proving that England isn’t all about sparklers and Bacchus white, the renowned Cornish winery turns out an impressive Pinot Noir rosé ideally suited to summer evenings on the coast – light, with intense strawberry aromas.

BEST STRETCH

M5

IDLE ROCKS

42

THREE CHOIRS VINEYARD

N

4.0929° W

PADSTOW

T

S P E C I A L

B4293

three-choirs-vineyards.co.uk thebelfrycountryhotel.com camelvalley.com

A40 > B4293 > M5 > A30

ouring the vineyards of South West England might not have the same ring to it as a balmy fortnight en Provence, but the roads, scenery and local produce from this part of the UK more than make up for it.

Start your South West wine tour at The Three Choirs Vineyard near Newent, one of the largest commercial wineries in England and the first to be awarded a Gold medal at Vinexpo in Bordeaux.

Around three hours west of London near the Wye Valley, owner John Oldacer opened a state-of-the-art winery in 1990, later introducing a restaurant and a number of comfortable guest bedrooms and lodges.

Leaving a few cases of Bacchus 2011 or Classic Cuvée sparkling (or both) heavier, head south taking the A40 from nearby Ross-on-Wye towards Monmouth, opting for a scenic taste of the Wye Valley via the B4293, passing the equally majestic Tintern Abbey and Severn Bridge.

Depending on your schedule, the schlep to Cornwall is most rapidly dealt with via the M5 and A30, alternatively, there’s any number of challenging roads skirting either the Quantock or Blackdown Hills. The unnamed main road that runs south from Blagdon Hill to Luppitt via Smeatharpe is particularly decent.

ROSS-ON-WYE

R O A D

After a night at The Belfry at Yarcombe, head down the road to Nigel Mansell’s Woodbury Park golf club, whose “World of Racing” tribute museum is a charming trip down memory lane for F1 fans.

Then, once you reach Bodmin the following day, aim for Camel Valley, Cornwall’s largest and most down to earth vineyard. Boasting a stunning terrace and a range of award-winning sparkling wines to sample, Camel Valley wine is sold not only at Rick Stein’s restaurants locally, but also further afield in Hakkasan restaurant in London. Ex-RAF pilot Bob Lindo and his wife Annie first planted vines here in 1989, but the Head Winemaker title has been handed to son Sam, who in 2009 came second in the World Sparkling Wine Championships to Bollinger.

For your final stop, call in at The Idle Rocks hotel in St Mawes for its ultra-fresh catch of the day – one

W I N E

WHICH CAR? Maserati GranCabrio Sport Such a social excursion will no doubt call for company and few cars combine the practicality of a fourseater convertible and “more-than-adequate” performance for those winding Cornish

roads quite like the GranCabrio Sport.

Comfortable, refined and with just over 450bhp this is a car to be heard in quite as much as be seen.

A touch of the sport button transforms this 4.7-litre V8 cruiser into quite possibly the best sounding thing on

the road, the improved gearbox, throttle response and (most importantly) exhaust all compelling you to indulge your inner child and find a large tunnel post haste. hrowen.co.uk/ Maserati

43

F R A N K F U R T MOTOR SHOW 2015

46.

Harrods Estates brings

LONDON

54.

property to the world

50.

• LONDON RESIDENTIAL SALES • LONDON RESIDENTIAL LETTINGS • ACQUISITIONS • NEW DEVELOPMENTS • ASSET MANAGEMENT • PROPERTY MANAGEMENT

KNIGHTSBRIDGE OFFICE: 82 BROMPTON ROAD LONDON SW3 1ER T: 020 7225 6506 MAYFAIR OFFICE: 61 PARK LANE LONDON W1K 1QF T: 020 7409 9001 CHELSEA OFFICE: 58 FULHAM ROAD LONDON SW3 6HH T: 020 7225 6700 KENSINGTON OFFICE: 48-50 KENSINGTON CHURCH STREET LONDON W8 4DG T: 020 3650 4600

HARRODSESTATES.COM @HarrodsEstates

55.

Welcome to DRIVE’s definitive guide to the new metal that matters – launched at Frankfurt’s annual jamboree of everything automotive in mid-September. A radical Bentley, a breezy Rolls, a frankly awesome red herring of a Veyron, and much, much more…

F R A N K F U R T MOTOR SHOW 2015

46.

Harrods Estates brings

LONDON

54.

property to the world

50.

• LONDON RESIDENTIAL SALES • LONDON RESIDENTIAL LETTINGS • ACQUISITIONS • NEW DEVELOPMENTS • ASSET MANAGEMENT • PROPERTY MANAGEMENT

KNIGHTSBRIDGE OFFICE: 82 BROMPTON ROAD LONDON SW3 1ER T: 020 7225 6506 MAYFAIR OFFICE: 61 PARK LANE LONDON W1K 1QF T: 020 7409 9001 CHELSEA OFFICE: 58 FULHAM ROAD LONDON SW3 6HH T: 020 7225 6700 KENSINGTON OFFICE: 48-50 KENSINGTON CHURCH STREET LONDON W8 4DG T: 020 3650 4600

HARRODSESTATES.COM @HarrodsEstates

55.

Welcome to DRIVE’s definitive guide to the new metal that matters – launched at Frankfurt’s annual jamboree of everything automotive in mid-September. A radical Bentley, a breezy Rolls, a frankly awesome red herring of a Veyron, and much, much more…

F R A N K F U R T

S P E C I A L

B E N T L E Y

B E N T A Y G A

WO W, W I T H A C A P I TA L W. O. After years of promises, months of teasing and one large red herring concept later, the most radical Bentley in the company’s near 100-year history is finally here. Matthew Carter gets under the skin of Bentayga

T

he Bentley Bentayga, the company’s first 4x4 sports utility vehicle, has taken centre stage on the company’s stand at the Frankfurt Show and deliveries are due to start in early 2016.

Not only is it the company’s first SUV, in due course it will become Bentley’s first diesel, its first plug-in hybrid and it’s first seven-seater, too.

All in all, it’s as far removed from the traditional Bentley limousine as it can be… but times are changing and Bentley is changing with it.

What the world wants today, it seems, is a luxury SUV: large enough to guarantee comfort and style and robust enough to deal with everything in its path. Indeed, the worldwide SUV market is expected to reach 20 million units annually by 2020.

Little wonder, then, that virtually every performance and luxury marque is following Porsche, Audi and now Jaguar down this, er, track. Within a couple of years we will have new SUVs from Rolls-Royce, Maserati and Lamborghini with others, no doubt, on the way.

The only question remaining, then, is whether Bentayga is a true Bentley.

The company clearly thinks so saying it provides “effortless Bentley performance, unrestrained by climate or terrain… combining unparalleled luxury with sporting ability, off road performance and everyday usability”. With little or no modesty it regards Bentayga as ‘its pinnacle, sector-defining new model.”

It was designed and engineered in Crewe, where it will also be handcrafted. Does that make a difference? Judging by the efforts the management made to ensure it did stay in Crewe rather than go to another factory within the Volkswagen empire, the answer is a resounding yes.

One thing is for certain, it does look every inch a Bentley, with clear design cues inspired by the Continental GT – and far more curves, grace and sophistication than the EXP 9F concept displayed when it appeared at the 2012 Geneva Motor Show.

A blunt instrument it might have been, but at least that concept helped prepare the world for Bentley’s next big move.

46

T H E N A M E WA S I N S P I R E D BY T H E R U G G E D MOUNTAIN PEAK OF THE ROQUE BENTAYGA IN GRAN CANARIA. THE CAR ITSELF IS J U S T A S R U G G E D, B U T W I T H A L L T H E É L A N YOU’D EXPECT FROM A BENTLEY

Among the features that make Bentayga a Bentley are the large matrix grille, the four floating LED headlamps, the “B” shaped wing vents and, perhaps most obviously, the powerful haunches that echo the Continental GT’s rear end and which can even trace their lineage to the original R-type Continental of 1952.

There’s even a fastback look to the roofline, though clearly the need for SUV practicality means the slope isn’t anywhere near as dramatic as the GT’s.

In other respect Bentayga follows its own path. Its strong, muscular flanks give it the solidity expected from an SUV and there are many distinguishing features. The rear lights, for example, are a long way from the soft oval lamps on the back of other Bentleys. Instead, rectangular lamps house “B” shaped LEDs. There’s also a substantial rear overhang, need to ensure a large boot, and even skid plates front and rear to offer protection for those determined to use all the car’s abilities.

Extensive use of lightweight aluminium in the car’s construction – Bentayga features the largest single piece aluminium pressing in the automotive world – results in a weight saving of 236kg compared to a traditional steel body.

The roof, however, is largely glass. Bentayga comes as standard with a huge panoramic glass panel taking up 60 per cent of the total roof surface.

The feature is split into two panes with the front element tilting and sliding if required. Inside a full-length electric roller blind offers protection from the desert sun.

47

F R A N K F U R T

S P E C I A L

B E N T L E Y

B E N T A Y G A

WO W, W I T H A C A P I TA L W. O. After years of promises, months of teasing and one large red herring concept later, the most radical Bentley in the company’s near 100-year history is finally here. Matthew Carter gets under the skin of Bentayga

T

he Bentley Bentayga, the company’s first 4x4 sports utility vehicle, has taken centre stage on the company’s stand at the Frankfurt Show and deliveries are due to start in early 2016.

Not only is it the company’s first SUV, in due course it will become Bentley’s first diesel, its first plug-in hybrid and it’s first seven-seater, too.

All in all, it’s as far removed from the traditional Bentley limousine as it can be… but times are changing and Bentley is changing with it.

What the world wants today, it seems, is a luxury SUV: large enough to guarantee comfort and style and robust enough to deal with everything in its path. Indeed, the worldwide SUV market is expected to reach 20 million units annually by 2020.

Little wonder, then, that virtually every performance and luxury marque is following Porsche, Audi and now Jaguar down this, er, track. Within a couple of years we will have new SUVs from Rolls-Royce, Maserati and Lamborghini with others, no doubt, on the way.

The only question remaining, then, is whether Bentayga is a true Bentley.

The company clearly thinks so saying it provides “effortless Bentley performance, unrestrained by climate or terrain… combining unparalleled luxury with sporting ability, off road performance and everyday usability”. With little or no modesty it regards Bentayga as ‘its pinnacle, sector-defining new model.”

It was designed and engineered in Crewe, where it will also be handcrafted. Does that make a difference? Judging by the efforts the management made to ensure it did stay in Crewe rather than go to another factory within the Volkswagen empire, the answer is a resounding yes.

One thing is for certain, it does look every inch a Bentley, with clear design cues inspired by the Continental GT – and far more curves, grace and sophistication than the EXP 9F concept displayed when it appeared at the 2012 Geneva Motor Show.

A blunt instrument it might have been, but at least that concept helped prepare the world for Bentley’s next big move.

46

T H E N A M E WA S I N S P I R E D BY T H E R U G G E D MOUNTAIN PEAK OF THE ROQUE BENTAYGA IN GRAN CANARIA. THE CAR ITSELF IS J U S T A S R U G G E D, B U T W I T H A L L T H E É L A N YOU’D EXPECT FROM A BENTLEY

Among the features that make Bentayga a Bentley are the large matrix grille, the four floating LED headlamps, the “B” shaped wing vents and, perhaps most obviously, the powerful haunches that echo the Continental GT’s rear end and which can even trace their lineage to the original R-type Continental of 1952.

There’s even a fastback look to the roofline, though clearly the need for SUV practicality means the slope isn’t anywhere near as dramatic as the GT’s.

In other respect Bentayga follows its own path. Its strong, muscular flanks give it the solidity expected from an SUV and there are many distinguishing features. The rear lights, for example, are a long way from the soft oval lamps on the back of other Bentleys. Instead, rectangular lamps house “B” shaped LEDs. There’s also a substantial rear overhang, need to ensure a large boot, and even skid plates front and rear to offer protection for those determined to use all the car’s abilities.

Extensive use of lightweight aluminium in the car’s construction – Bentayga features the largest single piece aluminium pressing in the automotive world – results in a weight saving of 236kg compared to a traditional steel body.

The roof, however, is largely glass. Bentayga comes as standard with a huge panoramic glass panel taking up 60 per cent of the total roof surface.

The feature is split into two panes with the front element tilting and sliding if required. Inside a full-length electric roller blind offers protection from the desert sun.

47

F R A N K F U R T

S P E C I A L

X X X X X X X X X X

To make sure it all works, Bentayga has been trialled and tested across five continents and under a wide variety of conditions in the most exhaustive new car programme Bentley has ever conducted.

It’s been from -30°C in the North Cape to 50°C in the desert, from the dirt and gravel of South Africa (see sidebar) to the dunes of Dubai.

Why, it’s even encountered good old English mud in Cheshire.

And it’s done 400 flat-out laps of the Nürburgring Nordschleife circuit to fine tune the dynamic performance of the chassis.

Bentayga is certainly radical in Bentley terms at least but equally certainly it’s a Bentley through and through. Will it sell? Let’s put it this way, even before the public saw the finished car, the company had taken 5,000 orders worldwide with the US leading the way. Yes, it will sell!

WATC H I N G T H I S B E A S T G R A P P L I N G A R O C K S LO P E I S A S IMPRESSIVE AS SEEING A GRIZZLY BEAR CLIMB A TREE. ALL OF THIS IN A CABIN AS LUXURIANTLY SUMPTUOUS AS THAT OF ANY OTHER BENTLEY

The tailgate can be operated hands free, while exterior options include aluminium roof rails and a suite of alloy wheels from 20in to 22in. There are 17 exterior paint colours offered in the standard palette with up to 90 available in an extended range. And Mulliner will, of course, come up with whatever colour you want if none of these suits.

If Bentley is pleased with the car’s looks, it is inordinately proud of the interior. Stand by for some more superlatives… this is “the finest automotive interior in the world, with handcrafted wood and leather throughout”.

There’s more. “The Bentayga’s cockpit sets new standards for both luxury and precision, with meticulous tolerances between the exquisite veneered woods and metal elements”.

This isn’t hyperbole, however. Bentayga’s interior really is a thing of exquisite beauty, of supreme craftsmanship and of the finest materials.

Woe betide anyone who gets in with muddy wellies after a day’s shoot…

It’s available with four or five seat options at the moment, but a seven-seat option will be available in a matter of months.

The cockpit is dominated by the marque’s “wing” design in which the dashboard rises and falls as it flows from side to side over the instrument binnacle, down under the centre console and back over the passenger side.

48

Seats are as sumptuous as you’d expect, individually handcrafted in Crewe. The fronts have 22-way electric adjustment and there’s a six programme massage system plus three stage heating and ventilation.

The cockpit has 15 veneer elements available in seven different finishes and the entire cabin is set off by highly polished metal elements across the dashboard, centre console and doors. The organ pulls for the vents, the gear knob and the drive mode selector are all knurled for added tactile pleasure.

Ah yes, the drive mode selector. While fourwheel drive is already, of course, a feature of a modern Bentley, the system in Bentayga has a different role to play.

This is a serious off-road vehicle and as such has a highly sophisticated electronically controlled four-wheel drive system that allows it to tackle virtually any terrain. As well as electronic stability control and a multi-mode traction control system, Bentayga has hill descent control that regulates the car’s speed on steep descents, meaning that all the driver has to do is steer.

The optional Responsive Off-Road Setting offers eight modes, allowing the driver to simply turn a dial and select the perfect dynamic set up for any surface or road condition.

There’s also Bentley Dynamic Ride, the world’s first electric active roll control technology.

Powered by a 48V circuit, the system instantly counteracts the lateral rolling forces inherent when cornering a car with a higher centre of gravity to ensure maximum tyre contact. The result is class leading stability, ride comfort and handling.

Its equally sophisticated self-levelling air suspension has four different modes: High 2, High 1, Normal and Low. High 2 can be manually selected for tackling severe off-road obstacles while the rear suspension can be lowered, via a switch in the boot, should the owner need to hitch a trailer or load the rear. Reflecting the use the car is likely to be put, among the options there’s a Wet Gear Stowage pack… another first for a Bentley.

It’s no secret that the car’s platform, chassis, air suspension and four-wheel drive hardware is used by a number of other vehicles in the Group, but Bentley is at pains to stress that every element has been tuned or calibrated specifically for Bentayga.

And then there’s the engine, which is unique to Bentayga. The concept of a six-litre twin turbocharged W12 engine might sound familiar but this is entirely new.

The W12 has been redesigned from scratch with direct fuel injection, Stop-Start technology and variable displacement capability – it cuts one bank of six cylinders when the engine is not being stressed to lower emissions (292 g/km CO2 is impressive for an engine of this size) and enhance fuel economy. It’s lighter than before, by a significant 30kgs, and even more powerful: would you believe 600hp and 900 Nm of torque.

Allied to the respected ZF eight speed automatic transmission and with a 40:60 front to rear torque split, this SUV has pure sports car performance. Zero to 60 mph takes 4.0 seconds and top speed is 187mph (301km/h).

For the time being the W12 is the only engine option available on Bentayga, though a clean diesel and plug-in hybrid are waiting in the wings.

TAKEN TO TASK [ FIRST DRIVE ] Richard Bremner was the first UK journalist to get a first-hand taste of the Bentayga’s formidable abilities The idea of a Bentley that can wade through mud, climb rock-strewn slopes and assault desert dunes is unusual, but undeniably appealing. Especially if it combines the richly potent character of the marque’s road cars with all-terrain athleticism. Bentley’s Bentayga aims to do just that, and we gained proof of this while driving engineering prototypes in Africa - to test the cooling of engine and occupants - and some rugged trails in Spain that will stretch its suspension. Apart from appearing thoroughly unfinished in matt black disguises, these Bentleys are not quite finished in engineering development either, but they’re close enough to demonstrate what this car is capable of. Which is memorably unlikely.

What you might anticipate, given the (taped over) badge, is a fat slice of performance. And you get it, despite the Bentayga’s scale. The all-new 550PS twin-turbo W12 launches you towards fresh adventures at over 170mph, smashing 60mph in under 5.0 seconds. Yet the Bentayga performs mightily off-road too, the combination of its lightweight aluminium bodyshell, air suspension and a system that limits body-roll providing excellent off-road agility and handling to match the rest of the Bentley range.

In South Africa, there are moments when you feel all of those 550PS, the Bentayga taking off as if escaping from a fire, its thrust lightly pinioning you to your seat despite carrying four plus luggage. It’s thrillingly and improbably fast. Later, in Spain, comes the chance to experience this from behind the wheel, and push the Bentley along the meandering roads you yearn for in a sports car. If you’re fortunate enough to experience a Bentayga you’ll yearn to drive them in this, too, and never mind that it’s a sizeable SUV. Thunderous zest is one thing, but still more impressive is its nimbleness, the wieldy steering and uncannily slight body-roll allowing bends to be attacked with entusiastic aplomb.

It’s no less surprising off-road. We’re standing at the foot of a fairly steep, rain-wetted rock slope that ascends in steps. It’s a hard climb even on foot.

The Bentley begins with no run-up, cresting each terrace with a swinging tail as its tyres claw for grip. But it gets there, and with no frantic revving or scrabbling wheels. Watching this big beast grappling a rock slope is as impressive as seeing a grizzly bear climb a tree.

All of this you experience in a cabin as luxuriantly sumptuous, and painstakingly finished, as that of any other Bentley. And it’s is this combination of unlikely abilities, and experiences, that makes the Bentayga a rather beguiling machine.

49

F R A N K F U R T

S P E C I A L

X X X X X X X X X X

To make sure it all works, Bentayga has been trialled and tested across five continents and under a wide variety of conditions in the most exhaustive new car programme Bentley has ever conducted.

It’s been from -30°C in the North Cape to 50°C in the desert, from the dirt and gravel of South Africa (see sidebar) to the dunes of Dubai.

Why, it’s even encountered good old English mud in Cheshire.

And it’s done 400 flat-out laps of the Nürburgring Nordschleife circuit to fine tune the dynamic performance of the chassis.

Bentayga is certainly radical in Bentley terms at least but equally certainly it’s a Bentley through and through. Will it sell? Let’s put it this way, even before the public saw the finished car, the company had taken 5,000 orders worldwide with the US leading the way. Yes, it will sell!

WATC H I N G T H I S B E A S T G R A P P L I N G A R O C K S LO P E I S A S IMPRESSIVE AS SEEING A GRIZZLY BEAR CLIMB A TREE. ALL OF THIS IN A CABIN AS LUXURIANTLY SUMPTUOUS AS THAT OF ANY OTHER BENTLEY

The tailgate can be operated hands free, while exterior options include aluminium roof rails and a suite of alloy wheels from 20in to 22in. There are 17 exterior paint colours offered in the standard palette with up to 90 available in an extended range. And Mulliner will, of course, come up with whatever colour you want if none of these suits.

If Bentley is pleased with the car’s looks, it is inordinately proud of the interior. Stand by for some more superlatives… this is “the finest automotive interior in the world, with handcrafted wood and leather throughout”.

There’s more. “The Bentayga’s cockpit sets new standards for both luxury and precision, with meticulous tolerances between the exquisite veneered woods and metal elements”.

This isn’t hyperbole, however. Bentayga’s interior really is a thing of exquisite beauty, of supreme craftsmanship and of the finest materials.

Woe betide anyone who gets in with muddy wellies after a day’s shoot…

It’s available with four or five seat options at the moment, but a seven-seat option will be available in a matter of months.

The cockpit is dominated by the marque’s “wing” design in which the dashboard rises and falls as it flows from side to side over the instrument binnacle, down under the centre console and back over the passenger side.

48

Seats are as sumptuous as you’d expect, individually handcrafted in Crewe. The fronts have 22-way electric adjustment and there’s a six programme massage system plus three stage heating and ventilation.

The cockpit has 15 veneer elements available in seven different finishes and the entire cabin is set off by highly polished metal elements across the dashboard, centre console and doors. The organ pulls for the vents, the gear knob and the drive mode selector are all knurled for added tactile pleasure.

Ah yes, the drive mode selector. While fourwheel drive is already, of course, a feature of a modern Bentley, the system in Bentayga has a different role to play.

This is a serious off-road vehicle and as such has a highly sophisticated electronically controlled four-wheel drive system that allows it to tackle virtually any terrain. As well as electronic stability control and a multi-mode traction control system, Bentayga has hill descent control that regulates the car’s speed on steep descents, meaning that all the driver has to do is steer.

The optional Responsive Off-Road Setting offers eight modes, allowing the driver to simply turn a dial and select the perfect dynamic set up for any surface or road condition.

There’s also Bentley Dynamic Ride, the world’s first electric active roll control technology.

Powered by a 48V circuit, the system instantly counteracts the lateral rolling forces inherent when cornering a car with a higher centre of gravity to ensure maximum tyre contact. The result is class leading stability, ride comfort and handling.

Its equally sophisticated self-levelling air suspension has four different modes: High 2, High 1, Normal and Low. High 2 can be manually selected for tackling severe off-road obstacles while the rear suspension can be lowered, via a switch in the boot, should the owner need to hitch a trailer or load the rear. Reflecting the use the car is likely to be put, among the options there’s a Wet Gear Stowage pack… another first for a Bentley.

It’s no secret that the car’s platform, chassis, air suspension and four-wheel drive hardware is used by a number of other vehicles in the Group, but Bentley is at pains to stress that every element has been tuned or calibrated specifically for Bentayga.

And then there’s the engine, which is unique to Bentayga. The concept of a six-litre twin turbocharged W12 engine might sound familiar but this is entirely new.

The W12 has been redesigned from scratch with direct fuel injection, Stop-Start technology and variable displacement capability – it cuts one bank of six cylinders when the engine is not being stressed to lower emissions (292 g/km CO2 is impressive for an engine of this size) and enhance fuel economy. It’s lighter than before, by a significant 30kgs, and even more powerful: would you believe 600hp and 900 Nm of torque.

Allied to the respected ZF eight speed automatic transmission and with a 40:60 front to rear torque split, this SUV has pure sports car performance. Zero to 60 mph takes 4.0 seconds and top speed is 187mph (301km/h).

For the time being the W12 is the only engine option available on Bentayga, though a clean diesel and plug-in hybrid are waiting in the wings.

TAKEN TO TASK [ FIRST DRIVE ] Richard Bremner was the first UK journalist to get a first-hand taste of the Bentayga’s formidable abilities The idea of a Bentley that can wade through mud, climb rock-strewn slopes and assault desert dunes is unusual, but undeniably appealing. Especially if it combines the richly potent character of the marque’s road cars with all-terrain athleticism. Bentley’s Bentayga aims to do just that, and we gained proof of this while driving engineering prototypes in Africa - to test the cooling of engine and occupants - and some rugged trails in Spain that will stretch its suspension. Apart from appearing thoroughly unfinished in matt black disguises, these Bentleys are not quite finished in engineering development either, but they’re close enough to demonstrate what this car is capable of. Which is memorably unlikely.

What you might anticipate, given the (taped over) badge, is a fat slice of performance. And you get it, despite the Bentayga’s scale. The all-new 550PS twin-turbo W12 launches you towards fresh adventures at over 170mph, smashing 60mph in under 5.0 seconds. Yet the Bentayga performs mightily off-road too, the combination of its lightweight aluminium bodyshell, air suspension and a system that limits body-roll providing excellent off-road agility and handling to match the rest of the Bentley range.

In South Africa, there are moments when you feel all of those 550PS, the Bentayga taking off as if escaping from a fire, its thrust lightly pinioning you to your seat despite carrying four plus luggage. It’s thrillingly and improbably fast. Later, in Spain, comes the chance to experience this from behind the wheel, and push the Bentley along the meandering roads you yearn for in a sports car. If you’re fortunate enough to experience a Bentayga you’ll yearn to drive them in this, too, and never mind that it’s a sizeable SUV. Thunderous zest is one thing, but still more impressive is its nimbleness, the wieldy steering and uncannily slight body-roll allowing bends to be attacked with entusiastic aplomb.

It’s no less surprising off-road. We’re standing at the foot of a fairly steep, rain-wetted rock slope that ascends in steps. It’s a hard climb even on foot.

The Bentley begins with no run-up, cresting each terrace with a swinging tail as its tyres claw for grip. But it gets there, and with no frantic revving or scrabbling wheels. Watching this big beast grappling a rock slope is as impressive as seeing a grizzly bear climb a tree.

All of this you experience in a cabin as luxuriantly sumptuous, and painstakingly finished, as that of any other Bentley. And it’s is this combination of unlikely abilities, and experiences, that makes the Bentayga a rather beguiling machine.

49

F R A N K F U R T

S P E C I A L

R O L L S - R O Y C E

RIDING INTO THE SUNRISE Whatever you do, don’t call it a Wraith with the roof chopped off, says Matthew Carter – the Dawn is a ground-up embodiment of everything a modern Rolls-Royce should be

W

hat words would you use to describe a Rolls-Royce? “Elegant”?

“Imposing”? “Dignified”? How about ‘sexy’?

If the last description jars a little, be prepared for a further shock as it comes from on high. As far as R-R CEO Torsten MüllerÖtvös is concerned, the new Dawn Drophead is: “Quite simply, the sexiest Rolls-Royce ever built.”

He says: “Our new Rolls-Royce Dawn promises a striking, seductive encounter like no other Rolls-Royce to date, and begins a new age of opentop, super-luxury motoring.

“Dawn is a beautiful new motor car that offers the most uncompromised open-top motoring experience in the world. It will be the most social

50

of super-luxury drophead motor cars for those who wish to bathe in the sunlight of the world’s most exclusive social hotspots.”

Revealed in the run up to the Frankfurt Motor Show and fighting with the Bentley Bentayga for top British honours at the Show, the Dawn revives a name first used in 1949.

The Silver Dawn was the first Rolls-Royce car to be offered with a factory built ‘Standard Steel’ body – prior to then, every Rolls-Royce had left the factory as a chassis to be clothed by coachbuilders.

Of more relevance to this story, however, is the Silver Dawn drophead, built between 1950 and 1954.

Just 28 examples were created and for this luxurious convertible the chassis were once again handed over to coachbuilders like Park Ward.

The new Dawn drophead, of course, will be fully factory built in Goodwood (and hopefully in greater numbers!) but will share its forerunner’s style, refinement, elegance and luxury… all with added sex appeal.

Partly because it is built on the same platform as Ghost, shares its running gear and also has a twodoor bodyshell, there has been much speculation that that the latest car to join the ranks of Goodwood Rolls-Royce models would follow the Phantom/ Phantom Drophead lead and be known as Wraith Drophead.

Mention that to an R-R insider, though, and they will become animated in their rebuttal. “Contrary to media speculation, the new Rolls-Royce Dawn is not a Wraith drophead. Eighty per cent of the exterior

body panels of the Dawn are newly designed to accommodate an evolution of Roll-Royce’s design language and to encapsulate highly contemporary, four-seat super-luxury drophead architecture.”

The media got something else wrong, initially at least. While testing early camouflaged, pre-production mules, Dawn had what looked like a folding steel roof. The reality is different and Dawn has a stunning fabric roof, elegant in its simplicity.

But then one of the design aims for the car was to produce a car that looks as beautiful with its roof up as it does with its roof down and no car with a folding hardtop has yet managed that. While beauty is in the eye of the beholder, few will argue that Dawn is a real head turner.

In many respects the design follows contemporary R-R design principles: a long bonnet, short front overhang, long rear overhang, a high shoulder line, tapering rear graphic and, most importantly, a 2:1 wheel height to body height ratio.

The front, naturally, is dominated by the R-R grille and the Spirit of Ecstasy, with what R-R calls a tapered “wake channel” on the bonnet which appears to come off the Spirit’s wings. To underline the car’s dynamism, the grille is recessed by around 45mm while the lower front bumper has been extended by 53mm compared to Wraith.

The combination of a high shoulder line, massive C-pillar and narrow side windows gives the car a real sense of purpose though whether the resulting side profile resembles a “low-slung hot-rod” when the roof is up, as R-R suggests, is a moot point.

When the roof is down, the steep rake of the windscreen is instantly obvious while perhaps the crowning glory is the stunning rear deck under which the soft top is housed. It is covered in openpore Canadel panelling. Named after the cove in the South of France where Sir Henry Royce spent his winters, the book-matched wood flows down between the two rear seats and on around the cabin.

One of the issues developing a car without a fixed roof to add strength to the structure is that the body can have all the rigidity of a blancmange.

That is not a problem with Dawn. As expected it has twin coach doors, which not only permit easy entry and egress to and from the interior of the car, but also add to the strength and stiffness of the body as they allow the construction of an uninterrupted A-pillar.

To ensure torsional rigidity reached the required levels, engineers undertook tens of thousands of kilometres over rough road surfaces to identify potential areas of weakness and eliminate them. The result, claims R-R, is the most rigid fourseater convertible available today.

A new suspension configuration, new air springs, active roll bars and a low centre of gravity all help deliver ‘surprisingly agile handling capabilities for this super-luxury boulevardier’ says R-R. Like the exterior, the interior itself is a work of art. There are four individual seats, each offering the ultimate in comfort with ample leg and shoulder room: Rolls-Royce underlines the fact that Dawn is

D A W N

A NEW SUSPENSION CONFIGUR ATION, NEW AIR SPRINGS, ACTIVE ROLL BARS AND A LOW CENTRE OF G R AV I T Y A L L H E L P D E L I V E R S U R P R I S I N G LY A G I L E HANDLING CAPABILITIES

51

F R A N K F U R T

S P E C I A L

R O L L S - R O Y C E

RIDING INTO THE SUNRISE Whatever you do, don’t call it a Wraith with the roof chopped off, says Matthew Carter – the Dawn is a ground-up embodiment of everything a modern Rolls-Royce should be

W

hat words would you use to describe a Rolls-Royce? “Elegant”?

“Imposing”? “Dignified”? How about ‘sexy’?

If the last description jars a little, be prepared for a further shock as it comes from on high. As far as R-R CEO Torsten MüllerÖtvös is concerned, the new Dawn Drophead is: “Quite simply, the sexiest Rolls-Royce ever built.”

He says: “Our new Rolls-Royce Dawn promises a striking, seductive encounter like no other Rolls-Royce to date, and begins a new age of opentop, super-luxury motoring.

“Dawn is a beautiful new motor car that offers the most uncompromised open-top motoring experience in the world. It will be the most social

50

of super-luxury drophead motor cars for those who wish to bathe in the sunlight of the world’s most exclusive social hotspots.”

Revealed in the run up to the Frankfurt Motor Show and fighting with the Bentley Bentayga for top British honours at the Show, the Dawn revives a name first used in 1949.

The Silver Dawn was the first Rolls-Royce car to be offered with a factory built ‘Standard Steel’ body – prior to then, every Rolls-Royce had left the factory as a chassis to be clothed by coachbuilders.

Of more relevance to this story, however, is the Silver Dawn drophead, built between 1950 and 1954.

Just 28 examples were created and for this luxurious convertible the chassis were once again handed over to coachbuilders like Park Ward.

The new Dawn drophead, of course, will be fully factory built in Goodwood (and hopefully in greater numbers!) but will share its forerunner’s style, refinement, elegance and luxury… all with added sex appeal.

Partly because it is built on the same platform as Ghost, shares its running gear and also has a twodoor bodyshell, there has been much speculation that that the latest car to join the ranks of Goodwood Rolls-Royce models would follow the Phantom/ Phantom Drophead lead and be known as Wraith Drophead.

Mention that to an R-R insider, though, and they will become animated in their rebuttal. “Contrary to media speculation, the new Rolls-Royce Dawn is not a Wraith drophead. Eighty per cent of the exterior

body panels of the Dawn are newly designed to accommodate an evolution of Roll-Royce’s design language and to encapsulate highly contemporary, four-seat super-luxury drophead architecture.”

The media got something else wrong, initially at least. While testing early camouflaged, pre-production mules, Dawn had what looked like a folding steel roof. The reality is different and Dawn has a stunning fabric roof, elegant in its simplicity.

But then one of the design aims for the car was to produce a car that looks as beautiful with its roof up as it does with its roof down and no car with a folding hardtop has yet managed that. While beauty is in the eye of the beholder, few will argue that Dawn is a real head turner.

In many respects the design follows contemporary R-R design principles: a long bonnet, short front overhang, long rear overhang, a high shoulder line, tapering rear graphic and, most importantly, a 2:1 wheel height to body height ratio.

The front, naturally, is dominated by the R-R grille and the Spirit of Ecstasy, with what R-R calls a tapered “wake channel” on the bonnet which appears to come off the Spirit’s wings. To underline the car’s dynamism, the grille is recessed by around 45mm while the lower front bumper has been extended by 53mm compared to Wraith.

The combination of a high shoulder line, massive C-pillar and narrow side windows gives the car a real sense of purpose though whether the resulting side profile resembles a “low-slung hot-rod” when the roof is up, as R-R suggests, is a moot point.

When the roof is down, the steep rake of the windscreen is instantly obvious while perhaps the crowning glory is the stunning rear deck under which the soft top is housed. It is covered in openpore Canadel panelling. Named after the cove in the South of France where Sir Henry Royce spent his winters, the book-matched wood flows down between the two rear seats and on around the cabin.

One of the issues developing a car without a fixed roof to add strength to the structure is that the body can have all the rigidity of a blancmange.

That is not a problem with Dawn. As expected it has twin coach doors, which not only permit easy entry and egress to and from the interior of the car, but also add to the strength and stiffness of the body as they allow the construction of an uninterrupted A-pillar.

To ensure torsional rigidity reached the required levels, engineers undertook tens of thousands of kilometres over rough road surfaces to identify potential areas of weakness and eliminate them. The result, claims R-R, is the most rigid fourseater convertible available today.

A new suspension configuration, new air springs, active roll bars and a low centre of gravity all help deliver ‘surprisingly agile handling capabilities for this super-luxury boulevardier’ says R-R. Like the exterior, the interior itself is a work of art. There are four individual seats, each offering the ultimate in comfort with ample leg and shoulder room: Rolls-Royce underlines the fact that Dawn is

D A W N

A NEW SUSPENSION CONFIGUR ATION, NEW AIR SPRINGS, ACTIVE ROLL BARS AND A LOW CENTRE OF G R AV I T Y A L L H E L P D E L I V E R S U R P R I S I N G LY A G I L E HANDLING CAPABILITIES

51

F R A N K F U R T

S P E C I A L

a full four-seater convertible and not a comprised 2+2, even though its wheelbase is some 180mm shorter than Ghost.

Neatly, the outer seatbelt harnesses are fully integrated into the upper seat belt to keep the interior as clean and clutter free as possible.

There are changes to the dashboard too, with revised instruments and a new clock design featuring the car’s name.

The most significant aspect of the car, of course, is the roof. Despite the apparent hard top profile seen on the test mules, there was never any chance of Dawn having a retracting steel roof. No, the only choice was a fabric roof ‘…for reasons of aesthetics, romance and brand appropriateness’.

And of those reasons, romance is clearly as important a reason as any. “There is nothing more romantic than driving a convertible in the rain at night and hearing the drops pattering on the roof,” believes the company.

Although it is harder to reach the required levels of driving refinement with a fabric roof, R-R reckons it has achieved just that. With the roof up Dawn is as quiet as a Wraith, the company says.

That has been achieved thanks to the roof ’s perfectly smooth surface that incorporates what the company calls a tailored “French Seam” that doesn’t interrupt the airflow. Another feature of the roof, which is one of the largest such structures in the automotive world, is its small rear window which “heightens the sense of private sanctuary when motoring with the roof up”.

And it gets even better when the roof is lowered.

Aiming to achieve an element of theatre when lowering the roof, the engineering team invented the phrase “silent ballet” for the performance. The roof takes just 22 seconds to lower, which can be done at speeds up to 50km/h, and regardless of speed does so in complete silence.

Reassuringly, should the worst happen there’s proper roll-over protection concealed behind the

R O L L S - R O Y C E

rear head restraints that deploy in a fraction of a second. The entire windscreen surround is also reinforced, just in case.

Not everyone wants silence, of course, hence the 16-speaker Bespoke Audio system, which has been specially calibrated for Dawn, ensuring perfect acoustic balance and performance whether the roof is open or closed.

Dawn specification includes 20-inch alloys with run flat tyres (so no spare to steal boot space), an extensive multi-media/navigation suite controlled by the Spirit of Ecstasy Rotary Controller touch pad and a 10.25-inch high-definition screen.

There’s also a one-touch call button on the steering wheel which lets the driver summon the car’s functions using simple voice commands… so much easier to say “take me to San Tropez” than to programme the system.

There are no surprises when it comes to the power unit, the twin-turbo 6.6-litre V12 developing

563hp and 780Nm of torque, enhanced by dynamic pedal mapping which delivers up to 30 per cent increased response at medium throttle.

It is allied to ZF’s eight-speed automatic Satellite Aided Transmission as standard. As introduced on Wraith, the transmission uses GPS data to ‘read’ the road ahead to ensure the car is always in the right gear at the right time based on the terrain, location and current driving style.

The automatic cruise control, meanwhile, benefits from new software for the radar and camera to provide faster response times… and faster pre-conditioning of the brakes to expect emergency pressure.

The result is the most powerful four-seat drophead from Rolls-Royce yet, and a car that thanks to its advanced engineering is lighter and more fuel efficient than many other 2+2 convertibles on the market.

And yes, it’s OK to call it sexy.

WHEN THE ROOF IS DOWN, THE STEEP R AKE OF THEWINDSCREEN IS INSTANTLY OBVIOUS WHILE PERHAPS THECROWNING GLORY IS THE STUNNING REAR DECK UNDER

52

D A W N

ALIGNING THE HORIZON You could say Dawn really is a new dawn for Rolls-Royce – especially to creative head, Giles Taylor, who speaks to Alex Doak about designing for an increasingly younger driver Two weeks before the Frankfurt Motor Show, a small team from Rolls-Royce took up brief residence at NEO Bankside – Rogers Stirk Harbour + Partners’ sprawling, Stirling-prize-nominated complex of luxury apartments overlooking Tate Modern, the Thames and the City. This rather spectacular location soon turned out to be appropriately panoramic, as here, from one of the penthouses, a select group of journalists were welcomed by creative director Giles Taylor, then ushered back into the lift and dropped into the subterranean car park. There, in a screened-off corner, away from residents’ prying eyes, sat the new Dawn.

With the covers duly whipped off by glamorous assistants, Taylor leapt into action, guiding us through every crease and curve with rapidfire passion. It was quickly apparent that Dawn has been very much his baby. His pride is tangible and very much justified.

“It has a strong stance. Not too feminine, but still elegant,” he says, sweeping his

hand along the flowing sides with gusto – helpfully emphasised by the hand-painted coachline, whose burning orange colour mimics the first bleed of sunlight over the horizon. “There’s the sensuality of the original Silver Dawn, but it had to have that duality. So it’s low-slung, with a real connected, powerful feel. It’s ‘fast’, and even lower than the Wraith.”

As Taylor notes later in his chat with DRIVE, it would have been tempting to over-do that rear haunch and give the Dawn more muscular shoulders, but that’s not what this car is about.

“It had to be more relaxed than the Wraith fastback,” he says carefully. “It needed a softer sensuality. We like to think this car is all about ‘La Dolce Vita’. With the roof down, it’s flamboyant – a Riviera cruiser in which you can feel like a star.

“Which is also why we chose the Mandarin Orange interior for the launch model. Something with flair and panache.”

From the Mandarin Orange to a rear as pert as a Mandarin duck tail, Dawn’s

design treatment has been subtle but universal, with over 60% of the body panels being brand-new. (“When facelifting an existing car,” notes Taylor tellingly, “car designers often do their best work.”) And crucially, the end result takes the brand further into an exciting new segment: the younger generation. Far be it from peerless Rolls-Royce of all marques to be governed by market trends, but there’s no ignoring the fact that in the past three years alone, its average customer age has dropped from the mid-fifties to 45. And Dawn is a product to further satisfy that.

“It’s a cool-looking car,” says Taylor, “and cool people will want to buy it.”

Difficult to argue, isn’t it?

53

F R A N K F U R T

S P E C I A L

a full four-seater convertible and not a comprised 2+2, even though its wheelbase is some 180mm shorter than Ghost.

Neatly, the outer seatbelt harnesses are fully integrated into the upper seat belt to keep the interior as clean and clutter free as possible.

There are changes to the dashboard too, with revised instruments and a new clock design featuring the car’s name.

The most significant aspect of the car, of course, is the roof. Despite the apparent hard top profile seen on the test mules, there was never any chance of Dawn having a retracting steel roof. No, the only choice was a fabric roof ‘…for reasons of aesthetics, romance and brand appropriateness’.

And of those reasons, romance is clearly as important a reason as any. “There is nothing more romantic than driving a convertible in the rain at night and hearing the drops pattering on the roof,” believes the company.

Although it is harder to reach the required levels of driving refinement with a fabric roof, R-R reckons it has achieved just that. With the roof up Dawn is as quiet as a Wraith, the company says.

That has been achieved thanks to the roof ’s perfectly smooth surface that incorporates what the company calls a tailored “French Seam” that doesn’t interrupt the airflow. Another feature of the roof, which is one of the largest such structures in the automotive world, is its small rear window which “heightens the sense of private sanctuary when motoring with the roof up”.

And it gets even better when the roof is lowered.

Aiming to achieve an element of theatre when lowering the roof, the engineering team invented the phrase “silent ballet” for the performance. The roof takes just 22 seconds to lower, which can be done at speeds up to 50km/h, and regardless of speed does so in complete silence.

Reassuringly, should the worst happen there’s proper roll-over protection concealed behind the

R O L L S - R O Y C E

rear head restraints that deploy in a fraction of a second. The entire windscreen surround is also reinforced, just in case.

Not everyone wants silence, of course, hence the 16-speaker Bespoke Audio system, which has been specially calibrated for Dawn, ensuring perfect acoustic balance and performance whether the roof is open or closed.

Dawn specification includes 20-inch alloys with run flat tyres (so no spare to steal boot space), an extensive multi-media/navigation suite controlled by the Spirit of Ecstasy Rotary Controller touch pad and a 10.25-inch high-definition screen.

There’s also a one-touch call button on the steering wheel which lets the driver summon the car’s functions using simple voice commands… so much easier to say “take me to San Tropez” than to programme the system.

There are no surprises when it comes to the power unit, the twin-turbo 6.6-litre V12 developing

563hp and 780Nm of torque, enhanced by dynamic pedal mapping which delivers up to 30 per cent increased response at medium throttle.

It is allied to ZF’s eight-speed automatic Satellite Aided Transmission as standard. As introduced on Wraith, the transmission uses GPS data to ‘read’ the road ahead to ensure the car is always in the right gear at the right time based on the terrain, location and current driving style.

The automatic cruise control, meanwhile, benefits from new software for the radar and camera to provide faster response times… and faster pre-conditioning of the brakes to expect emergency pressure.

The result is the most powerful four-seat drophead from Rolls-Royce yet, and a car that thanks to its advanced engineering is lighter and more fuel efficient than many other 2+2 convertibles on the market.

And yes, it’s OK to call it sexy.

WHEN THE ROOF IS DOWN, THE STEEP R AKE OF THEWINDSCREEN IS INSTANTLY OBVIOUS WHILE PERHAPS THECROWNING GLORY IS THE STUNNING REAR DECK UNDER

52

D A W N

ALIGNING THE HORIZON You could say Dawn really is a new dawn for Rolls-Royce – especially to creative head, Giles Taylor, who speaks to Alex Doak about designing for an increasingly younger driver Two weeks before the Frankfurt Motor Show, a small team from Rolls-Royce took up brief residence at NEO Bankside – Rogers Stirk Harbour + Partners’ sprawling, Stirling-prize-nominated complex of luxury apartments overlooking Tate Modern, the Thames and the City. This rather spectacular location soon turned out to be appropriately panoramic, as here, from one of the penthouses, a select group of journalists were welcomed by creative director Giles Taylor, then ushered back into the lift and dropped into the subterranean car park. There, in a screened-off corner, away from residents’ prying eyes, sat the new Dawn.

With the covers duly whipped off by glamorous assistants, Taylor leapt into action, guiding us through every crease and curve with rapidfire passion. It was quickly apparent that Dawn has been very much his baby. His pride is tangible and very much justified.

“It has a strong stance. Not too feminine, but still elegant,” he says, sweeping his

hand along the flowing sides with gusto – helpfully emphasised by the hand-painted coachline, whose burning orange colour mimics the first bleed of sunlight over the horizon. “There’s the sensuality of the original Silver Dawn, but it had to have that duality. So it’s low-slung, with a real connected, powerful feel. It’s ‘fast’, and even lower than the Wraith.”

As Taylor notes later in his chat with DRIVE, it would have been tempting to over-do that rear haunch and give the Dawn more muscular shoulders, but that’s not what this car is about.

“It had to be more relaxed than the Wraith fastback,” he says carefully. “It needed a softer sensuality. We like to think this car is all about ‘La Dolce Vita’. With the roof down, it’s flamboyant – a Riviera cruiser in which you can feel like a star.

“Which is also why we chose the Mandarin Orange interior for the launch model. Something with flair and panache.”

From the Mandarin Orange to a rear as pert as a Mandarin duck tail, Dawn’s

design treatment has been subtle but universal, with over 60% of the body panels being brand-new. (“When facelifting an existing car,” notes Taylor tellingly, “car designers often do their best work.”) And crucially, the end result takes the brand further into an exciting new segment: the younger generation. Far be it from peerless Rolls-Royce of all marques to be governed by market trends, but there’s no ignoring the fact that in the past three years alone, its average customer age has dropped from the mid-fifties to 45. And Dawn is a product to further satisfy that.

“It’s a cool-looking car,” says Taylor, “and cool people will want to buy it.”

Difficult to argue, isn’t it?

53

F R A N K F U R T

S P E C I A L

M E T A L

T H A T

M A T T E R S

FRANKFURT MOTOR SHOW 2015

Away from the headline-grabbing Dawn and Bentayga, Matthew Carter takes us through the rest of the best – from DB9’s last hurrah, to Bugatti’s spectacular red herring of a last-ever Veyron

FERR ARI 488 SPIDER

T

he 488 GTB has only just have arrived (read Andrew Frankel’s First Drive on page 20), but already it’s time for its open-topped Spider sister to take a bow.

Claimed to be the most aerodynamic convertible yet produced by Ferrari, the Spider looks quite different to the GTB, especially from the rear where two large flying buttresses sit behind the seats and help to send airflow to the engine’s air intakes. The roof takes 14 seconds to lower and when stowed lies on top of the engine.

The metal panel is said to be 25kg lighter than a fabric one, making the Spider only 50kg heavier than the GTB and

B U G AT T I V I S I O N G R A N T U R I S M O

A A S TO N M A RT I N D B 9 GT B O N D E D I T I O N

Y

ou’ll emerge stirred, not shaken, from a run of the latest Aston.

Celebrating 50 years with 007 and the launch of SPECTRE, the latest James Bond film, just 150 examples of the Aston Martin DB9 GT Bond Edition will be built.

While it shares the same powertrain as the “ordinary” DB9 GT – all-alloy, quad cam, 6.0-litre V12, 547PS, 183mph V-max – the Bond Edition boasts a number of special features to underline the link between 007 and his favoured marque.

The £165,000 car is finished in unique SPECTRE Silver paint and has sterling silver Aston Martin badges front and rear with discreet “007 Bond Edition” exterior badging. Other exterior features include unique ten-spoke black gloss 20-inch alloys, bright aluminium bonnet vents and side strakes, carbon-fibre front splitter and rear diffuser and grey brake calipers.

Inside there are numbered sill plaques with the 007 logo, gun barrel embroidery on the rear seat divider and a special Bond themed start up screen on the infotainment system.

Other accessories include a 21-inch Globe-Trotter trolley case and a limited edition Omega Seamaster Aqua Terra watch with a unique Aston Martin strap.

The Bond Edition also marks the last hurrah of the DB9 as the DB11 is waiting in the wings for launch next year. And Bond? He, of course, will be driving the unique, hand-made DB10 in the film. Just ten examples have been built with all reserved for film use (see page 37).

54

LAMBORGHINI HURACAN SPYDER

10kg lighter than the 458 Spider it replaces. More significantly, thanks to its spaceframe chassis the new Spider has the same torsional rigidity as the GTB, which is a claimed 23 per cent better than the 458 Spider.

Although mechanically identical to the GTB, the Spider’s suspension has been retuned to make the ride slightly more compliant than the GTB’s – on the grounds that the convertible is more likely to be used on the road than the track – while the exhaust note has also been hushed slightly so that it doesn’t become overpowering when the roof is stowed away.

As with most modern convertibles, the Spider has a wind stopper, which takes the form of a glass window behind the seats. Electrically operated, it has three different positions and can also be lowered when the roof is in place to heighten the aural delight of the engine, hushed exhaust note or not.

Deliveries will start in late spring next year.

T

he trouble with press deadlines is that one is never quite sure what is committed to print will be matched by the reality.

For example, as we close for press we are confident that the much-vaunted Lamborghini Huracán Spyder will be unveiled at the Frankfurt Show.

But we don’t know too much about the car or, more specifically, its roof mechanism. Will it be a metal panel, like the Ferrari 488 and McLaren 650S? Or will it have a fabric roof like the Lamborghini Gallardo Spyder it replaces? Unlike Ferrari, Lamborghini still believes a folding soft-top is lighter than a metal panel.

It is pretty certain, however, that the new Spyder will retain the coupe’s 5.2-litre naturally aspirated V10 and while performance will be slightly down, the open car is still likely to top 200mph. [Ed: If you are reading this after the Frankfurt Show has opened, apologies if anything’s inaccurate.]

t last a Bugatti everyone can afford: the Vision Gran Turismo.

Revealed “virtually” a few weeks ago, it appeared at Frankfurt as a full-scale concept. The key word here is “virtual”. Vision is essentially a flight of fancy that, in the coming months, will be made available to gamers to download and drive in the PlayStation Gran Turismo 6 computer game.

But it is more significant than that. Although it shows clear DNA links with the outgoing Veyron, the Vision also gives a few clues as to how Veyron’s successor – possibly to be called Chiron, after famed Bugatti racing driver Louis Chiron – might look.

According to the company: “The progressive design language will give an impressive demonstration of the path to be taken by Bugatti design over the next few years.”

Officially, Vision has been influenced by Bugatti’s racing heritage – the centre fin was apparently inspired by the Type 57 Atlantic and the two-tone paintwork gives a nod to the Type 57G “Tank”.

The nose is dominated by Bugatti’s horseshoe grille, which is topped by four eye-like LED lamps either side that give the car a sinister look. The rear wing and vast wheels make it look more like a GT3 racer than a road car, a feeling that’s echoed inside where the steering “wheel” appears to have come from an F1 car and there’s even a map (digital, of course) of Le Mans on the dashboard.

Is it a vision of Bugatti’s future? We shall have to wait and see.

55

F R A N K F U R T

S P E C I A L

M E T A L

T H A T

M A T T E R S

FRANKFURT MOTOR SHOW 2015

Away from the headline-grabbing Dawn and Bentayga, Matthew Carter takes us through the rest of the best – from DB9’s last hurrah, to Bugatti’s spectacular red herring of a last-ever Veyron

FERR ARI 488 SPIDER

T

he 488 GTB has only just have arrived (read Andrew Frankel’s First Drive on page 20), but already it’s time for its open-topped Spider sister to take a bow.

Claimed to be the most aerodynamic convertible yet produced by Ferrari, the Spider looks quite different to the GTB, especially from the rear where two large flying buttresses sit behind the seats and help to send airflow to the engine’s air intakes. The roof takes 14 seconds to lower and when stowed lies on top of the engine.

The metal panel is said to be 25kg lighter than a fabric one, making the Spider only 50kg heavier than the GTB and

B U G AT T I V I S I O N G R A N T U R I S M O

A A S TO N M A RT I N D B 9 GT B O N D E D I T I O N

Y

ou’ll emerge stirred, not shaken, from a run of the latest Aston.

Celebrating 50 years with 007 and the launch of SPECTRE, the latest James Bond film, just 150 examples of the Aston Martin DB9 GT Bond Edition will be built.

While it shares the same powertrain as the “ordinary” DB9 GT – all-alloy, quad cam, 6.0-litre V12, 547PS, 183mph V-max – the Bond Edition boasts a number of special features to underline the link between 007 and his favoured marque.

The £165,000 car is finished in unique SPECTRE Silver paint and has sterling silver Aston Martin badges front and rear with discreet “007 Bond Edition” exterior badging. Other exterior features include unique ten-spoke black gloss 20-inch alloys, bright aluminium bonnet vents and side strakes, carbon-fibre front splitter and rear diffuser and grey brake calipers.

Inside there are numbered sill plaques with the 007 logo, gun barrel embroidery on the rear seat divider and a special Bond themed start up screen on the infotainment system.

Other accessories include a 21-inch Globe-Trotter trolley case and a limited edition Omega Seamaster Aqua Terra watch with a unique Aston Martin strap.

The Bond Edition also marks the last hurrah of the DB9 as the DB11 is waiting in the wings for launch next year. And Bond? He, of course, will be driving the unique, hand-made DB10 in the film. Just ten examples have been built with all reserved for film use (see page 37).

54

LAMBORGHINI HURACAN SPYDER

10kg lighter than the 458 Spider it replaces. More significantly, thanks to its spaceframe chassis the new Spider has the same torsional rigidity as the GTB, which is a claimed 23 per cent better than the 458 Spider.

Although mechanically identical to the GTB, the Spider’s suspension has been retuned to make the ride slightly more compliant than the GTB’s – on the grounds that the convertible is more likely to be used on the road than the track – while the exhaust note has also been hushed slightly so that it doesn’t become overpowering when the roof is stowed away.

As with most modern convertibles, the Spider has a wind stopper, which takes the form of a glass window behind the seats. Electrically operated, it has three different positions and can also be lowered when the roof is in place to heighten the aural delight of the engine, hushed exhaust note or not.

Deliveries will start in late spring next year.

T

he trouble with press deadlines is that one is never quite sure what is committed to print will be matched by the reality.

For example, as we close for press we are confident that the much-vaunted Lamborghini Huracán Spyder will be unveiled at the Frankfurt Show.

But we don’t know too much about the car or, more specifically, its roof mechanism. Will it be a metal panel, like the Ferrari 488 and McLaren 650S? Or will it have a fabric roof like the Lamborghini Gallardo Spyder it replaces? Unlike Ferrari, Lamborghini still believes a folding soft-top is lighter than a metal panel.

It is pretty certain, however, that the new Spyder will retain the coupe’s 5.2-litre naturally aspirated V10 and while performance will be slightly down, the open car is still likely to top 200mph. [Ed: If you are reading this after the Frankfurt Show has opened, apologies if anything’s inaccurate.]

t last a Bugatti everyone can afford: the Vision Gran Turismo.

Revealed “virtually” a few weeks ago, it appeared at Frankfurt as a full-scale concept. The key word here is “virtual”. Vision is essentially a flight of fancy that, in the coming months, will be made available to gamers to download and drive in the PlayStation Gran Turismo 6 computer game.

But it is more significant than that. Although it shows clear DNA links with the outgoing Veyron, the Vision also gives a few clues as to how Veyron’s successor – possibly to be called Chiron, after famed Bugatti racing driver Louis Chiron – might look.

According to the company: “The progressive design language will give an impressive demonstration of the path to be taken by Bugatti design over the next few years.”

Officially, Vision has been influenced by Bugatti’s racing heritage – the centre fin was apparently inspired by the Type 57 Atlantic and the two-tone paintwork gives a nod to the Type 57G “Tank”.

The nose is dominated by Bugatti’s horseshoe grille, which is topped by four eye-like LED lamps either side that give the car a sinister look. The rear wing and vast wheels make it look more like a GT3 racer than a road car, a feeling that’s echoed inside where the steering “wheel” appears to have come from an F1 car and there’s even a map (digital, of course) of Le Mans on the dashboard.

Is it a vision of Bugatti’s future? We shall have to wait and see.

55

S U P E R C A R

T E C H

F O U R TO T H E F LO O R Driving all four wheels had plenty of faltering starts, from the Western Front to the Moon, but as Chris Hall explains, 4WD now plays a vital role in the evolution of the supercar

A

sk your average driver what the first mass-produced four-wheel drive car was, and there’s a good chance he or she will, after a pause, say “Land Rover”? Or even, “Audi Quattro?” Not even close. In fact, the first 4WD prototypes date back as far as 1899, when Ferdinand Porsche developed a four-wheel drive electric vehicle for Austrian firm LohnerWerke, driven by a motor at each hub. (He was, as we shall see, a prescient man.) Spyker, in 1903, was the first company to develop a petrol-driven 4WD car.

As for a more mainstream application? The clue comes in the technology’s origins. Aside from various early experiments and proofs-of-concept, the idea of powering all four wheels came to the fore through military use in the first half of the 20th century.

So it was American-made infantry trucks in WWI, Daimler-Benz G-series wagons and Soviet GAZ-61s in the 1930s and – most of all – the US Jeep in WWII that paved the way. But road-car manufacturers were slow to see the appeal; the

significant exception of course being the launch of the original Land Rover in 1948. A closer look at the none-more-hardy icon helps understand the mentality of the age, however: four-by-fours were something you bought if you actually owned a farm rather than shopped at Daylesford farm shop.

Who could see any need for 4WD on the road?

Well, Jensen, for one. The first sports car to boast four driven wheels was the late British firm’s 1966 “FF” – a GT based on the Intercepter, using a drivetrain developed by Formula Ferguson (hence the name). Just 320 were made, however – an inauspicious start.

You can count the other notable 4WD launches between 1945 and 1980 on one hand with fingers to spare. The AMC Grand Wagoneer (1970) and Eagle (1980). The Subaru Leone (1972). NASA’s 1971 Lunar Rover, which they left on the moon. That’s about it.

Enter motorsport. And – finally! – enter Audi.

The Quattro was first fired up in 1980 with the express aim of shaking up Group B rallying (and giving Audi a shot in the arm). It did both, in style.

57

S U P E R C A R

T E C H

F O U R TO T H E F LO O R Driving all four wheels had plenty of faltering starts, from the Western Front to the Moon, but as Chris Hall explains, 4WD now plays a vital role in the evolution of the supercar

A

sk your average driver what the first mass-produced four-wheel drive car was, and there’s a good chance he or she will, after a pause, say “Land Rover”? Or even, “Audi Quattro?” Not even close. In fact, the first 4WD prototypes date back as far as 1899, when Ferdinand Porsche developed a four-wheel drive electric vehicle for Austrian firm LohnerWerke, driven by a motor at each hub. (He was, as we shall see, a prescient man.) Spyker, in 1903, was the first company to develop a petrol-driven 4WD car.

As for a more mainstream application? The clue comes in the technology’s origins. Aside from various early experiments and proofs-of-concept, the idea of powering all four wheels came to the fore through military use in the first half of the 20th century.

So it was American-made infantry trucks in WWI, Daimler-Benz G-series wagons and Soviet GAZ-61s in the 1930s and – most of all – the US Jeep in WWII that paved the way. But road-car manufacturers were slow to see the appeal; the

significant exception of course being the launch of the original Land Rover in 1948. A closer look at the none-more-hardy icon helps understand the mentality of the age, however: four-by-fours were something you bought if you actually owned a farm rather than shopped at Daylesford farm shop.

Who could see any need for 4WD on the road?

Well, Jensen, for one. The first sports car to boast four driven wheels was the late British firm’s 1966 “FF” – a GT based on the Intercepter, using a drivetrain developed by Formula Ferguson (hence the name). Just 320 were made, however – an inauspicious start.

You can count the other notable 4WD launches between 1945 and 1980 on one hand with fingers to spare. The AMC Grand Wagoneer (1970) and Eagle (1980). The Subaru Leone (1972). NASA’s 1971 Lunar Rover, which they left on the moon. That’s about it.

Enter motorsport. And – finally! – enter Audi.

The Quattro was first fired up in 1980 with the express aim of shaking up Group B rallying (and giving Audi a shot in the arm). It did both, in style.

57

S U P E R C A R

T E C H

4 X 4

Left: Launched in 2011, Ferrari’s “Ferrari Four” FF was the marque’s first production four-wheeldrive model.

Below: The new plug-in DBX concept from Aston Martin, each wheel driven by a dedicated electric motor.

LESSONS LEARNED OVER DECADES OF BOOM AND BUST MEANT THAT WE ENTERED THE AGE OF SHARED CHASSIS AND DRIVETR AIN PLATFORMS

and drivetrain platforms. Thus we get the 4WD Audi R8, which shared much with the Lamborghini Gallardo; as the Huracán will with the next-gen R8.

And Bentley’s Continental GT inherited a drivetrain from the VW Phaeton, progressively altered through the lifespan of the Conti’.

Why was it suddenly so easy to give luxury cars, pure-bred sports cars, a 4WD powertrain?

Advancements in ECU and sensor technology enabled manufacturers to move away from the

bulky twin-driveshaft setup required in old 4WD cars, instead using torque-sensing limited-slip differentials to combine sporty characteristics with improved grip.

By the time Ferrari came to launch the FF in 2011, technology had moved on sufficiently to allow its weight to be distributed sufficiently far back (47:53) for a front-engined car. This was achieved by developing a Power Transfer Unit, about the size of a melon, which separates front- and rear-wheel drive,

allowing variable torque to reach the front wheels.

The PTU’s connection to the engine is completely separate from the main gearbox, enabling the FF to work as a rear-wheel drive car except when torque is needed at the front axle. By contrast, the Bentley/ Audi/Lamborghini systems, although variable, are always all-wheel drive.

As we saw in the last issue of DRIVE’s shootingbrakes retrospective, a new generation of luxury SUVs are now combining the top marques’ high-performance 4WD capabilities with the original, off-road purpose of driving every wheel; viz. Lamborghini’s now-confirmed Urus and Bentley’s Bentayga of course, which we experience from page 46. The next word in 4WD, however, sees technology advance yet another step – yet also come full circle. Remember Ferdinand Porsche in 1899? Well, Aston Martin’s luxury SUV concept, the DBX, premiered this March at the Geneva motor show. And what gives it four-wheel drive? Four electric motors, mounted within each wheel…

AT THE TURN OF THE MILLENNIUM; THE R8-BASED GALLARDO; THE PHAETON-BASED CONTINENTAL GT

Previous page, top: The Bugatti EB110’s midmounted quad-turbo V12 powered all four wheels through a six-speed gearbox.

Previous page, centre: Ferdinand Porsche’s fourmotor all-wheeler from 1899, predating Aston Martin’s electric DBX ( facing page bottom) by 116 years.

Previous page, bottom and this page above: The first-ever 4WD sports car, Jensen’s FF. Above: Lamborghini’s Diablo VT from 1993, with variable amounts of power sent to the front wheels.

58

Other brands including Ford and Toyota followed suit. The floodgates had opened: the golden era of rallying had made 4WD cool for the first time, and soon made it onto the radar of the world’s luxury marques, spawning such beasts as the Porsche 959.

But there was a problem. The inescapable weight gain, undesirable weight distribution, altered driving character and, of course, the sheer cost of developing all-wheel-drive powertrains meant a lot of brands saw no compelling reason to make the switch.

One that did bite the bullet was Lamborghini, which introduced a “Viscous Transmission” drivetrain to the Diablo VT in 1993, mostly in an attempt to get more of the 493bhp V12’s torque onto the road. It wasn’t an “always-on” 4WD system like those that had gone before – instead, it allowed up to 28% of the engine’s power to be routed to the front wheels when necessary.

Elsewhere, the esoteric Bugatti EB110 was one of the only other supercars to power all four wheels.

But just because they weren’t regularly launching 4WD models didn’t mean the luxury marques were ignoring the idea entirely. As far back as 1987, Ferrari carried out a test study on producing a 4WD sports car, to conclude that the technology of the age was too heavy and inflexible to be incorporated into the Ferrai ethos.

Fast-forward 15 years or so and as the boom years of the Nineties rolled on, you find that Volkswagen had been snapping up car marques left, right, and centre. Here’s where Audi’s devotion to 4WD powertrains comes back, in a big way: parent company VW now owns Bentley and Lamborghini, and at the start of the new millennium, both were in need of a fresh start.

Lessons learned over decades of boom and bust meant that we entered the age of shared chassis

59

S U P E R C A R

T E C H

4 X 4

Left: Launched in 2011, Ferrari’s “Ferrari Four” FF was the marque’s first production four-wheeldrive model.

Below: The new plug-in DBX concept from Aston Martin, each wheel driven by a dedicated electric motor.

LESSONS LEARNED OVER DECADES OF BOOM AND BUST MEANT THAT WE ENTERED THE AGE OF SHARED CHASSIS AND DRIVETR AIN PLATFORMS

and drivetrain platforms. Thus we get the 4WD Audi R8, which shared much with the Lamborghini Gallardo; as the Huracán will with the next-gen R8.

And Bentley’s Continental GT inherited a drivetrain from the VW Phaeton, progressively altered through the lifespan of the Conti’.

Why was it suddenly so easy to give luxury cars, pure-bred sports cars, a 4WD powertrain?

Advancements in ECU and sensor technology enabled manufacturers to move away from the

bulky twin-driveshaft setup required in old 4WD cars, instead using torque-sensing limited-slip differentials to combine sporty characteristics with improved grip.

By the time Ferrari came to launch the FF in 2011, technology had moved on sufficiently to allow its weight to be distributed sufficiently far back (47:53) for a front-engined car. This was achieved by developing a Power Transfer Unit, about the size of a melon, which separates front- and rear-wheel drive,

allowing variable torque to reach the front wheels.

The PTU’s connection to the engine is completely separate from the main gearbox, enabling the FF to work as a rear-wheel drive car except when torque is needed at the front axle. By contrast, the Bentley/ Audi/Lamborghini systems, although variable, are always all-wheel drive.

As we saw in the last issue of DRIVE’s shootingbrakes retrospective, a new generation of luxury SUVs are now combining the top marques’ high-performance 4WD capabilities with the original, off-road purpose of driving every wheel; viz. Lamborghini’s now-confirmed Urus and Bentley’s Bentayga of course, which we experience from page 46. The next word in 4WD, however, sees technology advance yet another step – yet also come full circle. Remember Ferdinand Porsche in 1899? Well, Aston Martin’s luxury SUV concept, the DBX, premiered this March at the Geneva motor show. And what gives it four-wheel drive? Four electric motors, mounted within each wheel…

AT THE TURN OF THE MILLENNIUM; THE R8-BASED GALLARDO; THE PHAETON-BASED CONTINENTAL GT

Previous page, top: The Bugatti EB110’s midmounted quad-turbo V12 powered all four wheels through a six-speed gearbox.

Previous page, centre: Ferdinand Porsche’s fourmotor all-wheeler from 1899, predating Aston Martin’s electric DBX ( facing page bottom) by 116 years.

Previous page, bottom and this page above: The first-ever 4WD sports car, Jensen’s FF. Above: Lamborghini’s Diablo VT from 1993, with variable amounts of power sent to the front wheels.

58

Other brands including Ford and Toyota followed suit. The floodgates had opened: the golden era of rallying had made 4WD cool for the first time, and soon made it onto the radar of the world’s luxury marques, spawning such beasts as the Porsche 959.

But there was a problem. The inescapable weight gain, undesirable weight distribution, altered driving character and, of course, the sheer cost of developing all-wheel-drive powertrains meant a lot of brands saw no compelling reason to make the switch.

One that did bite the bullet was Lamborghini, which introduced a “Viscous Transmission” drivetrain to the Diablo VT in 1993, mostly in an attempt to get more of the 493bhp V12’s torque onto the road. It wasn’t an “always-on” 4WD system like those that had gone before – instead, it allowed up to 28% of the engine’s power to be routed to the front wheels when necessary.

Elsewhere, the esoteric Bugatti EB110 was one of the only other supercars to power all four wheels.

But just because they weren’t regularly launching 4WD models didn’t mean the luxury marques were ignoring the idea entirely. As far back as 1987, Ferrari carried out a test study on producing a 4WD sports car, to conclude that the technology of the age was too heavy and inflexible to be incorporated into the Ferrai ethos.

Fast-forward 15 years or so and as the boom years of the Nineties rolled on, you find that Volkswagen had been snapping up car marques left, right, and centre. Here’s where Audi’s devotion to 4WD powertrains comes back, in a big way: parent company VW now owns Bentley and Lamborghini, and at the start of the new millennium, both were in need of a fresh start.

Lessons learned over decades of boom and bust meant that we entered the age of shared chassis

59

C I T Y

M A S E R A T I

L I V I N G

THE URBAN EDGE Maserati’s sleekly versatile Quattroporte is the ultimate city limo’ for the man or woman to whom style is all about low-key contemporary cool

WORDS : JONATHAN BELL

60

//

PHOTOS : GEORGE F WILLIAMS

61

C I T Y

M A S E R A T I

L I V I N G

THE URBAN EDGE Maserati’s sleekly versatile Quattroporte is the ultimate city limo’ for the man or woman to whom style is all about low-key contemporary cool

WORDS : JONATHAN BELL

60

//

PHOTOS : GEORGE F WILLIAMS

61

C I T Y

M A S E R AT I

L I V I N G

U

rban sophistication is a hard quality to pin down. Over the decades, the most stylish, most sophisticated and most suitable way of making your way through the modern city has changed with the culture, from grand chauffeur-appointed limousines to compact city cars. Yet despite changes in rules, shifts in fashion and developments in technology, one thing has remained constant: style. There are few cars with a more innate sense of occasion that the Maserati Quattroporte. One of the most evocative and elegant monikers in automotive history, the Quattroporte can trace its ancestry all the way back to 1963; the current car is the sixth generation machine to bear the name.

With styling overseen the legendary Lorenzo Ramaciotti, Maserati’s head designer, the Quattroporte is a handsome addition to any garage. Ramaciotti spent over three decades at Pininfarina, the most revered of all Italian styling houses and the studio responsible for many of the Quattroporte’s predecessors.

The modern iteration continues the handsome lineage of its forebears, blending sophistication with elegance and power. It’s a sizeable car, with all the appointments and accoutrements one expects in a luxury ride, with a side order of power and dynamic appeal that belies its physical heft. The Quattroporte feels compact, lithe and responsive on the open road, while remaining docile and refined in urban traffic. Like every Maserati, old and new, it proudly bears

D E S P I T E S H I F T S I N F A S H I O N A N D T E C H N O L O G Y, O N E T H I N G H A S R E M A I N E D C O N S TA N T: S T Y L E . A N D T H E R E ARE FEW CARS WITH A

MORE INNATE SENSE OF

OCCASION THAN THE QUAT TROPORTE

THE FUTURE OF CITY LIVING The ever-changing London skyline is home to more and more apartment buildings, so how do you build a structure that truly stands out? The modern London residence is defined by its feature rich specification, highly designed interior and superb facilities.

Una Barac is Group Director at the international architectural firm Scott Brownrigg. Barac has several award-winning schemes to her name. For the past few years, her role has been to bring the luxury, style and simplicity of high-end hotel living into the domestic sphere.

Recent projects for Berkeley Homes highlight this approach, executed with her studio’s careful attention to detail. [continued overleaf]

62

63

C I T Y

M A S E R AT I

L I V I N G

U

rban sophistication is a hard quality to pin down. Over the decades, the most stylish, most sophisticated and most suitable way of making your way through the modern city has changed with the culture, from grand chauffeur-appointed limousines to compact city cars. Yet despite changes in rules, shifts in fashion and developments in technology, one thing has remained constant: style. There are few cars with a more innate sense of occasion that the Maserati Quattroporte. One of the most evocative and elegant monikers in automotive history, the Quattroporte can trace its ancestry all the way back to 1963; the current car is the sixth generation machine to bear the name.

With styling overseen the legendary Lorenzo Ramaciotti, Maserati’s head designer, the Quattroporte is a handsome addition to any garage. Ramaciotti spent over three decades at Pininfarina, the most revered of all Italian styling houses and the studio responsible for many of the Quattroporte’s predecessors.

The modern iteration continues the handsome lineage of its forebears, blending sophistication with elegance and power. It’s a sizeable car, with all the appointments and accoutrements one expects in a luxury ride, with a side order of power and dynamic appeal that belies its physical heft. The Quattroporte feels compact, lithe and responsive on the open road, while remaining docile and refined in urban traffic. Like every Maserati, old and new, it proudly bears

D E S P I T E S H I F T S I N F A S H I O N A N D T E C H N O L O G Y, O N E T H I N G H A S R E M A I N E D C O N S TA N T: S T Y L E . A N D T H E R E ARE FEW CARS WITH A

MORE INNATE SENSE OF

OCCASION THAN THE QUAT TROPORTE

THE FUTURE OF CITY LIVING The ever-changing London skyline is home to more and more apartment buildings, so how do you build a structure that truly stands out? The modern London residence is defined by its feature rich specification, highly designed interior and superb facilities.

Una Barac is Group Director at the international architectural firm Scott Brownrigg. Barac has several award-winning schemes to her name. For the past few years, her role has been to bring the luxury, style and simplicity of high-end hotel living into the domestic sphere.

Recent projects for Berkeley Homes highlight this approach, executed with her studio’s careful attention to detail. [continued overleaf]

62

63

S U P E R M O D E L S

M A S E R A T I

MASERATI QUATTROPORTE V6 DIESEL PRICE

£69,235 OTR

POWER

275bhp

TORQUE

600Nm

KERB WEIGHT

1,795kg (dry)

TOP SPEED

155mph

0-62MPH

6.4sec

ECONOMY (combined)

45.6mpg

S U P E R M O D E L S So many of us spent our childhood swathed in the heady fumes of polystyrene cement and thinners, thanks to Airfix and Revell model kits – toys that should have been seen off by video games, but haven’t. George Chapman gets misty-eyed ( but not because of the chemicals)

250 CITY ROAD & GOODMAN’S FIELDS

THE QUAT TROPORTE SEEMS MOST AT HOME PROWLING THE C O N C R E T E (A N D I N C R E A S I N G LY G L A S S-C L A D) J U N G L E – A C O N F I D E N T, UNDERSTATED STATEMENT FOR THE URBAN SOPHISTICATE

[Continued from previous page] For developments like 250 City Road and Goodman’s Fields, Barac and her team carefully profiled the locations and the

the Trident badge on its radiator, with gently sculpted bonnet and flanks emphasizing the throaty V8 lurking under the skin.

The Quattroporte has always brought with it a measured dose of stealthy cool. This is, after all, a four-door saloon car, a market sector not exactly renowned for its cutting edge approach to personal style. But ever since the very first QP debuted in 1963, styled by Pietro Frua and inspired by a one-off car created for Prince Karim Aga Khan (a lifelong fan of the marque and other Italian exotica), the name has stood for a certain kind of knowing detachment from the herd. Here is a car that can hold its own again the fastest of supercars, yet which also delivers practicality that excels them all. Today’s car offers a superbly comfortable luxury interior finished in the finest leather trim (sourced from Poltrona Frau, no less — best known for their seductive sofas and chairs) as well as a powerful music system from Bowers & Wilkins, famed for their sculptural “Nautilus” high-end speakers systems. A new collaboration with Zegna brings another layer of classic Italian style to the Quattroporte range, with interior and exterior colours and fabrics to match the fashion house’s iconic suits.

The Quattroporte’s deportment makes it suitable for all occasions, whether it’s a well-deserved weekend out of town or a road-trip around some of Europe’s finest driving destinations. But as you can see here, it seems most at home prowling the concrete (and increasingly glass-clad) jungle – the perfect contemporary statement for the urban sophisticate with an eye for understated but confident style.

However you chose to enjoy Quattroporte life, you can be sure that convenience, quality, comfort and style will always be at hand.

potential buyer. “In the case of City Road we’re close to Hoxton, to King’s Cross, to Silicon Roundabout,” she says, “those that buy here have a youthful spirit and enjoy the finer things in life, but they also want to use all aspects of London and its culture.”

For future residents, a whole lifestyle is on offer without even having to step foot outside.

High specification apartments are paired with communal areas that include a gym, spa and a special residents’ lounge, “a home from home with stunning views across the city.” www.250cityroad.co.uk

hrowen.co.uk/Maserati

64

65

S U P E R M O D E L S

M A S E R A T I

MASERATI QUATTROPORTE V6 DIESEL PRICE

£69,235 OTR

POWER

275bhp

TORQUE

600Nm

KERB WEIGHT

1,795kg (dry)

TOP SPEED

155mph

0-62MPH

6.4sec

ECONOMY (combined)

45.6mpg

S U P E R M O D E L S So many of us spent our childhood swathed in the heady fumes of polystyrene cement and thinners, thanks to Airfix and Revell model kits – toys that should have been seen off by video games, but haven’t. George Chapman gets misty-eyed ( but not because of the chemicals)

250 CITY ROAD & GOODMAN’S FIELDS

THE QUAT TROPORTE SEEMS MOST AT HOME PROWLING THE C O N C R E T E (A N D I N C R E A S I N G LY G L A S S-C L A D) J U N G L E – A C O N F I D E N T, UNDERSTATED STATEMENT FOR THE URBAN SOPHISTICATE

[Continued from previous page] For developments like 250 City Road and Goodman’s Fields, Barac and her team carefully profiled the locations and the

the Trident badge on its radiator, with gently sculpted bonnet and flanks emphasizing the throaty V8 lurking under the skin.

The Quattroporte has always brought with it a measured dose of stealthy cool. This is, after all, a four-door saloon car, a market sector not exactly renowned for its cutting edge approach to personal style. But ever since the very first QP debuted in 1963, styled by Pietro Frua and inspired by a one-off car created for Prince Karim Aga Khan (a lifelong fan of the marque and other Italian exotica), the name has stood for a certain kind of knowing detachment from the herd. Here is a car that can hold its own again the fastest of supercars, yet which also delivers practicality that excels them all. Today’s car offers a superbly comfortable luxury interior finished in the finest leather trim (sourced from Poltrona Frau, no less — best known for their seductive sofas and chairs) as well as a powerful music system from Bowers & Wilkins, famed for their sculptural “Nautilus” high-end speakers systems. A new collaboration with Zegna brings another layer of classic Italian style to the Quattroporte range, with interior and exterior colours and fabrics to match the fashion house’s iconic suits.

The Quattroporte’s deportment makes it suitable for all occasions, whether it’s a well-deserved weekend out of town or a road-trip around some of Europe’s finest driving destinations. But as you can see here, it seems most at home prowling the concrete (and increasingly glass-clad) jungle – the perfect contemporary statement for the urban sophisticate with an eye for understated but confident style.

However you chose to enjoy Quattroporte life, you can be sure that convenience, quality, comfort and style will always be at hand.

potential buyer. “In the case of City Road we’re close to Hoxton, to King’s Cross, to Silicon Roundabout,” she says, “those that buy here have a youthful spirit and enjoy the finer things in life, but they also want to use all aspects of London and its culture.”

For future residents, a whole lifestyle is on offer without even having to step foot outside.

High specification apartments are paired with communal areas that include a gym, spa and a special residents’ lounge, “a home from home with stunning views across the city.” www.250cityroad.co.uk

hrowen.co.uk/Maserati

64

65

B OY ’ S

TOYS

S U P E R M O D E L S

I

n one form or another, scale models have been fettled, forged or cast since the dawn of civilisation. Obsessed with immortality, ancient Egyptian pharaohs were entombed alongside miniature boats and furniture to represent possessions to be taken to the afterlife – many of which outlived the original objects, providing detailed information on technological advances of the day. Models were widely used throughout history to mark important events and battles, while early developers discovered the value of miniaturisation as a form of planning.

The introduction of model kits as children’s toys, where an element of construction is required, occurred shortly before WWII. Providing not only the inspiration for the majority of the more successful kits, the war also sped up advances in the production of plastics and injection moulding.

From as early as 1933, smaller model-makers such as English firm FROG or “Flew Right Off the Ground”, were already making flying models out of lightweight wood that required basic woodcraft skills to construct. First released in 1936, FROG’s Penguin series of very basic, non-flying model aircraft kits were made out of an early form of cellulose acetate. Throughout the war, FROG even produced models for the War Office as handy recognition aids.

It wasn’t until after the war however, that model kits really took off. In 1949, tractor manufacturer Harry Ferguson approached Hungarian immigrant Nicholas Kove, the founder of a certain Airfix, the first company in the UK to introduce an injection-moulding machine – until then, purely churning out combs. Ferguson wanted to make some cheap plastic models of his tractor to be used by his sales team as a promotional tool. Aware of the marketing opportunity, Ferguson permitted Kove to produce them as children’s toys.

Kove soon discovered that selling the models cheaper in unbuilt kit form dramatically increased sales. By 1953 Airfix had expanded considerably, selling large numbers of its small-scale Golden Hind galleon and iconic 1:72 scale Supermarine Spitfire – models that are still popular today.

Facing page top: A DeHavilland Mosquito fighter-bomber from WWII, as realised

by Airfix’s accomplished artworkers.

Facing page bottom: A classic Revell kit, and the US firm’s original injection-moulding machine.

Right: An avid modeller puts the final touches on his Revell Messerschmitt ME109 and Supermarine Spitfire.

A I R F I X WA S T H E F I R S T C O M PA N Y I N T H E U K TOINTRODUCE AN INJECTION-MOULDING MACHINE – UNTIL 1949, PURELY CHURNING OUT

Across the pond, US firm Revell – taken from the French word “réveil” or “to awaken” – was making waves in the 1950s with its ship models and pull toy cars, most famously in the form of a 1913 Maxwell vintage car complete with “jumping” driver and pull cord. If you happen across an example of such a toy today snap it up if at all possible, you won’t regret it.

As companies such as Airfix and Revell invested further in plastic injection moulding technology in the 1960s and ’70s, cornering the entire injection moulding market in the process, model-making reached its peak – with terms such as “flash” (the name given to the excess plastic that needs to be carefully removed during construction) and “hobbyist” entering widespread use.

Evermore complicated machinery received the model kit treatment, resulting in diverse ranges of figures, trains, aircraft, engines, rockets, warships, liners, cars, motorcycles and spaceships, literally flying off the shelves at a time when computer games were totally unheard-of.

Stimulated by the excitement and drama of glorious war machines, youngsters in their droves were especially taken by the wider range of military subjects, their imaginations further encouraged by the dramatic box lid artwork of official Airfix artist Roy Cross. Also highly collectable in original condition, Cross’ dive-bombing and dog-fighting box-lid scenes were lovingly painted in superb detail. Despite the later airbrushing of manufacturers to disguise any politically incorrect weaponry in action, they remain as captivating as ever. (See overleaf for some wonderful examples.)

66

Image courtesy of the BBC

PLASTIC COMBS

Another clear indication of the popularity of model-making was the success of affinity publication, Airfix Magazine. Offering construction tips and providing details of newly launched models it served to connect the wider model-making community through honest and refreshingly impartial advice, several decades before the arrival of the worldwide web. At its peak, sales reached more than 100,000 copies a month. These were truly the golden days of model making. One avid reader was TV presenter James May – perhaps the world’s best-known Airfix fan. In Episode 1 of his 2009 series Toy Stories, May successfully attempts to build a full-size, 1:1 scale Airfix Spitfire, using the same kit-form and glue construction method.

At the beginning of the 1980s, the rise in oil (and therefore plastic) prices meant that the popularity of model kits sadly fell into decline. The arrival of interactive computer games and robust die-cast models only sharpened the trend. As a result, Airfix changed hands numerous times well into the 1990s, in turn leading to closure of many of the UK’s model shops and clubs. The brand’s future was eventually secured along with modelling paint and accessories specialist Humbrol, by Hornby Hobbies Ltd in 2007. Receiving large investments from its new owner ever since and with many newly designed models available, Airfix celebrated its 75th anniversary in 2014 and is showing signs of making a comeback.

So, if you’re an ex-model maker who still hankers after a 1:72 Douglas A26 Invader or perhaps a 1:32 Ferrari 250 LM, perhaps now’s the time to show your allegiance to model kits once again. It may well prove to be the soothing escape you’ve been looking for all these years – and it’s cheaper than the gym.

TOY S TO RY JA M E S M AY M E E TS HIS MAQUETTE The most ambitious instalment of the former Top Gear presenter’s 2009 Toy Stories BBC TV series was building a full-scale, 1:1 model kit of Airfix’s usual 1:72-scale Spitfire kit. And it included a pilot whose face was moulded from James May himself.

Constructed by reluctant teenagers, the tension is palpable when it become apparent that the giant 36-foot wing pieces may not be strong enough.

67

B OY ’ S

TOYS

S U P E R M O D E L S

I

n one form or another, scale models have been fettled, forged or cast since the dawn of civilisation. Obsessed with immortality, ancient Egyptian pharaohs were entombed alongside miniature boats and furniture to represent possessions to be taken to the afterlife – many of which outlived the original objects, providing detailed information on technological advances of the day. Models were widely used throughout history to mark important events and battles, while early developers discovered the value of miniaturisation as a form of planning.

The introduction of model kits as children’s toys, where an element of construction is required, occurred shortly before WWII. Providing not only the inspiration for the majority of the more successful kits, the war also sped up advances in the production of plastics and injection moulding.

From as early as 1933, smaller model-makers such as English firm FROG or “Flew Right Off the Ground”, were already making flying models out of lightweight wood that required basic woodcraft skills to construct. First released in 1936, FROG’s Penguin series of very basic, non-flying model aircraft kits were made out of an early form of cellulose acetate. Throughout the war, FROG even produced models for the War Office as handy recognition aids.

It wasn’t until after the war however, that model kits really took off. In 1949, tractor manufacturer Harry Ferguson approached Hungarian immigrant Nicholas Kove, the founder of a certain Airfix, the first company in the UK to introduce an injection-moulding machine – until then, purely churning out combs. Ferguson wanted to make some cheap plastic models of his tractor to be used by his sales team as a promotional tool. Aware of the marketing opportunity, Ferguson permitted Kove to produce them as children’s toys.

Kove soon discovered that selling the models cheaper in unbuilt kit form dramatically increased sales. By 1953 Airfix had expanded considerably, selling large numbers of its small-scale Golden Hind galleon and iconic 1:72 scale Supermarine Spitfire – models that are still popular today.

Facing page top: A DeHavilland Mosquito fighter-bomber from WWII, as realised

by Airfix’s accomplished artworkers.

Facing page bottom: A classic Revell kit, and the US firm’s original injection-moulding machine.

Right: An avid modeller puts the final touches on his Revell Messerschmitt ME109 and Supermarine Spitfire.

A I R F I X WA S T H E F I R S T C O M PA N Y I N T H E U K TOINTRODUCE AN INJECTION-MOULDING MACHINE – UNTIL 1949, PURELY CHURNING OUT

Across the pond, US firm Revell – taken from the French word “réveil” or “to awaken” – was making waves in the 1950s with its ship models and pull toy cars, most famously in the form of a 1913 Maxwell vintage car complete with “jumping” driver and pull cord. If you happen across an example of such a toy today snap it up if at all possible, you won’t regret it.

As companies such as Airfix and Revell invested further in plastic injection moulding technology in the 1960s and ’70s, cornering the entire injection moulding market in the process, model-making reached its peak – with terms such as “flash” (the name given to the excess plastic that needs to be carefully removed during construction) and “hobbyist” entering widespread use.

Evermore complicated machinery received the model kit treatment, resulting in diverse ranges of figures, trains, aircraft, engines, rockets, warships, liners, cars, motorcycles and spaceships, literally flying off the shelves at a time when computer games were totally unheard-of.

Stimulated by the excitement and drama of glorious war machines, youngsters in their droves were especially taken by the wider range of military subjects, their imaginations further encouraged by the dramatic box lid artwork of official Airfix artist Roy Cross. Also highly collectable in original condition, Cross’ dive-bombing and dog-fighting box-lid scenes were lovingly painted in superb detail. Despite the later airbrushing of manufacturers to disguise any politically incorrect weaponry in action, they remain as captivating as ever. (See overleaf for some wonderful examples.)

66

Image courtesy of the BBC

PLASTIC COMBS

Another clear indication of the popularity of model-making was the success of affinity publication, Airfix Magazine. Offering construction tips and providing details of newly launched models it served to connect the wider model-making community through honest and refreshingly impartial advice, several decades before the arrival of the worldwide web. At its peak, sales reached more than 100,000 copies a month. These were truly the golden days of model making. One avid reader was TV presenter James May – perhaps the world’s best-known Airfix fan. In Episode 1 of his 2009 series Toy Stories, May successfully attempts to build a full-size, 1:1 scale Airfix Spitfire, using the same kit-form and glue construction method.

At the beginning of the 1980s, the rise in oil (and therefore plastic) prices meant that the popularity of model kits sadly fell into decline. The arrival of interactive computer games and robust die-cast models only sharpened the trend. As a result, Airfix changed hands numerous times well into the 1990s, in turn leading to closure of many of the UK’s model shops and clubs. The brand’s future was eventually secured along with modelling paint and accessories specialist Humbrol, by Hornby Hobbies Ltd in 2007. Receiving large investments from its new owner ever since and with many newly designed models available, Airfix celebrated its 75th anniversary in 2014 and is showing signs of making a comeback.

So, if you’re an ex-model maker who still hankers after a 1:72 Douglas A26 Invader or perhaps a 1:32 Ferrari 250 LM, perhaps now’s the time to show your allegiance to model kits once again. It may well prove to be the soothing escape you’ve been looking for all these years – and it’s cheaper than the gym.

TOY S TO RY JA M E S M AY M E E TS HIS MAQUETTE The most ambitious instalment of the former Top Gear presenter’s 2009 Toy Stories BBC TV series was building a full-scale, 1:1 model kit of Airfix’s usual 1:72-scale Spitfire kit. And it included a pilot whose face was moulded from James May himself.

Constructed by reluctant teenagers, the tension is palpable when it become apparent that the giant 36-foot wing pieces may not be strong enough.

67

B OY ’ S

TOYS

S U P E R M O D E L S

CROSS ON THE BOX A major selling point of Airfix’s model kits was the thrilling, beautifully rendered artwork on the box lids – painted by self-taught illustrator Roy Cross between 1964 and 1974. His passion for aviation and his experience as an RAF technical artist during the war meant the paintings were to-the-rivet precise, let alone executed with vim and vigour…

HEINKEL HE111 JUNKERS JU88

The well-known artwork for Airfix’s Heinkel HE111

Original full-colour box-lid artwork for the 1964-release Junkers JU88 kit, complete with finished art proof. A single

Cross’s original pencil-sketch drawing, which he’d

“master” cibachrome print would be produced directly from Roy Cross’s original artwork, made on a dimensionally stable

present to the toymaker for initial approval. Over

tri-acetate polyester base that wouldn’t fade, deteriorate or discolour in normal light. This dramatic image was eventually

the course of Cross’s decade dedicated to Airfix, he

“sanitized” by the Airfix Drawing Office, with the sea explosions chemically “painted out” in an attempt to make the

reckons he produced artwork for almost 300 kits,

artwork less warlike – as demanded by the Australian, West German and U.S. Administrations from around 1977.

averaging around one box lid per week.

Luftwaffe light bomber model kit, complete with Roy

JAMES BOND AND ODD JOB A printer’s proof of Roy Cross’s artwork for Airfix kit number M401F, “James Bond and Odd Job”. Released in 1964 around the release of the third Bond film, Goldfinger, this was an unusual job for Cross as he tended to leave the figures in his artwork to another Airfix artist.

ConTeMPorAry, A TouCH TouCHoF oFTrADITIon TrADITIon ConTeMPorAry, WITH WITH A BRISTOL BEAUFIGHTER

WESTLAND WHIRLWIND HAR MK1

Bringing discerning music, television and film lovers state-of-the-art audio Bringing discerning music, television and film lovers state-of-the-art audio visual equipment since 1990. visual equipment since 1990.

Original sketch and artwork for Airfix’s Westland

Roy Cross’s original sketch for the

Whirlwind HAR Mk1 kit, depicted here by Roy Cross

Bristol Beaufighter – a versatile

landing on a Royal Navy survey ship platform.

night fighter and torpedo bomber during the war. Here, Cross has pitched it against a Messerschmitt ME109 fighter.

All imagery kindly supplied by specialist toy auctioneers Vectis, who have sold hundreds of Roy Cross originals since 2010. vectis.co.uk

Touch Control Audio/Visual, Blinds/CCTV,Lighting Lighting&&Air-Con/Heating Air-Con/Heating Touch Control Audio/Visual, Blinds/CCTV, Bespoke Hi-Fi & Audio/Visual Solutions Bespoke Hi-Fi & Audio/Visual Solutions

Commercial Installations Dealer Commercial&&Domestic Domestic Installations Vertu Vertu Dealer

Local/Worldwide Installation Cinema & Home Automation Local/Worldwide InstallationService Service Home Home Cinema & Home Automation

Home Surveys HomeDemonstrations Demonstrations Home Surveys & &Home

Full Management Full A/V A/VProject ProjectDesign Design& & Management

68

69

Richmond Road, Twickenham,TW1 TW12EB 2EB 422422 Richmond Road, Twickenham,

020 020 8892 88927613 7613

www.riversidehifi.com www.riversidehifi.com

B OY ’ S

TOYS

S U P E R M O D E L S

CROSS ON THE BOX A major selling point of Airfix’s model kits was the thrilling, beautifully rendered artwork on the box lids – painted by self-taught illustrator Roy Cross between 1964 and 1974. His passion for aviation and his experience as an RAF technical artist during the war meant the paintings were to-the-rivet precise, let alone executed with vim and vigour…

HEINKEL HE111 JUNKERS JU88

The well-known artwork for Airfix’s Heinkel HE111

Original full-colour box-lid artwork for the 1964-release Junkers JU88 kit, complete with finished art proof. A single

Cross’s original pencil-sketch drawing, which he’d

“master” cibachrome print would be produced directly from Roy Cross’s original artwork, made on a dimensionally stable

present to the toymaker for initial approval. Over

tri-acetate polyester base that wouldn’t fade, deteriorate or discolour in normal light. This dramatic image was eventually

the course of Cross’s decade dedicated to Airfix, he

“sanitized” by the Airfix Drawing Office, with the sea explosions chemically “painted out” in an attempt to make the

reckons he produced artwork for almost 300 kits,

artwork less warlike – as demanded by the Australian, West German and U.S. Administrations from around 1977.

averaging around one box lid per week.

Luftwaffe light bomber model kit, complete with Roy

JAMES BOND AND ODD JOB A printer’s proof of Roy Cross’s artwork for Airfix kit number M401F, “James Bond and Odd Job”. Released in 1964 around the release of the third Bond film, Goldfinger, this was an unusual job for Cross as he tended to leave the figures in his artwork to another Airfix artist.

ConTeMPorAry, A TouCH TouCHoF oFTrADITIon TrADITIon ConTeMPorAry, WITH WITH A BRISTOL BEAUFIGHTER

WESTLAND WHIRLWIND HAR MK1

Bringing discerning music, television and film lovers state-of-the-art audio Bringing discerning music, television and film lovers state-of-the-art audio visual equipment since 1990. visual equipment since 1990.

Original sketch and artwork for Airfix’s Westland

Roy Cross’s original sketch for the

Whirlwind HAR Mk1 kit, depicted here by Roy Cross

Bristol Beaufighter – a versatile

landing on a Royal Navy survey ship platform.

night fighter and torpedo bomber during the war. Here, Cross has pitched it against a Messerschmitt ME109 fighter.

All imagery kindly supplied by specialist toy auctioneers Vectis, who have sold hundreds of Roy Cross originals since 2010. vectis.co.uk

Touch Control Audio/Visual, Blinds/CCTV,Lighting Lighting&&Air-Con/Heating Air-Con/Heating Touch Control Audio/Visual, Blinds/CCTV, Bespoke Hi-Fi & Audio/Visual Solutions Bespoke Hi-Fi & Audio/Visual Solutions

Commercial Installations Dealer Commercial&&Domestic Domestic Installations Vertu Vertu Dealer

Local/Worldwide Installation Cinema & Home Automation Local/Worldwide InstallationService Service Home Home Cinema & Home Automation

Home Surveys HomeDemonstrations Demonstrations Home Surveys & &Home

Full Management Full A/V A/VProject ProjectDesign Design& & Management

68

69

Richmond Road, Twickenham,TW1 TW12EB 2EB 422422 Richmond Road, Twickenham,

020 020 8892 88927613 7613

www.riversidehifi.com www.riversidehifi.com

U N D E R

LO C K

&

A S TO N

K E Y

WORDS: ALEX DOAK

//

M A RT I N

WO R K S

H E R I TA G E

S E RV I C E S

PHOTOS: DREW GIBSON

H O M E C O M I N G A clutch of buildings on Tickford Street, Newport Pagnell is the spiritual home of Aston Martin, where the Works Service Heritage team painstakingly bring its 50-something alumni back to perfect order. Better than perfect, in fact

A

ny visitor to H.R. Owen in Pangbourne and Cheltenham will know how special a place Aston Martin’s dealerships can be.

Admittedly, parking a row of brand-new Aston Martins in the grimiest of spots would instantly render said spot “special”, but beyond the cars themselves, the British brand demands a very unique approach to its retail environments – singularly inspired by Ludwig Mies van der Rohe’s masterpiece of modernist architecture, the Barcelona Pavilion. The same low, slender lines, expanse of glass and Roman travertine are deployed to showcase Aston’s similarly slender sports cars, and customers can even make themselves comfortable on the Barcelona chair that Mies van der Rohe designed especially in 1929. It’s a killer cocktail of contemporary chic. Which you hardly expect to find in Newport Pagnell.

70

Arguably most famous as the location for Britain’s very first motorway services when the M1 opened in 1959 (Watford Gap services are a month older, but were just for truckers, fact fans) only the most devoted petrolhead will know Newport Pagnell as the true manufacturing heart of Aston Martin: a higgledy-piggledy campus of red-brick buildings and sheds on Tickford Street, otherwise lined with dowdy terraced housing. When the last V12 Vanquish S rolled off the line in 2007 and the gleaming new headquarters in Gaydon assumed all production duties, the main floor was turned over completely to factory-approved servicing operations. In itself mightily impressive, thanks to a internal wall of glass replacing what might normally be Roman travertine at the back of the “shopfront”. Sitting in a plush leather Le Corbusier sofa, nursing a coffee, the sight of no less than three One-77

71

U N D E R

LO C K

&

A S TO N

K E Y

WORDS: ALEX DOAK

//

M A RT I N

WO R K S

H E R I TA G E

S E RV I C E S

PHOTOS: DREW GIBSON

H O M E C O M I N G A clutch of buildings on Tickford Street, Newport Pagnell is the spiritual home of Aston Martin, where the Works Service Heritage team painstakingly bring its 50-something alumni back to perfect order. Better than perfect, in fact

A

ny visitor to H.R. Owen in Pangbourne and Cheltenham will know how special a place Aston Martin’s dealerships can be.

Admittedly, parking a row of brand-new Aston Martins in the grimiest of spots would instantly render said spot “special”, but beyond the cars themselves, the British brand demands a very unique approach to its retail environments – singularly inspired by Ludwig Mies van der Rohe’s masterpiece of modernist architecture, the Barcelona Pavilion. The same low, slender lines, expanse of glass and Roman travertine are deployed to showcase Aston’s similarly slender sports cars, and customers can even make themselves comfortable on the Barcelona chair that Mies van der Rohe designed especially in 1929. It’s a killer cocktail of contemporary chic. Which you hardly expect to find in Newport Pagnell.

70

Arguably most famous as the location for Britain’s very first motorway services when the M1 opened in 1959 (Watford Gap services are a month older, but were just for truckers, fact fans) only the most devoted petrolhead will know Newport Pagnell as the true manufacturing heart of Aston Martin: a higgledy-piggledy campus of red-brick buildings and sheds on Tickford Street, otherwise lined with dowdy terraced housing. When the last V12 Vanquish S rolled off the line in 2007 and the gleaming new headquarters in Gaydon assumed all production duties, the main floor was turned over completely to factory-approved servicing operations. In itself mightily impressive, thanks to a internal wall of glass replacing what might normally be Roman travertine at the back of the “shopfront”. Sitting in a plush leather Le Corbusier sofa, nursing a coffee, the sight of no less than three One-77

71

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[2]

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K E Y

hypercars – one with its nose completely off – as well as a V12 Vantage Zagato and Gulf-liveried DBR9 getting some expert TLC is plenty entertaining.

But what happens beyond that slick Mies van der Rohe façade, behind the sterile servicing floor it overlooks? What happens in the buildings scattered around that spot on Tickford Street?

The 102-year-old barn immediately to the right of the entrance provides a clue. It was originally an aircraft hangar, it served as a cinema during the war when the local picturehouse was bombed, and eventually became Aston’s trim shop. It has now been beautifully restored, wrought-iron beams and all, to serve as “Heritage Sales”. Sitting there calmly is a DB6 Mk II Vantage, immaculate in Pearl White – an ethereal, almost iridescent finish developed for One-77 – with sumptuous tan-leather trim and air conditioning that’ll cope just fine in the Dubai desert. Yours for £750,000. Next to that, another immaculate bit of history: a curvy DB3S works racecar from 1953, its race plate engraved with the names of former drivers, one MOSS and a certain SALVADORI among them.

Both of these better-than-new slices of history are fresh from one of the lesser-known gems of the classic car world: Aston Martin Works Heritage Services. Tucked away behind the servicing floor and experiencing more

M A RT I N

WO R K S

H E R I TA G E

S E RV I C E S

demand than ever thanks to the booming investment value of classics, you’ll struggle to find a better-equipped, more experienced hotbed of Aston-related talent. Nor will you believe your eyes when you look closely at the patients coming under their knife. DB5s, of which only 1,021 were made and whose auction value is creeping up to the million mark, are Heritage Services’ stock in trade. They’re everywhere here, in varying states of disrepair, repair, and everything else between. The metal in this shop is almost overwhelming.

“In 2009 we had four ramps, four guys, a small panel shop… and that was about it,” says Heritage Services’ manager Nigel Woodward. “Now? We’ve expanded massively into the original trim shop, and we’re up to 17 technicians, with 1 apprentice per department.

“We used to be one of England’s best-kept secrets, but we’ve managed to change that, by broadcasting ourselves as “the” place to come with your Aston.

Most specialists sub-contract the restoration work and screw everything together, but we’ve retained everything under one roof; all the artisan skills – trim, bodywork, the lot.

“After all,” says Woodward quite rightly, “almost every Aston Martin up to the V12 Vanquish S was built here – you’re bringing your car home.”

“MOST SPECIALISTS SUB-CONTR ACT THE RESTOR ATION WORK AND SCREW EVERYTHING TOGETHER , BUT WE’VE RETAINED EVERYTHING UNDER ONE ROOF; ALL THE ARTISAN SKILLS – TRIM, BODYWORK, THE LOT”

[4]

[6]

[1] A DB6 takes shape in the Heritage Services’ trim shop.

[2] Grinding body panels on a stripped-back DB5.

[3] From the foreground back, a DB5, DB5 Convertible, DB2/4 and MkIII all near completion.

[4] Using an English wheel to stretch and form aluminium panels.

[5] Two DB4s in rather different states of repair.

[6] Chassis numbers are chalked onto major components as the car is stripped down.

[7] From the foreground back, a DB6 Volante and DB4 Convertible.

[8] From the foreground back, a DB6, DB5 Convertible and Supercharged V8 Vantage.

[9] The original V8 “buck” is still used to check beaten panels against.

[3]

72

[5]

[7]

73

U N D E R

[2]

LO C K

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hypercars – one with its nose completely off – as well as a V12 Vantage Zagato and Gulf-liveried DBR9 getting some expert TLC is plenty entertaining.

But what happens beyond that slick Mies van der Rohe façade, behind the sterile servicing floor it overlooks? What happens in the buildings scattered around that spot on Tickford Street?

The 102-year-old barn immediately to the right of the entrance provides a clue. It was originally an aircraft hangar, it served as a cinema during the war when the local picturehouse was bombed, and eventually became Aston’s trim shop. It has now been beautifully restored, wrought-iron beams and all, to serve as “Heritage Sales”. Sitting there calmly is a DB6 Mk II Vantage, immaculate in Pearl White – an ethereal, almost iridescent finish developed for One-77 – with sumptuous tan-leather trim and air conditioning that’ll cope just fine in the Dubai desert. Yours for £750,000. Next to that, another immaculate bit of history: a curvy DB3S works racecar from 1953, its race plate engraved with the names of former drivers, one MOSS and a certain SALVADORI among them.

Both of these better-than-new slices of history are fresh from one of the lesser-known gems of the classic car world: Aston Martin Works Heritage Services. Tucked away behind the servicing floor and experiencing more

M A RT I N

WO R K S

H E R I TA G E

S E RV I C E S

demand than ever thanks to the booming investment value of classics, you’ll struggle to find a better-equipped, more experienced hotbed of Aston-related talent. Nor will you believe your eyes when you look closely at the patients coming under their knife. DB5s, of which only 1,021 were made and whose auction value is creeping up to the million mark, are Heritage Services’ stock in trade. They’re everywhere here, in varying states of disrepair, repair, and everything else between. The metal in this shop is almost overwhelming.

“In 2009 we had four ramps, four guys, a small panel shop… and that was about it,” says Heritage Services’ manager Nigel Woodward. “Now? We’ve expanded massively into the original trim shop, and we’re up to 17 technicians, with 1 apprentice per department.

“We used to be one of England’s best-kept secrets, but we’ve managed to change that, by broadcasting ourselves as “the” place to come with your Aston.

Most specialists sub-contract the restoration work and screw everything together, but we’ve retained everything under one roof; all the artisan skills – trim, bodywork, the lot.

“After all,” says Woodward quite rightly, “almost every Aston Martin up to the V12 Vanquish S was built here – you’re bringing your car home.”

“MOST SPECIALISTS SUB-CONTR ACT THE RESTOR ATION WORK AND SCREW EVERYTHING TOGETHER , BUT WE’VE RETAINED EVERYTHING UNDER ONE ROOF; ALL THE ARTISAN SKILLS – TRIM, BODYWORK, THE LOT”

[4]

[6]

[1] A DB6 takes shape in the Heritage Services’ trim shop.

[2] Grinding body panels on a stripped-back DB5.

[3] From the foreground back, a DB5, DB5 Convertible, DB2/4 and MkIII all near completion.

[4] Using an English wheel to stretch and form aluminium panels.

[5] Two DB4s in rather different states of repair.

[6] Chassis numbers are chalked onto major components as the car is stripped down.

[7] From the foreground back, a DB6 Volante and DB4 Convertible.

[8] From the foreground back, a DB6, DB5 Convertible and Supercharged V8 Vantage.

[9] The original V8 “buck” is still used to check beaten panels against.

[3]

72

[5]

[7]

73

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IT ’S NO GOOD USING AN OLD TEMPLATE A S E V E R Y C A R I S “ U N I Q U E ”.

T H E E N D R E S U LT W I L L H AV E M O R E SYMMETRICAL SHUTLINES THAN W H E N I T WA S B U I LT

Obviously not every car needs a ground-up restoration, but if it’s deemed worthy the customer is stood in very good stead: Heritage Services quote a fixed price of £400,000 (plus VAT) and stick to it, no matter what the model.

It’s an extreme measure, but when you think of the auction records, it’s a nobrainer – especially for those lucky “barn finders”. Just as long as you don’t mind waiting for 18 months.

“The process is essentially ‘re-manufacturing’ the entire car,” explains Heritage Services’ manager Nigel Woodward, “while still retaining about 70% originality.

These cars weren’t originally built to the level we’re restoring them. Aston Martin certainly didn’t spend 4,500 man-hours making them in the first place!”

The first step is a full strip-down and inspection followed by a total rebuild

of the chassis. An “x” will be drawn on every damaged panel, which is then literally copied. It’s no good using an old template or drawing as every car is “unique” – by which, of course, Woodward means inconsistent. The end result will have more symmetrical shutlines than when it was built.

“It’s sounds clichéd,” he says, “but all these cars have been on a journey.

This DB4 convertible here has had a big whack on the nose, for example.

You might think that’s awful, but remember, these cars weren’t worth what they are now, they weren’t handled with kid gloves.

“In fact, Works Service’s boss Paul Spires’ first-ever car was a DB6, which he bought from a friend for £1,500! He certainly wishes he still had it now…”

Where the spine truly shivers, however, is the bodyshop. Here, all the original hand-crafts of traditional aluminium panel beating are kept alive, using the original tools.

“The panel shop is such a charismatic place,” Fisher agrees. “It’s here that you literally see the car taking shape.”

It takes an apprentice four years before he’s let anywhere near an English wheel, because it takes that long to develop a feel for the metal; before he can possibly anticipate the way its surface stretches and bends. One panelbeater Russell has been working on a DB5’s bonnet for three days, and he looks up from his toil with surprising passion to say, “It’s like Savile Row. We’re tailoring a suit.”

But while they might be replacing old with a lot of new, Fisher is right to remind us that everything is coming from exactly the same tools – the original V8 buck is sat, grimy and well-used in the centre of the shopfloor, and every English wheel is over 50 years old because they literally don’t make them like that anymore.

“We can even refer back to the official build documents for your car.

It doesn’t get more genuine than that.”

All of which seems doubly appropriate, when you remember that Mies van der Rohe’s Barcelona Pavilion was dismantled after the Expo of 1929. It was painstakingly reconstructed, to the centimetre, in 1986. And it’s still considered as much a masterpiece.

ONE BLACKFRIARS LONDON’S NEW MASTERPIECE

[8]

MAGNUM OPUS:

C H A S S I S N O. 5 The 1953 DB3S works racecar – chassis no. 5 of 11 – was one of Aston Martin Works

The majestic 170m tower rises 50 storeys high and is only moments from the River Thames, occupying a privileged position at the heart of fashionable South Bank. A choice of 2, 3 & 4 bedroom apartments are available each boasting luxurious, spacious interiors and exceptional views over the inspiring capital.

Heritage Services’ most ambitious, high-profile restoration jobs. It was returned by its Swiss owner in 2011 in a woeful state, following sub-standard repairs and

Prices from £2,330,000

ill-conceived modifications. Most of the tooling for such a rare car no longer existed, so the team recreated them. Over 4,500 hours then went into hand-crafting an

020 3773 7865

all-new body, chassis tubes, braking system, clutch, magnesium carburettors, flywheel and seat frames as well as overhauling the gear box, final drive, steering

oneblackfriars.co.uk

and suspension. The car was completely re-wired and even the paint was carefully researched and manufactured to order, in time to compete in the Mille Miglia in May 2014. A race it had failed to complete no less than twice in the prime of its life.

It seems its prime has finally been reached.

[9] Proud to be a member of the Berkeley Group of companies

74

Price and details correct at time of going to print.

Computer enhanced image depicts One Blackfriars and is indicative only.

U N D E R

LO C K

&

K E Y

IT ’S NO GOOD USING AN OLD TEMPLATE A S E V E R Y C A R I S “ U N I Q U E ”.

T H E E N D R E S U LT W I L L H AV E M O R E SYMMETRICAL SHUTLINES THAN W H E N I T WA S B U I LT

Obviously not every car needs a ground-up restoration, but if it’s deemed worthy the customer is stood in very good stead: Heritage Services quote a fixed price of £400,000 (plus VAT) and stick to it, no matter what the model.

It’s an extreme measure, but when you think of the auction records, it’s a nobrainer – especially for those lucky “barn finders”. Just as long as you don’t mind waiting for 18 months.

“The process is essentially ‘re-manufacturing’ the entire car,” explains Heritage Services’ manager Nigel Woodward, “while still retaining about 70% originality.

These cars weren’t originally built to the level we’re restoring them. Aston Martin certainly didn’t spend 4,500 man-hours making them in the first place!”

The first step is a full strip-down and inspection followed by a total rebuild

of the chassis. An “x” will be drawn on every damaged panel, which is then literally copied. It’s no good using an old template or drawing as every car is “unique” – by which, of course, Woodward means inconsistent. The end result will have more symmetrical shutlines than when it was built.

“It’s sounds clichéd,” he says, “but all these cars have been on a journey.

This DB4 convertible here has had a big whack on the nose, for example.

You might think that’s awful, but remember, these cars weren’t worth what they are now, they weren’t handled with kid gloves.

“In fact, Works Service’s boss Paul Spires’ first-ever car was a DB6, which he bought from a friend for £1,500! He certainly wishes he still had it now…”

Where the spine truly shivers, however, is the bodyshop. Here, all the original hand-crafts of traditional aluminium panel beating are kept alive, using the original tools.

“The panel shop is such a charismatic place,” Fisher agrees. “It’s here that you literally see the car taking shape.”

It takes an apprentice four years before he’s let anywhere near an English wheel, because it takes that long to develop a feel for the metal; before he can possibly anticipate the way its surface stretches and bends. One panelbeater Russell has been working on a DB5’s bonnet for three days, and he looks up from his toil with surprising passion to say, “It’s like Savile Row. We’re tailoring a suit.”

But while they might be replacing old with a lot of new, Fisher is right to remind us that everything is coming from exactly the same tools – the original V8 buck is sat, grimy and well-used in the centre of the shopfloor, and every English wheel is over 50 years old because they literally don’t make them like that anymore.

“We can even refer back to the official build documents for your car.

It doesn’t get more genuine than that.”

All of which seems doubly appropriate, when you remember that Mies van der Rohe’s Barcelona Pavilion was dismantled after the Expo of 1929. It was painstakingly reconstructed, to the centimetre, in 1986. And it’s still considered as much a masterpiece.

ONE BLACKFRIARS LONDON’S NEW MASTERPIECE

[8]

MAGNUM OPUS:

C H A S S I S N O. 5 The 1953 DB3S works racecar – chassis no. 5 of 11 – was one of Aston Martin Works

The majestic 170m tower rises 50 storeys high and is only moments from the River Thames, occupying a privileged position at the heart of fashionable South Bank. A choice of 2, 3 & 4 bedroom apartments are available each boasting luxurious, spacious interiors and exceptional views over the inspiring capital.

Heritage Services’ most ambitious, high-profile restoration jobs. It was returned by its Swiss owner in 2011 in a woeful state, following sub-standard repairs and

Prices from £2,330,000

ill-conceived modifications. Most of the tooling for such a rare car no longer existed, so the team recreated them. Over 4,500 hours then went into hand-crafting an

020 3773 7865

all-new body, chassis tubes, braking system, clutch, magnesium carburettors, flywheel and seat frames as well as overhauling the gear box, final drive, steering

oneblackfriars.co.uk

and suspension. The car was completely re-wired and even the paint was carefully researched and manufactured to order, in time to compete in the Mille Miglia in May 2014. A race it had failed to complete no less than twice in the prime of its life.

It seems its prime has finally been reached.

[9] Proud to be a member of the Berkeley Group of companies

74

Price and details correct at time of going to print.

Computer enhanced image depicts One Blackfriars and is indicative only.

I N T E R V I E W

D A V I D

M I L L A R

Q&A

TWO WHEELS GOOD, SIX WHEELS BETTER After an unprecedented 17 years in the saddle, veteran cyclist, reformed doper and all-round dapper chap David Millar is a rare breed indeed.

No wonder he drives a Ghibli

A

lmost 16 years ago, just before his first Tour de France, a youthful Scotsman’s precise words to the press were: “I’m shitting it – I don’t want to know the state I’m going to be in in the third week. I’ve got the fear about being pooped out by the bunch and having to ride by myself.”

David Millar went on to take the yellow jersey in the first stage of his debut Tour, simply confirming a precocious promise that turned into one of the longest careers of modern professional cycling. Now 38 and recently retired, “Le Dandy” as the French fondly/dismissively referred to him, Millar can boast 10 solo stage wins and two team time trial stage victories in the three Grand Tours, a plethora of wins in smaller stage races and medals in the world time trial championships.

He would boast a third trial victory in 2003, but he asked for that to be erased from the history books. Why? Because he was doping at the time – something he was caught for in 2004, and a scandal he used for good, coming back to the sport profoundly regretful, working hard to rehabilitate himself and his sport ever since; unprecedented in cycling, still.

76

77

I N T E R V I E W

D A V I D

M I L L A R

Q&A

TWO WHEELS GOOD, SIX WHEELS BETTER After an unprecedented 17 years in the saddle, veteran cyclist, reformed doper and all-round dapper chap David Millar is a rare breed indeed.

No wonder he drives a Ghibli

A

lmost 16 years ago, just before his first Tour de France, a youthful Scotsman’s precise words to the press were: “I’m shitting it – I don’t want to know the state I’m going to be in in the third week. I’ve got the fear about being pooped out by the bunch and having to ride by myself.”

David Millar went on to take the yellow jersey in the first stage of his debut Tour, simply confirming a precocious promise that turned into one of the longest careers of modern professional cycling. Now 38 and recently retired, “Le Dandy” as the French fondly/dismissively referred to him, Millar can boast 10 solo stage wins and two team time trial stage victories in the three Grand Tours, a plethora of wins in smaller stage races and medals in the world time trial championships.

He would boast a third trial victory in 2003, but he asked for that to be erased from the history books. Why? Because he was doping at the time – something he was caught for in 2004, and a scandal he used for good, coming back to the sport profoundly regretful, working hard to rehabilitate himself and his sport ever since; unprecedented in cycling, still.

76

77

I N T E R V I E W

B2033 A24

ZIG ZAG ROAD

STEPPING STONE PUB

BOX HILL

RIDE LIKE AN OLYMPIAN THE BOX HILL CIRCUIT, SURREY START/FINISH: Junction of Old London Road and The Zig Zag, Box Hill, RH5 LENGTH: 12.8KM NOTES: The most testing section of the road-race cycling event in London’s 2012 Olympic Games. The Zig Zag Road, which has been likened to Alpe d’Huez in the French Alps, climbs 120m over 1.6 miles from the Mole Gap to the National Trust visitor centre at the panoramic summit.

WATERING HOLE: The Stepping Stones Pub, Westhumble Street, Dorking RH5 6BS DAVID MILLAR’S ESSENTIALS: “As well as a helmet, I’d say there’s a minimum of four essentials you should always take on a big ride: [1] A saddle bag with multi-tool, inner tube, tyre levers, puncture repair kit; [2] A pump; [3] A rain jacket or gilet that can fit in the rear centre pocket of your jersey; [4] Money. When all the other accessories fail, money can be relied upon to fix it all!”

In his own words, “I’ve shown where cycling has come in the last 45 years – even the last five years.”

Charming, urbane, with a disarming intellect that’s rare in our world of robotic sportsmen, Millar seems to be enjoying retirement so far – especially his newly forged relationship with Maserati. Which, technically, is a mere formalisation of a love affair that started years ago, when Millar bought his own Trident. And with the current boom in Sunday-morning Surrey Hills amateurs (see route recommendation above), it makes a lot of sense – cycling is surely the “new golf ”, despite the Ghibli retaining plenty of room in the boot for your clubs yet no official bike rack option (take note, Maserati).

“I suppose it is ‘the new golf ’,” he tells DRIVE, “which considering wearing Lycra and shaving your legs is a pre-requisite is quite surprising!

“I think there are a few reasons why cycling has become so popular for 35-to-50-year-old men. The fact there is an almost endless supply of trick equipment to spend your money on is one thing, the fact that if used properly that equipment will make you healthier/fitter means you can justify the expense to yourself and loved ones.

“Then there’s the fact it’s a great social tool – a shared bike ride can be the best place in the world for a chat, be it business or pleasure.”

So what does Millar think are the main reasons behind the rising popularity? Could it be the affordability of top-notch bikes, the Olympics effect, Team Sky’s success at the Tour de France?

“All of the above for sure,” he says. “Lance Armstrong and Nike made the sport more accessible to a wider audience (especially English speaking), then the massive success of British cycling. In the UK, almost all of this can be attributed to Sir Dave Brailsford and Sky. Their mission was always two-pronged: win the Tour de France and increase mass participation.

78

Millar is an exception, though. He joined the Cofidis cycling team when John Major was still in office and memories of Chris Boardman’s 1992 gold medal had already faded. What was there to possibly lure him to a sport that was then moribund in the UK? I enjoyed the freedom of it, and the thrill. I came from BMX and MTB where there is slightly more risk and, dare I say, fun. I was introduced to the Tour de France and road racing a little later at 15 years old. I then became enamoured by the sheer madness of it all; I’d never seen a sport like it, and I’d done many. It almost seemed super-human, and a little inhumane. I liked that.”

So thanks to Millar’s anti-doping crusade, Sir David and Wiggo, would he say we’re in a golden age of cycling now?

“I’d say so, yes. The sport has never been cleaner, and it has never reached a wider audience.”

Like all of us, the call of four wheels over two is sometimes too much to resist for Millar. But if cycling gave him freedom and thrills, what else could his passion for Maserati fulfill, when this thoroughbred Italian marque is arguably all about those exact things? “’Maserati’ still means something,” he ponders, thoughtfully. “The name alone has an aura; people are still affected by it. It’s very hard to find somebody who doesn’t light up a little when they hear or say the word Maserati. Why that is I don’t know, but it’s one of the last great marques to hold that grip on people.”

“Personally I’m a bit of geek when it comes to motorsport, so I know the incredible racing pedigree of Maserati, and the fact they pulled out of F1 the year after winning theirs and Fangio’s final championship.

“If you’re going to go out, then do it in style, and I guess that’s it; Maserati does things differently – with style.”

Doesn’t sound too different from a certain cyclist, does it?

www.carrwatches.com

PREVIOUSLY ENJOYED WATCHES 53 Liverpool Street • London EC2M 7QN • Telephone +44(0)20 7220 7755

I N T E R V I E W

B2033 A24

ZIG ZAG ROAD

STEPPING STONE PUB

BOX HILL

RIDE LIKE AN OLYMPIAN THE BOX HILL CIRCUIT, SURREY START/FINISH: Junction of Old London Road and The Zig Zag, Box Hill, RH5 LENGTH: 12.8KM NOTES: The most testing section of the road-race cycling event in London’s 2012 Olympic Games. The Zig Zag Road, which has been likened to Alpe d’Huez in the French Alps, climbs 120m over 1.6 miles from the Mole Gap to the National Trust visitor centre at the panoramic summit.

WATERING HOLE: The Stepping Stones Pub, Westhumble Street, Dorking RH5 6BS DAVID MILLAR’S ESSENTIALS: “As well as a helmet, I’d say there’s a minimum of four essentials you should always take on a big ride: [1] A saddle bag with multi-tool, inner tube, tyre levers, puncture repair kit; [2] A pump; [3] A rain jacket or gilet that can fit in the rear centre pocket of your jersey; [4] Money. When all the other accessories fail, money can be relied upon to fix it all!”

In his own words, “I’ve shown where cycling has come in the last 45 years – even the last five years.”

Charming, urbane, with a disarming intellect that’s rare in our world of robotic sportsmen, Millar seems to be enjoying retirement so far – especially his newly forged relationship with Maserati. Which, technically, is a mere formalisation of a love affair that started years ago, when Millar bought his own Trident. And with the current boom in Sunday-morning Surrey Hills amateurs (see route recommendation above), it makes a lot of sense – cycling is surely the “new golf ”, despite the Ghibli retaining plenty of room in the boot for your clubs yet no official bike rack option (take note, Maserati).

“I suppose it is ‘the new golf ’,” he tells DRIVE, “which considering wearing Lycra and shaving your legs is a pre-requisite is quite surprising!

“I think there are a few reasons why cycling has become so popular for 35-to-50-year-old men. The fact there is an almost endless supply of trick equipment to spend your money on is one thing, the fact that if used properly that equipment will make you healthier/fitter means you can justify the expense to yourself and loved ones.

“Then there’s the fact it’s a great social tool – a shared bike ride can be the best place in the world for a chat, be it business or pleasure.”

So what does Millar think are the main reasons behind the rising popularity? Could it be the affordability of top-notch bikes, the Olympics effect, Team Sky’s success at the Tour de France?

“All of the above for sure,” he says. “Lance Armstrong and Nike made the sport more accessible to a wider audience (especially English speaking), then the massive success of British cycling. In the UK, almost all of this can be attributed to Sir Dave Brailsford and Sky. Their mission was always two-pronged: win the Tour de France and increase mass participation.

78

Millar is an exception, though. He joined the Cofidis cycling team when John Major was still in office and memories of Chris Boardman’s 1992 gold medal had already faded. What was there to possibly lure him to a sport that was then moribund in the UK? I enjoyed the freedom of it, and the thrill. I came from BMX and MTB where there is slightly more risk and, dare I say, fun. I was introduced to the Tour de France and road racing a little later at 15 years old. I then became enamoured by the sheer madness of it all; I’d never seen a sport like it, and I’d done many. It almost seemed super-human, and a little inhumane. I liked that.”

So thanks to Millar’s anti-doping crusade, Sir David and Wiggo, would he say we’re in a golden age of cycling now?

“I’d say so, yes. The sport has never been cleaner, and it has never reached a wider audience.”

Like all of us, the call of four wheels over two is sometimes too much to resist for Millar. But if cycling gave him freedom and thrills, what else could his passion for Maserati fulfill, when this thoroughbred Italian marque is arguably all about those exact things? “’Maserati’ still means something,” he ponders, thoughtfully. “The name alone has an aura; people are still affected by it. It’s very hard to find somebody who doesn’t light up a little when they hear or say the word Maserati. Why that is I don’t know, but it’s one of the last great marques to hold that grip on people.”

“Personally I’m a bit of geek when it comes to motorsport, so I know the incredible racing pedigree of Maserati, and the fact they pulled out of F1 the year after winning theirs and Fangio’s final championship.

“If you’re going to go out, then do it in style, and I guess that’s it; Maserati does things differently – with style.”

Doesn’t sound too different from a certain cyclist, does it?

www.carrwatches.com

PREVIOUSLY ENJOYED WATCHES 53 Liverpool Street • London EC2M 7QN • Telephone +44(0)20 7220 7755

C H A U F F E U R

H I R E

BACK-SEAT DRIVER Matthew Carter meets the woman at H.R. Owen whose job is to make yours easier, thanks to the Group’s groundbreaking new Chauffeur Drive and Luxury Hire services

H

ow would you prefer to be driven across London: in the back of a black cab or the rear compartment of a Rolls-Royce Ghost?

For most of us, the answer is pretty straightforward…

Royce every time. But there are a few practical issues to consider first. For example, while there are “Fast Blacks” of every colour on every street corner, hailing a chauffeur-driven Ghost is easier said than done.

Until now. While you still won’t be able to flag one down in the street, hiring a Ghost complete with professional driver has just got a whole lot easier. It’s simply a matter of making a phone call first, thanks to H.R. Owen’s latest venture, VIP Services, and

its newly established pair of car hire businesses: Chauffeur Drive and Luxury Hire.

“It’s about doing business differently – and we do that by ensuring we offer more to our existing clients,” says Sharon Wright, the company’s freshly appointed Special Projects Director. “Anyone can hail a cab, book a people carrier or rent an executive saloon. But if you want to arrive in style, what better way to do it than by emerging at your destination from the rear of a Rolls-Royce or Bentley?”

Although new to the role, Sharon is far from new to the company, as she has recently returned to H.R. Owen after a stint with a mainstream car manufacturer.

81

C H A U F F E U R

H I R E

BACK-SEAT DRIVER Matthew Carter meets the woman at H.R. Owen whose job is to make yours easier, thanks to the Group’s groundbreaking new Chauffeur Drive and Luxury Hire services

H

ow would you prefer to be driven across London: in the back of a black cab or the rear compartment of a Rolls-Royce Ghost?

For most of us, the answer is pretty straightforward…

Royce every time. But there are a few practical issues to consider first. For example, while there are “Fast Blacks” of every colour on every street corner, hailing a chauffeur-driven Ghost is easier said than done.

Until now. While you still won’t be able to flag one down in the street, hiring a Ghost complete with professional driver has just got a whole lot easier. It’s simply a matter of making a phone call first, thanks to H.R. Owen’s latest venture, VIP Services, and

its newly established pair of car hire businesses: Chauffeur Drive and Luxury Hire.

“It’s about doing business differently – and we do that by ensuring we offer more to our existing clients,” says Sharon Wright, the company’s freshly appointed Special Projects Director. “Anyone can hail a cab, book a people carrier or rent an executive saloon. But if you want to arrive in style, what better way to do it than by emerging at your destination from the rear of a Rolls-Royce or Bentley?”

Although new to the role, Sharon is far from new to the company, as she has recently returned to H.R. Owen after a stint with a mainstream car manufacturer.

81

B A C K - S E A T

D R I V E R

C H A U F F E U R

H I R E

“IT ’S A LIFESTYLE THING. OUR CUSTOMERS LEAD EXTREMELY BUSY LIVES, SO OUR CHAUFFEUR HIRE ALLOWS THEM TO GO ABOUT THEIR BUSINESS IN THE CAPITAL AS SEAMLESSLY AS POSSIBLE”

LUXURY CHAUFFEUR DRIVE RATES

LUXURY HIRE RATES

HOURLY RATE (MIN 5 HRS)

DAILY RATE (8 HRS)

HEATHROW TO CENTRAL LONDON

DAILY RATE

WEEKEND RATE

BENTLEY

£800.00

£2,500.00

£3,100.00

£5,250.00

BENTLEY

£85.00

£595.00

£250.00

MASERATI

£475.00

£1,950.00

£2,490.00

£4,500.00

ROLLS-ROYCE

£95.00

£695.00

£275.00

LAMBORGHINI

£950.00

£3,500.00

£3,600.00

£6,950.00

MASERATI QP

£65.00

£395.00

£175.00

ROLLS-ROYCE

£1,500.00

£5,500.00

£5,850.00

£10,750.00

82

MONDAY THURSDAY

WEEKLY RATE

In establishing a Special Projects division, the company is looking at new ways of harnessing the undoubted strength of the H.R. Owen brand, and as far as Sharon is concerned, both the Chauffeur Drive and Luxury Hire divisions are a natural fit, both complementing and broadening the company’s core business.

“The Chauffeur Drive operation fulfils a real need among our customers. Some may already own a Rolls-Royce or Bentley but for whatever reason find it impractical to bring their car to London.

They could hire a people carrier or an executive saloon and driver… but neither gets close to matching their expectations.

“A quick phone call to us and they can hire either a Ghost or a Bentley Flying Spur complete with a Rolls-Royce or Bentley-trained chauffeur,” says Sharon.

The Chauffeur Drive business has a Ghost, Flying Spur and Ghibli at its disposal with a team of four chauffeurs led by the respected John Wyatt.

It operates out of Rolls-Royce Motor Cars London in Berkeley Square, right in the heart of the capital’s West End. Charges vary depending on the length of time car and driver are hired, but they embrace hourly and daily rates and there’s even a special Heathrow rate, to ensure that customers flying into or out of the country can start or finish their visit to the capital in the best possible way. The rates themselves are extremely competitive and are directly comparable to what some other companies currently charge for the hire of a typical German executive saloon and driver.

“We are also talking to a number of international carriers about the possibility of providing a dedicated seven-star-experience VIP chauffeur service for some of their top clients,” Sharon reveals.

“In this way we might well be introducing potential customers unfamiliar with either brand to the pleasures of travel by Rolls-Royce or Bentley.”

The Luxury Hire venture also operates out of Berkeley Square, but this time is based next-door at Jack Barclay. Here a further four cars are available for clients who prefer to drive themselves: the fleet comprises a Rolls-Royce Ghost, Bentley Flying Spur, Lamborghini Huracan and Maserati Quattroporte.

Once again hire rates are time-based with day and weekend rates on offer as well as a five-hour option. Economies of scale mean the rates reduce pro rata the longer the car is hired.

“We’re confident Luxury Hire will appeal to a wide cross section of our client base. As with Chauffeur Drive, a customer might already be an owner… but he or she might be based in Manchester, for example, and need a car in London.

With Ghost, Flying Spur and Quattroporte we have two roomy four-door saloons perfect for families or business colleagues to share.

“Alternatively,” Sharon continues, “a customer might be a Ferrari owner who simply fancies having a drive in one of the latest Lamborghinis to see what all the fuss is about…”

Given the value and performance potential of the cars on offer, customers will have to satisfy a number of insurance requirements and there is a minimum age of 30. “But,” adds Sharon, “we have worked closely with our insurance brokers, Stackhouse Poland, to make sure that the restrictions are as flexible as possible.”

Both Chauffeur Drive and Luxury Hire operations fit perfectly into the H.R. Owen portfolio, of course, but they are at the tip of the Special Projects “iceberg”, a move that could well see the company venturing into areas other than automotive in the future.

“It’s a lifestyle thing. Our customers lead extremely busy lives and really appreciate it when a company like ours is prepared to go the extra mile. Chauffeur Hire allows them to go about their business in the capital as seamlessly as possible, and it’s only a short jump from that to a full concierge service, for example.

“We want to be able to offer our clients not just the best cars available, but ultimately to offer them a complete lifestyle service. If they want theatre tickets, hotel rooms or restaurant tables, we are perfectly placed to source them.”

That is for the future, though. For today the focus is on providing a luxury service that customers will appreciate and turn to on a regular basis.

“Once you’ve enjoyed the comfort of a Ghost or a Spur and are happy to let a professional driver deal with the London traffic, the capital’s convoluted one-way systems and its parking restrictions, you’ll soon agree that there’s no better way to travel in town,” says Sharon.

It’s hard to disagree with her.

To find out more about H.R. Owen’s Chauffeur Drive and Luxury Hire services, or to make a booking, please call 0203 699 6612 hrowen.co.uk/luxury-hire www.hrowen.co.uk/chauffeur

83

B A C K - S E A T

D R I V E R

C H A U F F E U R

H I R E

“IT ’S A LIFESTYLE THING. OUR CUSTOMERS LEAD EXTREMELY BUSY LIVES, SO OUR CHAUFFEUR HIRE ALLOWS THEM TO GO ABOUT THEIR BUSINESS IN THE CAPITAL AS SEAMLESSLY AS POSSIBLE”

LUXURY CHAUFFEUR DRIVE RATES

LUXURY HIRE RATES

HOURLY RATE (MIN 5 HRS)

DAILY RATE (8 HRS)

HEATHROW TO CENTRAL LONDON

DAILY RATE

WEEKEND RATE

BENTLEY

£800.00

£2,500.00

£3,100.00

£5,250.00

BENTLEY

£85.00

£595.00

£250.00

MASERATI

£475.00

£1,950.00

£2,490.00

£4,500.00

ROLLS-ROYCE

£95.00

£695.00

£275.00

LAMBORGHINI

£950.00

£3,500.00

£3,600.00

£6,950.00

MASERATI QP

£65.00

£395.00

£175.00

ROLLS-ROYCE

£1,500.00

£5,500.00

£5,850.00

£10,750.00

82

MONDAY THURSDAY

WEEKLY RATE

In establishing a Special Projects division, the company is looking at new ways of harnessing the undoubted strength of the H.R. Owen brand, and as far as Sharon is concerned, both the Chauffeur Drive and Luxury Hire divisions are a natural fit, both complementing and broadening the company’s core business.

“The Chauffeur Drive operation fulfils a real need among our customers. Some may already own a Rolls-Royce or Bentley but for whatever reason find it impractical to bring their car to London.

They could hire a people carrier or an executive saloon and driver… but neither gets close to matching their expectations.

“A quick phone call to us and they can hire either a Ghost or a Bentley Flying Spur complete with a Rolls-Royce or Bentley-trained chauffeur,” says Sharon.

The Chauffeur Drive business has a Ghost, Flying Spur and Ghibli at its disposal with a team of four chauffeurs led by the respected John Wyatt.

It operates out of Rolls-Royce Motor Cars London in Berkeley Square, right in the heart of the capital’s West End.

Charges vary depending on the length of time car and driver are hired, but they embrace hourly and daily rates and there’s even a special Heathrow rate, to ensure that customers flying into or out of the country can start or finish their visit to the capital in the best possible way. The rates themselves are extremely competitive and are directly comparable to what some other companies currently charge for the hire of a typical German executive saloon and driver.

“We are also talking to a number of international carriers about the possibility of providing a dedicated seven-star-experience VIP chauffeur service for some of their top clients,” Sharon reveals.

“In this way we might well be introducing potential customers unfamiliar with either brand to the pleasures of travel by Rolls-Royce or Bentley.”

The Luxury Hire venture also operates out of Berkeley Square, but this time is based next-door at Jack Barclay. Here a further four cars are available for clients who prefer to drive themselves: the fleet comprises a Rolls-Royce Ghost, Bentley Flying Spur, Lamborghini Huracan and Maserati Quattroporte.

Once again hire rates are time-based with day and weekend rates on offer as well as a five-hour option. Economies of scale mean the rates reduce pro rata the longer the car is hired.

“We’re confident Luxury Hire will appeal to a wide cross section of our client base. As with Chauffeur Drive, a customer might already be an owner… but he or she might be based in Manchester, for example, and need a car in London.

With Ghost, Flying Spur and Quattroporte we have two roomy four-door saloons perfect for families or business colleagues to share.

“Alternatively,” Sharon continues, “a customer might be a Ferrari owner who simply fancies having a drive in one of the latest Lamborghinis to see what all the fuss is about…”

Given the value and performance potential of the cars on offer, customers will have to satisfy a number of insurance requirements and there is a minimum age of 30. “But,” adds Sharon, “we have worked closely with our insurance brokers, Stackhouse Poland, to make sure that the restrictions are as flexible as possible.”

Both Chauffeur Drive and Luxury Hire operations fit perfectly into the H.R. Owen portfolio, of course, but they are at the tip of the Special Projects “iceberg”, a move that could well see the company venturing into areas other than automotive in the future.

“It’s a lifestyle thing. Our customers lead extremely busy lives and really appreciate it when a company like ours is prepared to go the extra mile. Chauffeur Hire allows them to go about their business in the capital as seamlessly as possible, and it’s only a short jump from that to a full concierge service, for example.

“We want to be able to offer our clients not just the best cars available, but ultimately to offer them a complete lifestyle service. If they want theatre tickets, hotel rooms or restaurant tables, we are perfectly placed to source them.”

That is for the future, though. For today the focus is on providing a luxury service that customers will appreciate and turn to on a regular basis.

“Once you’ve enjoyed the comfort of a Ghost or a Spur and are happy to let a professional driver deal with the London traffic, the capital’s convoluted one-way systems and its parking restrictions, you’ll soon agree that there’s no better way to travel in town,” says Sharon.

It’s hard to disagree with her.

To find out more about H.R. Owen’s Chauffeur Drive and Luxury Hire services, or to make a booking, please call 0203 699 6612 hrowen.co.uk/luxury-hire www.hrowen.co.uk/chauffeur

83

H O R O L O G Y

C O N C E P T

RISE OF THE

MICRO MACHINES The traditional wind-up wristwatch has never been so popular – but how are the Swiss staying at the cutting edge, asks Alex Doak? As with cars, the answer lies in high-tech materials science and far-out mechanical concepts

84

W

e live in a sterile, digital age – an age in which the time is displayed on every one of our sophisticated but ultimately disposable electronic devices. And yet sales of finely crafted luxury Swiss timepieces are booming; almost 8 million mechanical watches were exported in 2014 alone.

Surely telling the time by means of something as archaic as a wristwatch, driven by hundreds of tiny wheels, springs and levers, has long been rendered redundant?

In fact, wristwatches grew beyond mere timekeeping functionality decades ago. After a short but devastating hiatus in the Eighties when we all wore Far Eastern digital watches sourced from cereal packets, the Swiss watchmaking industry started to reassert itself. Not as a means of telling the time, but as an expression of fine craftsmanship – or, more cynically, a status symbol. These watches costing thousands of pounds keep worse time than that Frosties giveaway, but they’re exquisitely constructed and represent something far more tangible, soulful and long lasting than any other luxury item occupying our driveway or wardrobe.

W A T C H E S

But while the mechanical principles might be hundreds of years old, the Swiss industry has certainly never rested on its laurels. After all, the same lab-coated boffins juggling new arrangements of aforementioned wheels, springs and levers could easily be enticed down from the Jura foothills by any of Geneva and Neuchâtel’s microtech institutions. Plus, the Chinese are getting better and better at Switzerland’s own game. And let’s not forget about the rising tide of the smartwatch, led by Apple – something that won’t pose much threat to the top end, but is likely to persuade thousands to permanently switch from their low to mid-market wristwatch to something that’s just as well, if not better made, with far more functionality.

Thus, to remain ahead of its own game, the anachronism that is the Swiss mechanical watch is being increasingly spiked with materials more at home in the suspension wishbone of an F1 car – and in a manner that can even look like an F1 car. From ceramic to silicon, carbon fibre to aerospace-grade alloys, watches are fresher and more cutting-edge than ever, not through the efforts of classically trained watchmakers, but of

85

H O R O L O G Y

C O N C E P T

RISE OF THE

MICRO MACHINES The traditional wind-up wristwatch has never been so popular – but how are the Swiss staying at the cutting edge, asks Alex Doak? As with cars, the answer lies in high-tech materials science and far-out mechanical concepts

84

W

e live in a sterile, digital age – an age in which the time is displayed on every one of our sophisticated but ultimately disposable electronic devices. And yet sales of finely crafted luxury Swiss timepieces are booming; almost 8 million mechanical watches were exported in 2014 alone.

Surely telling the time by means of something as archaic as a wristwatch, driven by hundreds of tiny wheels, springs and levers, has long been rendered redundant?

In fact, wristwatches grew beyond mere timekeeping functionality decades ago. After a short but devastating hiatus in the Eighties when we all wore Far Eastern digital watches sourced from cereal packets, the Swiss watchmaking industry started to reassert itself. Not as a means of telling the time, but as an expression of fine craftsmanship – or, more cynically, a status symbol. These watches costing thousands of pounds keep worse time than that Frosties giveaway, but they’re exquisitely constructed and represent something far more tangible, soulful and long lasting than any other luxury item occupying our driveway or wardrobe.

W A T C H E S

But while the mechanical principles might be hundreds of years old, the Swiss industry has certainly never rested on its laurels. After all, the same lab-coated boffins juggling new arrangements of aforementioned wheels, springs and levers could easily be enticed down from the Jura foothills by any of Geneva and Neuchâtel’s microtech institutions. Plus, the Chinese are getting better and better at Switzerland’s own game. And let’s not forget about the rising tide of the smartwatch, led by Apple – something that won’t pose much threat to the top end, but is likely to persuade thousands to permanently switch from their low to mid-market wristwatch to something that’s just as well, if not better made, with far more functionality.

Thus, to remain ahead of its own game, the anachronism that is the Swiss mechanical watch is being increasingly spiked with materials more at home in the suspension wishbone of an F1 car – and in a manner that can even look like an F1 car. From ceramic to silicon, carbon fibre to aerospace-grade alloys, watches are fresher and more cutting-edge than ever, not through the efforts of classically trained watchmakers, but of

85

H O R O L O G Y

Top: Richard Mille’s new RM 011 celebrates 10 years with brand ambassador Felipe Massa and is crafted entirely in grade 5 titanium and NTPT Carbon – a material unique to Richard Mille, offering tough resistance and a unique marbled appearance.

C O N C E P T

W A T C H E S

Left: Cartier’s ID Two of 2012, which contains its movement inside a vacuum-sealed crystal case to reduce air resistance for the ticking components.

Above: Hublot’s resident materials scientist Senad Hasanovic, who pioneered the watchmaker’s Magic Gold – a ceramic infused with 24-carat gold, giving scratch-resistant 18-carat gold.

Above: The 20,000º plasma-gas “Carburising” process at Rado, rendering ceramic with an ethereal metallic glow.

canny CEOs with a hotline to some of Switzerland’s finest brains. And encased in gold or platinum is a genuinely luxurious product. But a while you might think it’s evolution for the sake of evolution, scratch certain Frenchman called Richard Mille has proved most convincing in beneath the surface and you’ll soon realise otherwise. this argument. Monsieur Mille has been experimenting with the concept Scratching won’t get you very far in the seminal case, however, as of weight reduction in ‘haute horlogerie’ from the very conception of his Rado’s breakthrough in the Sixties explicitly set out to resist such abuse. brand in 2000 – a revolutionary exercise in no-compromise technicality.

“In 1957,” says Matthias Breschan, “we started with a simple but ambitious He treated his cases like racing-car chassis, the “engine” suspended from mantra: ‘If we can imagine it, we can make it; if we can make it, we will.’” it, with nothing as superfluous as a dial to obscure its inner workings.

It’s a rare bit of swagger from the suave CEO of Rado, but it’s hard Felipe Massa has been on board as ambassador for 10 years, even wearing to deny that this regular alchemist of watchmaking has achieved the the chunky watches in the cockpit (his carbon-nanofibre RM06 didn’t lose seemingly impossible over the decades. In fact, it was when a Rado product a second when he crashed at 170mph in 2009). manager failed to find anything interesting at other “When I first produced tourbillons with titanium casemakers that he hit upon a revolutionary idea: why and ALUSIC cases and carbon base plates, I was WHEN RADO FAILED TO FIND not make watches out of the materials used to cut, drill fighting against perceived value,” Mille recalls. “A and polish the cases; the metals that were stronger titanium watch could not be a luxurious timepiece ANYTHING AT OTHER than the cases themselves? Thus the ‘hardmetal’ as it did not weigh enough. However mentalities CASEMAKERS THEY HIT UPON tungsten carbide DiaStar was born in 1962, leading rapidly changed and gradually with time amateurs A N I D E A: M A K E WATC H E S O U T Rado to pioneer the use of ceramic in watchmaking soon appreciated my watches for their extreme OF THE MATERIALS USED TO come the Eighties – now adopted by everyone from lightness associated with the best technology.”

DRILL THE CASES Chanel to IWC. Without Mille, we wouldn’t have any of the

This year, Rado has unveiled its latest step towards sci-fi-styled, matte-black gadget watches currently achieving genuine alchemy, called “plasma high-tech filling the windows of Bond Street. Nor would a ceramic”, whereby white ceramic is magically transformed into a gleaming, brand called Hublot ever have been so successful with its “Big Bang”– the metallic case. Without using any metal. Or magic, for that matter. cult City Boy watch of choice, which has rapidly caught up with the likes It is in fact down to a gaseous plasma discharge of 20,000ºC in a of Rolex and Panerai in the boardrooms of the Square Mile over the past specially designed oven. This “carburising” process forces carbon atoms decade. However, beyond the derivative skeleton dials and carbon-fibre cases, Hublot must be commended for a recent breakthrough: Magic Gold. into the ceramic’s crystalline structure giving a warm-grey metallic shine

The twee name does nothing to convey its heavyweight implications.

– mercurial in colour, mercurial by nature. Given that it took 14 years for the next brand to release a ceramic watch after Rado’s launch of 1986, it’s With admirable transparency, Hublot recently announced its partnership hard to see many watchmakers getting close to this any time soon. with the Ecole Polytechnique Fédérale de Lausanne (EPFL) – an institution with which even grande dame Patek Philippe has deigned to work in the

At the highest end of the luxury market, however, you have a much harder job convincing dyed-in-the-wool collectors that anything not past, producing tiny, lubrication-free silicon components. Hublot and

86

it transpires, air resistance plagues watch movement as much as in the EPFL revealed a process they’d pioneered to manufacture genuinely automotive world. But instead of making the ticking components sleek scratchproof 18-carat gold. Under 2,000 bar pressure and temperatures and aerodynamic, Cartier’s R&D team simply removed the air altogether. up to 1,700ºC, 24-carat gold alloy is “fused” with a honeycomb of boron Realising an almost total vacuum inside the watch is a world-first carbide ceramic. While normal 18-carat gold registers 400 Vickers monocoque “Ceramyst” transparent ceramic case, reinforced by using hardness, and most hardened steels around 600, Magic Gold obtains gaskets doped with nanoparticles. a hardness approaching 1,000 Vickers, ensuring your watch remains “The ID watches are unique pieces,” says Cartier chairman Bernard flawless for a lifetime.

Fornas, “crafted to express a vision and point the way forward for a watch “As a young brand, we can’t talk about heritage,” explains EPFL industry that over the last two hundred years has often done little more metallurgist Senad Hasanovic, now permanently employed at Hublot, “so than rehash old answers to the challenge of extreme accuracy. materials are the thing that differentiates us. Now we have the foundry “The technological solutions and creative gambles in-house, the cool thing is that we can continue of Cartier ID Two will find their way into Cartier’s to experiment.” “ T H E C A RT I E R I D WATC H E S watches for 2020 or 2030. And I know that by then, our So far, so cutting-edge; Richard Mille, Rado and watchmakers will be looking ahead to the watches for Hublot are brands whose very founding principles ARE CRAFTED TO EXPRESS A 2040 and 2050.” are fusion and innovation, after all. But what of the VISION AND POINT As for the Apple Watch threat, the traditional luxury traditional watchmakers being dragged kicking and T H E WAY F O RWA R D F O R sector has managed a few, rushed-out retorts this year: screaming into this 21st-century arena? Cartier, for A WATC H I N D U S T RY T H AT Montblanc and IWC’s similar “e-Strap” and “Connect” example – that most classical, dressy jeweller with a OVER THE LAST TWO HUNDRED (essentially smart dongles attached to the strap of a slim line in gold cocktailwear. Surely this Parisian normal watch), Bulgari’s encrypted e-key Diagono, grande dame is immune to the fireworks and flash of YEARS HAS OFTEN DONE LITTLE Frédérique Constant and Mondaine’s fitness tracker materials science?

MORE THAN REHASH OLD Horological Smartwatches… none of which are likely Not at all in fact, as 2011’s breathtaking “ID Two” ANSWERS” to last for long. For, as long as Swiss watchmaking’s proved – five years in the making, and a completely adventures in innovation continue at the high-end unexpected follow-up to 2012’s ID One, which finally with ever-more high-tech, high-concept materials and mechanics, luxury answered Abraham-Louis Breguet’s famous lament, “Give me the perfect wristwatches will always hold collectors enthralled for far nobler reasons oil and I’ll give you the perfect watch,” by doing away with the sticky stuff than the ability to check who’s just texted you. altogether.

ID Two isn’t just invention and techiness for the sake of it – like its forebear, it answers genuine problems that continue to harangue the beleaguered mechanical timepiece, pioneering techniques that should eventually trickle down into core collections. For example, as

87

H O R O L O G Y

Top: Richard Mille’s new RM 011 celebrates 10 years with brand ambassador Felipe Massa and is crafted entirely in grade 5 titanium and NTPT Carbon – a material unique to Richard Mille, offering tough resistance and a unique marbled appearance.

C O N C E P T

W A T C H E S

Left: Cartier’s ID Two of 2012, which contains its movement inside a vacuum-sealed crystal case to reduce air resistance for the ticking components.

Above: Hublot’s resident materials scientist Senad Hasanovic, who pioneered the watchmaker’s Magic Gold – a ceramic infused with 24-carat gold, giving scratch-resistant 18-carat gold.

Above: The 20,000º plasma-gas “Carburising” process at Rado, rendering ceramic with an ethereal metallic glow.

canny CEOs with a hotline to some of Switzerland’s finest brains. And encased in gold or platinum is a genuinely luxurious product. But a while you might think it’s evolution for the sake of evolution, scratch certain Frenchman called Richard Mille has proved most convincing in beneath the surface and you’ll soon realise otherwise. this argument. Monsieur Mille has been experimenting with the concept Scratching won’t get you very far in the seminal case, however, as of weight reduction in ‘haute horlogerie’ from the very conception of his Rado’s breakthrough in the Sixties explicitly set out to resist such abuse. brand in 2000 – a revolutionary exercise in no-compromise technicality.

“In 1957,” says Matthias Breschan, “we started with a simple but ambitious He treated his cases like racing-car chassis, the “engine” suspended from mantra: ‘If we can imagine it, we can make it; if we can make it, we will.’” it, with nothing as superfluous as a dial to obscure its inner workings.

It’s a rare bit of swagger from the suave CEO of Rado, but it’s hard Felipe Massa has been on board as ambassador for 10 years, even wearing to deny that this regular alchemist of watchmaking has achieved the the chunky watches in the cockpit (his carbon-nanofibre RM06 didn’t lose seemingly impossible over the decades. In fact, it was when a Rado product a second when he crashed at 170mph in 2009). manager failed to find anything interesting at other “When I first produced tourbillons with titanium casemakers that he hit upon a revolutionary idea: why and ALUSIC cases and carbon base plates, I was WHEN RADO FAILED TO FIND not make watches out of the materials used to cut, drill fighting against perceived value,” Mille recalls. “A and polish the cases; the metals that were stronger titanium watch could not be a luxurious timepiece ANYTHING AT OTHER than the cases themselves? Thus the ‘hardmetal’ as it did not weigh enough. However mentalities CASEMAKERS THEY HIT UPON tungsten carbide DiaStar was born in 1962, leading rapidly changed and gradually with time amateurs A N I D E A: M A K E WATC H E S O U T Rado to pioneer the use of ceramic in watchmaking soon appreciated my watches for their extreme OF THE MATERIALS USED TO come the Eighties – now adopted by everyone from lightness associated with the best technology.”

DRILL THE CASES Chanel to IWC. Without Mille, we wouldn’t have any of the This year, Rado has unveiled its latest step towards sci-fi-styled, matte-black gadget watches currently achieving genuine alchemy, called “plasma high-tech filling the windows of Bond Street. Nor would a ceramic”, whereby white ceramic is magically transformed into a gleaming, brand called Hublot ever have been so successful with its “Big Bang”– the metallic case. Without using any metal. Or magic, for that matter. cult City Boy watch of choice, which has rapidly caught up with the likes It is in fact down to a gaseous plasma discharge of 20,000ºC in a of Rolex and Panerai in the boardrooms of the Square Mile over the past specially designed oven. This “carburising” process forces carbon atoms decade. However, beyond the derivative skeleton dials and carbon-fibre cases, Hublot must be commended for a recent breakthrough: Magic Gold. into the ceramic’s crystalline structure giving a warm-grey metallic shine The twee name does nothing to convey its heavyweight implications.

– mercurial in colour, mercurial by nature. Given that it took 14 years for the next brand to release a ceramic watch after Rado’s launch of 1986, it’s With admirable transparency, Hublot recently announced its partnership hard to see many watchmakers getting close to this any time soon. with the Ecole Polytechnique Fédérale de Lausanne (EPFL) – an institution with which even grande dame Patek Philippe has deigned to work in the At the highest end of the luxury market, however, you have a much harder job convincing dyed-in-the-wool collectors that anything not past, producing tiny, lubrication-free silicon components. Hublot and

86

it transpires, air resistance plagues watch movement as much as in the EPFL revealed a process they’d pioneered to manufacture genuinely automotive world. But instead of making the ticking components sleek scratchproof 18-carat gold. Under 2,000 bar pressure and temperatures and aerodynamic, Cartier’s R&D team simply removed the air altogether. up to 1,700ºC, 24-carat gold alloy is “fused” with a honeycomb of boron Realising an almost total vacuum inside the watch is a world-first carbide ceramic. While normal 18-carat gold registers 400 Vickers monocoque “Ceramyst” transparent ceramic case, reinforced by using hardness, and most hardened steels around 600, Magic Gold obtains gaskets doped with nanoparticles. a hardness approaching 1,000 Vickers, ensuring your watch remains

“The ID watches are unique pieces,” says Cartier chairman Bernard flawless for a lifetime.

Fornas, “crafted to express a vision and point the way forward for a watch “As a young brand, we can’t talk about heritage,” explains EPFL industry that over the last two hundred years has often done little more metallurgist Senad Hasanovic, now permanently employed at Hublot, “so than rehash old answers to the challenge of extreme accuracy. materials are the thing that differentiates us. Now we have the foundry “The technological solutions and creative gambles in-house, the cool thing is that we can continue of Cartier ID Two will find their way into Cartier’s to experiment.” “ T H E C A RT I E R I D WATC H E S watches for 2020 or 2030. And I know that by then, our So far, so cutting-edge; Richard Mille, Rado and watchmakers will be looking ahead to the watches for Hublot are brands whose very founding principles ARE CRAFTED TO EXPRESS A 2040 and 2050.” are fusion and innovation, after all. But what of the VISION AND POINT As for the Apple Watch threat, the traditional luxury traditional watchmakers being dragged kicking and T H E WAY F O RWA R D F O R sector has managed a few, rushed-out retorts this year: screaming into this 21st-century arena? Cartier, for A WATC H I N D U S T RY T H AT Montblanc and IWC’s similar “e-Strap” and “Connect” example – that most classical, dressy jeweller with a OVER THE LAST TWO HUNDRED (essentially smart dongles attached to the strap of a slim line in gold cocktailwear. Surely this Parisian normal watch), Bulgari’s encrypted e-key Diagono, grande dame is immune to the fireworks and flash of YEARS HAS OFTEN DONE LITTLE Frédérique Constant and Mondaine’s fitness tracker materials science?

MORE THAN REHASH OLD Horological Smartwatches… none of which are likely

Not at all in fact, as 2011’s breathtaking “ID Two” ANSWERS” to last for long. For, as long as Swiss watchmaking’s proved – five years in the making, and a completely adventures in innovation continue at the high-end unexpected follow-up to 2012’s ID One, which finally with ever-more high-tech, high-concept materials and mechanics, luxury answered Abraham-Louis Breguet’s famous lament, “Give me the perfect wristwatches will always hold collectors enthralled for far nobler reasons oil and I’ll give you the perfect watch,” by doing away with the sticky stuff than the ability to check who’s just texted you. altogether.

ID Two isn’t just invention and techiness for the sake of it – like its forebear, it answers genuine problems that continue to harangue the beleaguered mechanical timepiece, pioneering techniques that should eventually trickle down into core collections. For example, as

87

S P O N S O R E D

C O N T E N T

H E L V E T I A N

H E LV E T I A N

H E A V E N

H E AV E N

It’s not all cheese and watches – Switzerland boasts some of Europe’s most spectacular driving roads, [2]

which are easier to explore than ever thanks to the new “Grand Tour of Switzerland”

S

panning some 1,000 miles of sweeping tarmac, skirting 22 glimmering lakes, visiting 11 UNESCO World Heritage sites and tackling 5 epic Alpine passes, it’s fair to say that the new “Grand Tour of Switzerland” is a sensory overload of driving pleasure.

Marked with road signs the entire way and joining up the most stunning natural landscapes of Switzerland, the route is particularly attractive for being dotted with a succession of Swiss Deluxe Hotels – a collection of the country’s most exclusive five-star retreats.

An ideal launch pad for your tour is the multicultural city of Zürich and a restorative night at The Dolder Grand. Its elevated location, between the pulsating life of the city and a refreshingly natural green zone, provides a magnificent view of the city of Zürich, the lake and the Alps. Most striking is the hotel’s art collection with more than 100 artworks including Andy Warhol, Henry Moore and Salvador Dalí, should any of the city’s 100 galleries not be enough.

Going east via the impressive Rhine Falls to St. Gallen, you pass through Schaffhausen, which watch connoisseurs will know as the home to IWC. Continuing through the picturesque Appenzell region and into the Graubünden region you’ll reach the world-famous winter resorts of Davos and St Moritz. Indeed, St Moritz was the world’s first-ever winter resort, promoted as such by Johannes Badrutt, the founder of the legendary Kulm Hotel. Every room faces the mountains and provides the perfect base from which to enjoy this secluded pocket of Alpine luxe. Visitors are torn between the hotel’s own 9-hole golf course or,

further afield, an array of fashion boutiques to rival Bond Street.

Your route heads out of St Moritz first over the Julier Pass and then the San Bernardino Pass to the Italian-speaking part of Switzerland – Ticino.

The road leads you on to Locarno and Ascona on the shores of Lago Maggiore – an idyllic Riviera of palm trees and languorous café culture. Ascona affords an extravagant pitstop at Castello del Sole Hotel. A regular haven of tranquility, its 110,000-square-metres of manicured gardens is home to chef Othmar Schlegel, whose inventive take on Italian haute cuisine has been awarded a Michelin star.

Onwards, and petrolheads with a love of James Bond are in for a treat, as the Grand Tour then takes you up the Furka Pass – where Sean Connery and his trusty DB5 chased Tilly Masterson in her drop-top Ford Mustang in Goldfinger (1964). Entering the Valais region, your double-0 driving skills will be suitably honed for a spurious diversion down to Zermatt, coming off at Visp. The twisty sections into the heart of the Alps are exhilirating, and that’s before you’ve ventured into the car-free town and laid eyes on the mighty Matterhorn.

Back on the main route, continue along the Rhone river all the way to Lake Geneva, skirting its vineyard-lined north bank via the UNESCOprotected Lavaux vineyards to the Olympic capital of Lausanne. You may be less than an hour from your destination of Geneva, but don’t be tempted to rush – if only to enjoy the hospitality of Lausanne’s five-star lakeside retreat, the Beau-Rivage Palace.

From here, you command breathtaking views across Lake Geneva to the majestic Alps, and gastronauts are spoilt yet again with four restaurants, including the two-starred Anne-Sophie Pic. Pulling into the bustling streets of Geneva the following afternoon after another vine-lined lakeside cruise, the Four Seasons Hotel des Bergues awaits you – a suitably plush final destination to reward a lengthy journey. Guided by renowned interior designer Pierre-Yves Rochon, the 115 rooms and suites are richly decorated with blue and green fabrics, light woods and Louis Philippe-style furnishings.

Next issue, we close the loop back to Zürich, via the undulating Jura landscape. But meanwhile, best get planning for the most spectacular European tour of your driving life.

MySwitzerland.com/GrandTour SwissDeluxeHotels.com

STAY: DOLDER GRAND HOTEL

SWITZERLAND

N FURKA PASS STAY: KULM HOTEL, ST MORITZ

GENÈVE STAY: FOUR SEASONS HOTEL DES BERGUES

88

STAY: CASTELLO DEL SOLE HOTEL, ASCONA

ZERMATT

[3]

[1] James Bond fans will recognise this as the Furka Pass, just west of Andermatt, where the spy chased Tilly Masterson in his Aston Martin DB5 in Goldfinger.

[2] Your launch pad for this spectacular drive, The Dolder Grand, looking down on Zürich and up at the Alps, with a modernist extension

by Foster + Partners.

[3] Johannes Badrutt’s historic and opulent Kulm Hotel in St Moritz – home to Switzerland’s first electric arc light, no less.

[4]

[4] On the shores of Lake Maggiore in Ticino, the Castello del Sole five-star resort, with its own private beach.

[5] A typically elegant, plush suite at the Beau-Rivage Palace in Lausanne, overlooking Lake Geneva.

ZÜRICH

STAY: BEAU-RIVAGE PALACE, LAUSANNE

[1]

LUGANO

[6] The grand lobby of the Four Seasons Hotel des Bergues in Geneva – a historic, neo-classical landmark in the heart of the city.

[8]

[5]

[7]

[6]

[7] The sweeping road along the north bank of Lake Geneva, lined by the UNESCO-protected vineyards of Lavaux.

[8] Going briefly off-piste just before Davos, enjoy a rather incongruous but spectacular feature of the Grand Tour: the first concrete girder bridge ever built. Designed

by Robert Maillart and completed in 1930, in 1991 it was the first bridge to be designated an International Historic Civil Engineering Landmark by the American Society of Civil Engineers.

89

S P O N S O R E D

C O N T E N T

H E L V E T I A N

H E LV E T I A N

H E A V E N

H E AV E N

It’s not all cheese and watches – Switzerland boasts some of Europe’s most spectacular driving roads, [2]

which are easier to explore than ever thanks to the new “Grand Tour of Switzerland”

S

panning some 1,000 miles of sweeping tarmac, skirting 22 glimmering lakes, visiting 11 UNESCO World Heritage sites and tackling 5 epic Alpine passes, it’s fair to say that the new “Grand Tour of Switzerland” is a sensory overload of driving pleasure.

Marked with road signs the entire way and joining up the most stunning natural landscapes of Switzerland, the route is particularly attractive for being dotted with a succession of Swiss Deluxe Hotels – a collection of the country’s most exclusive five-star retreats.

An ideal launch pad for your tour is the multicultural city of Zürich and a restorative night at The Dolder Grand. Its elevated location, between the pulsating life of the city and a refreshingly natural green zone, provides a magnificent view of the city of Zürich, the lake and the Alps. Most striking is the hotel’s art collection with more than 100 artworks including Andy Warhol, Henry Moore and Salvador Dalí, should any of the city’s 100 galleries not be enough.

Going east via the impressive Rhine Falls to St. Gallen, you pass through Schaffhausen, which watch connoisseurs will know as the home to IWC. Continuing through the picturesque Appenzell region and into the Graubünden region you’ll reach the world-famous winter resorts of Davos and St Moritz. Indeed, St Moritz was the world’s first-ever winter resort, promoted as such by Johannes Badrutt, the founder of the legendary Kulm Hotel. Every room faces the mountains and provides the perfect base from which to enjoy this secluded pocket of Alpine luxe. Visitors are torn between the hotel’s own 9-hole golf course or,

further afield, an array of fashion boutiques to rival Bond Street.

Your route heads out of St Moritz first over the Julier Pass and then the San Bernardino Pass to the Italian-speaking part of Switzerland – Ticino.

The road leads you on to Locarno and Ascona on the shores of Lago Maggiore – an idyllic Riviera of palm trees and languorous café culture. Ascona affords an extravagant pitstop at Castello del Sole Hotel. A regular haven of tranquility, its 110,000-square-metres of manicured gardens is home to chef Othmar Schlegel, whose inventive take on Italian haute cuisine has been awarded a Michelin star.

Onwards, and petrolheads with a love of James Bond are in for a treat, as the Grand Tour then takes you up the Furka Pass – where Sean Connery and his trusty DB5 chased Tilly Masterson in her drop-top Ford Mustang in Goldfinger (1964). Entering the Valais region, your double-0 driving skills will be suitably honed for a spurious diversion down to Zermatt, coming off at Visp. The twisty sections into the heart of the Alps are exhilirating, and that’s before you’ve ventured into the car-free town and laid eyes on the mighty Matterhorn.

Back on the main route, continue along the Rhone river all the way to Lake Geneva, skirting its vineyard-lined north bank via the UNESCOprotected Lavaux vineyards to the Olympic capital of Lausanne. You may be less than an hour from your destination of Geneva, but don’t be tempted to rush – if only to enjoy the hospitality of Lausanne’s five-star lakeside retreat, the Beau-Rivage Palace.

From here, you command breathtaking views across Lake Geneva to the majestic Alps, and gastronauts are spoilt yet again with four restaurants, including the two-starred Anne-Sophie Pic. Pulling into the bustling streets of Geneva the following afternoon after another vine-lined lakeside cruise, the Four Seasons Hotel des Bergues awaits you – a suitably plush final destination to reward a lengthy journey. Guided by renowned interior designer Pierre-Yves Rochon, the 115 rooms and suites are richly decorated with blue and green fabrics, light woods and Louis Philippe-style furnishings.

Next issue, we close the loop back to Zürich, via the undulating Jura landscape. But meanwhile, best get planning for the most spectacular European tour of your driving life.

MySwitzerland.com/GrandTour SwissDeluxeHotels.com

STAY: DOLDER GRAND HOTEL

SWITZERLAND

N FURKA PASS STAY: KULM HOTEL, ST MORITZ

GENÈVE STAY: FOUR SEASONS HOTEL DES BERGUES

88

STAY: CASTELLO DEL SOLE HOTEL, ASCONA

ZERMATT

[3]

[1] James Bond fans will recognise this as the Furka Pass, just west of Andermatt, where the spy chased Tilly Masterson in his Aston Martin DB5 in Goldfinger.

[2] Your launch pad for this spectacular drive, The Dolder Grand, looking down on Zürich and up at the Alps, with a modernist extension

by Foster + Partners.

[3] Johannes Badrutt’s historic and opulent Kulm Hotel in St Moritz – home to Switzerland’s first electric arc light, no less.

[4]

[4] On the shores of Lake Maggiore in Ticino, the Castello del Sole five-star resort, with its own private beach.

[5] A typically elegant, plush suite at the Beau-Rivage Palace in Lausanne, overlooking Lake Geneva.

ZÜRICH

STAY: BEAU-RIVAGE PALACE, LAUSANNE

[1]

LUGANO

[6] The grand lobby of the Four Seasons Hotel des Bergues in Geneva – a historic, neo-classical landmark in the heart of the city.

[8]

[5]

[7]

[6]

[7] The sweeping road along the north bank of Lake Geneva, lined by the UNESCO-protected vineyards of Lavaux.

[8] Going briefly off-piste just before Davos, enjoy a rather incongruous but spectacular feature of the Grand Tour: the first concrete girder bridge ever built. Designed

by Robert Maillart and completed in 1930, in 1991 it was the first bridge to be designated an International Historic Civil Engineering Landmark by the American Society of Civil Engineers.

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TWO TALES OF ONE CITY We all have an opinion or two about London property, but none is more valid than that of United Kingdom Sotheby’s International Realty’s MD Michelle van Vuuren, who talks to Alex Doak here about the boom in modern “hotel” style living… and the reaction against it

W

hen it comes to our capital’s hyperactive new homes market, it’s fair to say Michelle van Vuuren has her finger truly on the pulse. Before joining United Kingdom Sotheby’s International Realty in November last year as Managing Director of Residential Development and Investment, this proud Fulham resident of permanently sunny disposition worked closely on some of the hottest talking points on the London skyline, including the City’s iconoclastic Shard, the “Walkie Talkie” tower, the regeneration of Victoria and, as UK Sales & Marketing Director for Dalian Wanda, the development of Vauxhall’s One Nine Elms tower – an area that has become the epicentre of current debate.

No wonder she speaks regularly at conferences and is widely recognised as one of the world’s leading women in property. But luckily for DRIVE readers, we stole half an hour of Michelle’s time to chat property, discovering that away from all the hyperbole and histrionics, a fascinating division of living trends is occurring that’s purely lifestyle-led. That old adage of “location, location, location”, it seems, is becoming rapidly outmoded…

Alex Doak: Issues surrounding residential property in London seem to be on everyone’s lips right now, from the affordable housing crisis, to non-doms and foreign investment. How do you perceive the market to be shifting right now?

Michelle van Vuuren: As far as I see it, there are two main trends occurring right now. The most obvious is the proliferation of new-builds. Between Battersea Bridge and Vauxhall Bridge alone, 23 towers are going up. And this is driven by a shift in lifestyle; a lifestyle where people are more accustomed to “hotel living” – a 24-hour-manned lobby, concierge, someone to handle your Ocado delivery, gym, rooftop cocktail bar. Importantly, there is the ability to come and go with no concerns about security – we call it the “lock and leave” mentality. One of my favourite new-build towers that will be completed in 2018 is Stratford’s Manhattan Loft Gardens, developed by Harry Handelsman, the maverick mind behind Chiltern Firehouse and St Pancras Hotel in Kings Cross. It is going to be a vibrant hotel take cues from Chiltern Firehouse and it has three epic gardens that appear to float in the sky. A revelation in lifestyle design!

AD: Isn’t this more suited to non-permanent residents of London, then?

MVV: Yes, it is a lifestyle that tends to suit the second home. But even as a primary residence, it suits Londoners and the London way. We are a city of “internationals” after all – we always have been. London is

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R E A L T Y

TWO TALES OF ONE CITY We all have an opinion or two about London property, but none is more valid than that of United Kingdom Sotheby’s International Realty’s MD Michelle van Vuuren, who talks to Alex Doak here about the boom in modern “hotel” style living… and the reaction against it

W

hen it comes to our capital’s hyperactive new homes market, it’s fair to say Michelle van Vuuren has her finger truly on the pulse. Before joining United Kingdom Sotheby’s International Realty in November last year as Managing Director of Residential Development and Investment, this proud Fulham resident of permanently sunny disposition worked closely on some of the hottest talking points on the London skyline, including the City’s iconoclastic Shard, the “Walkie Talkie” tower, the regeneration of Victoria and, as UK Sales & Marketing Director for Dalian Wanda, the development of Vauxhall’s One Nine Elms tower – an area that has become the epicentre of current debate.

No wonder she speaks regularly at conferences and is widely recognised as one of the world’s leading women in property. But luckily for DRIVE readers, we stole half an hour of Michelle’s time to chat property, discovering that away from all the hyperbole and histrionics, a fascinating division of living trends is occurring that’s purely lifestyle-led. That old adage of “location, location, location”, it seems, is becoming rapidly outmoded…

Alex Doak: Issues surrounding residential property in London seem to be on everyone’s lips right now, from the affordable housing crisis, to non-doms and foreign investment. How do you perceive the market to be shifting right now?

Michelle van Vuuren: As far as I see it, there are two main trends occurring right now. The most obvious is the proliferation of new-builds. Between Battersea Bridge and Vauxhall Bridge alone, 23 towers are going up. And this is driven by a shift in lifestyle; a lifestyle where people are more accustomed to “hotel living” – a 24-hour-manned lobby, concierge, someone to handle your Ocado delivery, gym, rooftop cocktail bar. Importantly, there is the ability to come and go with no concerns about security – we call it the “lock and leave” mentality. One of my favourite new-build towers that will be completed in 2018 is Stratford’s Manhattan Loft Gardens, developed by Harry Handelsman, the maverick mind behind Chiltern Firehouse and St Pancras Hotel in Kings Cross. It is going to be a vibrant hotel take cues from Chiltern Firehouse and it has three epic gardens that appear to float in the sky. A revelation in lifestyle design!

AD: Isn’t this more suited to non-permanent residents of London, then?

MVV: Yes, it is a lifestyle that tends to suit the second home. But even as a primary residence, it suits Londoners and the London way. We are a city of “internationals” after all – we always have been. London is

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S E R V I C E

Previous page: Being built in the Olympic Park, Stratford E20 is the Manhattan Loft Gardens – a residential tower of 248 units with a hotel.

This page left: Clapham SW9’s The Printworks is a beautifully converted industrial building dating back to 1903.

This page right: A stunning, totally refurbished duplex penthouse in Queen’s Gate, South Kensington SW7.

WE’VE BEEN TALKING ABOUT LIVE/ WORK SPACE AD INFINITUM, BUT IT ’S FINALLY HAPPENING. THE DEFINITION OF RESIDENTIAL AREA A N D C O M M E R C I A L D I S T R I C T I S C H A N G I N G . S PA C E S A R E E VO LV I N G , AND THE LINE BETWEEN LIFE AND WORK IS BLURRING...

like a big airport. There’s a lot of negative press about London being “taken over” by foreigners, but it’s always been very international. It’s a centre of commerce; it’s the only city in the world where every bank has a base. The fact it’s such a melting pot is its biggest draw, and its biggest strength. Even if you hail from the Cotswolds, you’re a typical transitory Londoner.

AD: So what has changed to elicit the “hotel” lifestyle?

MVV: It’s no secret that London homes are by default getting smaller and smaller, so communal space is at a greater premium. The new-build residential property reacts to that with open-plan living space, and also a more efficient way of separating entertaining space from your private space. Like a hotel in Hong Kong, for example, you can receive guests or business associates in the lobby downstairs or the bar upstairs. And people are paying premiums for that. Up to £2,400 per square foot at the new Battersea Power Station development or up to £6,500 in One Hyde Park in Knightsbridge. Up until recently, you wouldn’t pay half of that to live in Battersea.

AD: So what’s the second trend you’re seeing?

MVV: Unsurprisingly, given that the first trend is new homes, the second is a reaction against that. There’s a resurgence in preference for older homes.

People love period property, because London is so historical and everyone loves a narrative about the house they live in. So lots of older buildings are being renovated – like the Old War Office in Whitehall, which has been bought by the Hinduja Group. Who wouldn’t want to live somewhere refurbished to modern specifications – marble bathrooms, Gaggenau kitchen appliances, the lot – but somewhere that’s so much more than a glass box; somewhere Winston Churchill himself conducted the war campaign? Then there is Ten Trinity Square in Tower Bridge which is one of the most superbly refurbished luxury developments by Reignwood and Four Seasons of a landmark London building.

AD: So we have new builds and period conversions. Is there a more unified, global shift in London living though?

MVV: Simply put, it’s a response to the challenge of moving around the capital. Between tube strikes and congested roads originally built for horses and carts on the one hand, and technology joining us up virtually on the other,

we’re demanding more and more in one place. We’re reticent to move around when we don’t need to, so amenities are centralising. We’ve been talking about live/work space ad infinitum, but it’s finally happening. The lobby of the ACE Hotel or members clubs like Soho House have become office spaces for young entrepreneurs coding and Tweeting on their Macbooks. The definition of residential area and commercial district is changing. Previously in the City, the only residential was the Barbican, but now look at the Heron Tower, the new Principle Place is under construction and there is exciting retail at One New Change… Spaces are evolving, and the line between life and work is blurring.

AD: So people are becoming more loyal to their areas as a result of all this?

MVV: Yes, but not in the first instance, I’d say. When you’re buying a house as a family, most often the schools are a trigger. But then, instead of thinking location, people are now thinking “lifestyle”. It’s like Sotheby’s International Realty’s second-home buyers. Forty-two percent of them demand a waterside location and maybe a deepwater dock. But they don’t say where. Not France, Spain, the Bahamas… Just the coastal lifestyle. And it’s the same in London now.

They’ll want five bedrooms, a garden, a period property, but it doesn’t matter if it’s Fulham, Chelsea or St John’s Wood.

AD: Where does that leave the traditional, localised realty industry, then?

MVV: It’s such an archaic way of doing things; it’s going to see the death of the dreaded high-street estate agent. We need to be more inventive about real estate. Clients first search online and then they want a bespoke service from an expert who can advise them about areas, lifestyles and investments that they didn’t even consider. At United Kingdom Sotheby’s International Realty, you get everything put in front of you, according to how you want to tailor your life in London. That’s the new priority.

For more information on residential property in London, please log on to www.sothebysrealty.co.uk or contact Michelle van Vuuren or Rebecca Jaques on +44 (0)20 3714 0750 or michelle.vanvuuren@sothebysrealty.co.uk or rebecca.jaques@sothebysrealty.co.uk

St John’s Wood Park St John’s Wood Park is a beautifully refurbished, five-bedroom detached house, ideally located just minutes’ walk from St John’s Wood Station. Recently redesigned, the property features flowing lateral reception spaces and a breathtaking garden with a sunken decked area; the perfect setting for entertaining guests. The beautiful master suite and four further bedrooms all have their own en suite facilities. The top-floor bedroom has access to its own kitchen, making it ideal for guests or live in staff. With off-street parking, an indoor gym, a lift and significant garden this is the ideal property for someone looking to let a luxury home in a prime London location.

Olivia McSweeney T | 020 7495 9580 E | olivia.mcsweeney@sothebysrealty.co.uk

Price: £25,000 PW

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S E R V I C E

Previous page: Being built in the Olympic Park, Stratford E20 is the Manhattan Loft Gardens – a residential tower of 248 units with a hotel.

This page left: Clapham SW9’s The Printworks is a beautifully converted industrial building dating back to 1903.

This page right: A stunning, totally refurbished duplex penthouse in Queen’s Gate, South Kensington SW7.

WE’VE BEEN TALKING ABOUT LIVE/ WORK SPACE AD INFINITUM, BUT IT ’S FINALLY HAPPENING. THE DEFINITION OF RESIDENTIAL AREA A N D C O M M E R C I A L D I S T R I C T I S C H A N G I N G . S PA C E S A R E E VO LV I N G , AND THE LINE BETWEEN LIFE AND WORK IS BLURRING...

like a big airport. There’s a lot of negative press about London being “taken over” by foreigners, but it’s always been very international. It’s a centre of commerce; it’s the only city in the world where every bank has a base. The fact it’s such a melting pot is its biggest draw, and its biggest strength. Even if you hail from the Cotswolds, you’re a typical transitory Londoner.

AD: So what has changed to elicit the “hotel” lifestyle?

MVV: It’s no secret that London homes are by default getting smaller and smaller, so communal space is at a greater premium. The new-build residential property reacts to that with open-plan living space, and also a more efficient way of separating entertaining space from your private space. Like a hotel in Hong Kong, for example, you can receive guests or business associates in the lobby downstairs or the bar upstairs. And people are paying premiums for that. Up to £2,400 per square foot at the new Battersea Power Station development or up to £6,500 in One Hyde Park in Knightsbridge. Up until recently, you wouldn’t pay half of that to live in Battersea.

AD: So what’s the second trend you’re seeing?

MVV: Unsurprisingly, given that the first trend is new homes, the second is a reaction against that. There’s a resurgence in preference for older homes.

People love period property, because London is so historical and everyone loves a narrative about the house they live in. So lots of older buildings are being renovated – like the Old War Office in Whitehall, which has been bought by the Hinduja Group. Who wouldn’t want to live somewhere refurbished to modern specifications – marble bathrooms, Gaggenau kitchen appliances, the lot – but somewhere that’s so much more than a glass box; somewhere Winston Churchill himself conducted the war campaign? Then there is Ten Trinity Square in Tower Bridge which is one of the most superbly refurbished luxury developments by Reignwood and Four Seasons of a landmark London building.

AD: So we have new builds and period conversions. Is there a more unified, global shift in London living though?

MVV: Simply put, it’s a response to the challenge of moving around the capital. Between tube strikes and congested roads originally built for horses and carts on the one hand, and technology joining us up virtually on the other,

we’re demanding more and more in one place. We’re reticent to move around when we don’t need to, so amenities are centralising. We’ve been talking about live/work space ad infinitum, but it’s finally happening. The lobby of the ACE Hotel or members clubs like Soho House have become office spaces for young entrepreneurs coding and Tweeting on their Macbooks. The definition of residential area and commercial district is changing. Previously in the City, the only residential was the Barbican, but now look at the Heron Tower, the new Principle Place is under construction and there is exciting retail at One New Change… Spaces are evolving, and the line between life and work is blurring.

AD: So people are becoming more loyal to their areas as a result of all this?

MVV: Yes, but not in the first instance, I’d say. When you’re buying a house as a family, most often the schools are a trigger. But then, instead of thinking location, people are now thinking “lifestyle”. It’s like Sotheby’s International Realty’s second-home buyers. Forty-two percent of them demand a waterside location and maybe a deepwater dock. But they don’t say where. Not France, Spain, the Bahamas… Just the coastal lifestyle. And it’s the same in London now.

They’ll want five bedrooms, a garden, a period property, but it doesn’t matter if it’s Fulham, Chelsea or St John’s Wood.

AD: Where does that leave the traditional, localised realty industry, then?

MVV: It’s such an archaic way of doing things; it’s going to see the death of the dreaded high-street estate agent. We need to be more inventive about real estate. Clients first search online and then they want a bespoke service from an expert who can advise them about areas, lifestyles and investments that they didn’t even consider. At United Kingdom Sotheby’s International Realty, you get everything put in front of you, according to how you want to tailor your life in London. That’s the new priority.

For more information on residential property in London, please log on to www.sothebysrealty.co.uk or contact Michelle van Vuuren or Rebecca Jaques on +44 (0)20 3714 0750 or michelle.vanvuuren@sothebysrealty.co.uk or rebecca.jaques@sothebysrealty.co.uk

St John’s Wood Park St John’s Wood Park is a beautifully refurbished, five-bedroom detached house, ideally located just minutes’ walk from St John’s Wood Station. Recently redesigned, the property features flowing lateral reception spaces and a breathtaking garden with a sunken decked area; the perfect setting for entertaining guests. The beautiful master suite and four further bedrooms all have their own en suite facilities. The top-floor bedroom has access to its own kitchen, making it ideal for guests or live in staff. With off-street parking, an indoor gym, a lift and significant garden this is the ideal property for someone looking to let a luxury home in a prime London location.

Olivia McSweeney T | 020 7495 9580 E | olivia.mcsweeney@sothebysrealty.co.uk

Price: £25,000 PW

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H . R . O W E N G R O U P

N E W S

CHEQUERED FLAG As usual, it’s been a hyperactive summer for friends of H.R. Owen. Across the group, from Rolls-Royce Motor Cars London to Aston Martin Reading, customers have been treated to all manner of drive-outs, car and dealership launch parties, blasts through the countryside and VIP weekends at the racing. But you don’t have to just read jealously about what fellow customers have been up to – get in touch with your local H.R. Owen business to see how you can get involved and – most of all – get the most out of your pride and joy of a weekend.

GROUP // THE BOODLES

GROUP // DRIVE PROGRAMME

THE BOODLES TENNIS

P E DA L TO M E TA L

16–20 JUNE: H.R. Owen returned to The Boodles as automotive sponsors for the last prestigious grass courts tournament before Wimbledon.

With over 18 supercars on display throughout the week including the newest from our prestigious marques such as the Lamborghini Hurácan and Rolls-Royce Wraith there was far more to see than just the tennis.

16 JULY: A “test-drive without limits” day at Longcross had a great turnout of customers, cars and beautiful weather; a winning combination for an adrenalinefuelled drive on the twisty circuit of Longcross, Surrey.

To find out more about the Group Drive Programme email events@hrowen.co.uk

HR OWEN // ASTON MARTIN

BREAKING THE ICE

25 JUNE: We were delighted to co-host a networking event with the team at Goringe Accountants at the new Reading dealership.

We were joined by over 50 of Goringe Accountants clients and associates for an evening of canapés and refreshments, and of course, great conversation.

GROUP // DRIVE PROGRAMME

PUSHING ON

19 AUGUST: The H.R. Owen 2015 group drive programme is in full swing with six successful driving events so far this year with another five more to follow throughout this year.

The newest models from marques across the group descended on the historic grounds of Blenheim Palace for a rapid sortie around the picturesque Oxfordshire countryside.

HR OWEN // MASERATI

HIGH PERFORMANCE

HR OWEN // BENTLEY

C O N V E RT I B L E W E E K E N D

10 -12 JULY: Bentley Surrey’s annual convertible weekend proved ever popular despite the Wimbledon Finals taking place the same weekend just 13 miles away and the changeable weather conditions. Surrey had a display of over 35 convertibles, 15 of which were from other H.R.Owen Marques and nonfranchise brands.

94

HR OWEN // BENTLEY

HR OWEN // FERRARI

PULL!

TOW E R I N G A C H I E V E M E N T

23 JUNE: The Mamhead House drive and shoot event in Devon was a great day for both activities; clay-pigeon shooting from the terrace of the grand house, with views all the way to the Harbour, shots echoing in the valley. The day hosted 14 guests and representatives from Bentley Cheltenham, Prescott Shooting School, Browning Guns, Mamhead House, Aeris private jets and Sunseeker Torquay, with all the guests getting the chance to test-drive one of the five Bentley Mulsannes on display – perfectly at home against the backdrop of the 1833 house and 164-acre estate.

26–28 MAY: In what was definitely a first for us, H.R. Owen craned a Ferrari California T onto the roof of The Heron in Moorgate for a three-day event in conjunction with Heron International. It was no mean feat to get the car into position and there was a collective sigh of relief when it touched down! We were delighted to be joined by DJ Mark Ronson fresh from the success of Uptown Funk who span some tunes for us and our guests.

HR OWEN // BENTLEY

D I S T I L L I N G T H E B E S T O F B R I TA I N HR OWEN // ASTON MARTIN

W I S H YO U W E R E H E R E ?

16 JULY: Aston Martin Cheltenham and Reading joined forces to take 20 lucky customers to visit Pink Floyd drummer Nick Mason’s private car collection. His over25-car-strong collection includes a Ferrari 250 GTO, Maserati Birdcage and a Aston Martin Ulster LM21.

19 JUNE: The Famous Broadway Tower is one of England’s outstanding viewpoints and, at 1,024 feet above sea level, a suitable launchpad for seven Bentley’s to embark on a blissful southwest summer’s drive, in an unbroken convoy to the Cotswolds Distillery in Warwickshire. The distillery is set in five acres of beautifully landscaped gardens with a traditional Cotswold stone structure - perfect for an enjoyable tour experiencing the methods of making some of the finest gins and whiskeys in the UK.

17 JUNE: Guests of the Rugby Business Network were welcomed to H.R. Owen’s Maserati showroom in SouthKensington – a delightful evening with former internationals Tom May, Matt Perry, Mike Friday and Damien Hopley offering fascinating insights on thetheme of “high performance”.

HR OWEN // MASERATI

A S H E S D I N N E R AT LO R D’S

17TH AUGUST: As part of Ravi Bopara’s benefit year celebrations H.R. Owen Maserati were treated to a wonderful evening with England’s Ashes winning cricket team. Highlights of the evening included an entertaining auction with Lord Jeffrey Archer, no less.

95

I N

A S S O C I A T I O N

W I T H

H . R . O W E N G R O U P

N E W S

CHEQUERED FLAG As usual, it’s been a hyperactive summer for friends of H.R. Owen. Across the group, from Rolls-Royce Motor Cars London to Aston Martin Reading, customers have been treated to all manner of drive-outs, car and dealership launch parties, blasts through the countryside and VIP weekends at the racing. But you don’t have to just read jealously about what fellow customers have been up to – get in touch with your local H.R. Owen business to see how you can get involved and – most of all – get the most out of your pride and joy of a weekend.

GROUP // THE BOODLES

GROUP // DRIVE PROGRAMME

THE BOODLES TENNIS

P E DA L TO M E TA L

16–20 JUNE: H.R. Owen returned to The Boodles as automotive sponsors for the last prestigious grass courts tournament before Wimbledon.

With over 18 supercars on display throughout the week including the newest from our prestigious marques such as the Lamborghini Hurácan and Rolls-Royce Wraith there was far more to see than just the tennis.

16 JULY: A “test-drive without limits” day at Longcross had a great turnout of customers, cars and beautiful weather; a winning combination for an adrenalinefuelled drive on the twisty circuit of Longcross, Surrey.

To find out more about the Group Drive Programme email events@hrowen.co.uk

HR OWEN // ASTON MARTIN

BREAKING THE ICE

25 JUNE: We were delighted to co-host a networking event with the team at Goringe Accountants at the new Reading dealership.

We were joined by over 50 of Goringe Accountants clients and associates for an evening of canapés and refreshments, and of course, great conversation.

GROUP // DRIVE PROGRAMME

PUSHING ON

19 AUGUST: The H.R. Owen 2015 group drive programme is in full swing with six successful driving events so far this year with another five more to follow throughout this year.

The newest models from marques across the group descended on the historic grounds of Blenheim Palace for a rapid sortie around the picturesque Oxfordshire countryside.

HR OWEN // MASERATI

HIGH PERFORMANCE

HR OWEN // BENTLEY

C O N V E RT I B L E W E E K E N D

10 -12 JULY: Bentley Surrey’s annual convertible weekend proved ever popular despite the Wimbledon Finals taking place the same weekend just 13 miles away and the changeable weather conditions. Surrey had a display of over 35 convertibles, 15 of which were from other H.R.Owen Marques and nonfranchise brands.

94

HR OWEN // BENTLEY

HR OWEN // FERRARI

PULL!

TOW E R I N G A C H I E V E M E N T

23 JUNE: The Mamhead House drive and shoot event in Devon was a great day for both activities; clay-pigeon shooting from the terrace of the grand house, with views all the way to the Harbour, shots echoing in the valley. The day hosted 14 guests and representatives from Bentley Cheltenham, Prescott Shooting School, Browning Guns, Mamhead House, Aeris private jets and Sunseeker Torquay, with all the guests getting the chance to test-drive one of the five Bentley Mulsannes on display – perfectly at home against the backdrop of the 1833 house and 164-acre estate.

26–28 MAY: In what was definitely a first for us, H.R. Owen craned a Ferrari California T onto the roof of The Heron in Moorgate for a three-day event in conjunction with Heron International. It was no mean feat to get the car into position and there was a collective sigh of relief when it touched down! We were delighted to be joined by DJ Mark Ronson fresh from the success of Uptown Funk who span some tunes for us and our guests.

HR OWEN // BENTLEY

D I S T I L L I N G T H E B E S T O F B R I TA I N HR OWEN // ASTON MARTIN

W I S H YO U W E R E H E R E ?

16 JULY: Aston Martin Cheltenham and Reading joined forces to take 20 lucky customers to visit Pink Floyd drummer Nick Mason’s private car collection. His over25-car-strong collection includes a Ferrari 250 GTO, Maserati Birdcage and a Aston Martin Ulster LM21.

19 JUNE: The Famous Broadway Tower is one of England’s outstanding viewpoints and, at 1,024 feet above sea level, a suitable launchpad for seven Bentley’s to embark on a blissful southwest summer’s drive, in an unbroken convoy to the Cotswolds Distillery in Warwickshire. The distillery is set in five acres of beautifully landscaped gardens with a traditional Cotswold stone structure - perfect for an enjoyable tour experiencing the methods of making some of the finest gins and whiskeys in the UK.

17 JUNE: Guests of the Rugby Business Network were welcomed to H.R. Owen’s Maserati showroom in SouthKensington – a delightful evening with former internationals Tom May, Matt Perry, Mike Friday and Damien Hopley offering fascinating insights on thetheme of “high performance”.

HR OWEN // MASERATI

A S H E S D I N N E R AT LO R D’S

17TH AUGUST: As part of Ravi Bopara’s benefit year celebrations H.R. Owen Maserati were treated to a wonderful evening with England’s Ashes winning cricket team. Highlights of the evening included an entertaining auction with Lord Jeffrey Archer, no less.

95

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S E A T

R

THE BACK SEAT

ALEJANDRO AGAG A thrilling finale in London’s Battersea Park brought the inaugural Formula E all-electric race

ADDI CTED TO AU DIO?

season to a close in June and with it the conclusion of three-and-a-half years’ work to turn a vision from FIA President Jean Todt into a reality. Here, Formula E’s London-based Spanish CEO reflects on its success and future

The success of Formula E in its first season has been simply incredible. I’m proud to see how the championship has grown from an initial idea to the start lights going out for the Beijing ePrix. Those 10 seconds when all of the cars were on the grid waiting for the lights to go out was a huge moment – we didn’t even know how well the cars would work a few months before!

So to see them all together with all the fans, drivers, teams etc. was immense.

Then, to finish the season and to do it in style with two thrilling races and carry so much momentum was just fantastic. If we had to write a script for the first season then we couldn’t have written it better. From Prost and Heidfeld’s huge crash on the last lap of the last corner in China to the last lap of the last race, we had drama throughout. This made for an incredible season that was so unique.

“I REMEMBER SEEING SOME KIDS – FOUR O R F I V E Y E A R S O L D – WATC H I N G T H E C A R S AT ONE OF THE R ACES AND BEING VISIBLY FASCINATED AND THRILLED BY THE SOUND

We always hoped it would be well received, especially by young fans, and we never knew if this was going to happen. But it did.

I think one of the keys to that was the cars’ surprising level of sound. I remember seeing some kids – four or five years old – watching the cars at one of the races and being visibly fascinated and thrilled by the sound of the motors and tyres, and that was great. Of course we need to continue working on this and attracting fans in general, which is not easy as interests change all the time.

The provisional calendar for season two, starting in Beijing again in October, has just been released with the addition of Paris – an iconic setting and a huge deal, not least because if we weren’t electric we couldn’t race there. Needless to say, we’re already looking at the calendar for season three and meeting with potential cities.

Ultimately though, the inaugural Formula E season achieved one big objective which was to bring electric cars closer to the people and to make them more accessible. We still have a lot of work to do but I think it was a great first season so I guess, “Formula E? Mission accomplished!” fiaformulae.com

OF THE MOTORS AND TYRES, AND

The great Enzo Ferrari once said, “If you can dream it, you can do it.” Well, we had a dream and we did it.

In terms of the series’ impact, I think Formula E has served to change any pre-conceptions that electric cars are slow and boring. The fans have been vocal about their fascination of the sound and the on-track action, and there’s no doubt that it brings a new vision to motorsport. People are curious of new things, we’re in a world that’s changing all the time. We’re showcasing new technology and new ways to entertain and I think Formula E has achieved that.

Also, we race in the cities. This doesn’t always mean racing in the streets, as in Berlin we raced at an airport. But the key is to be in the city to bring the racing closer to the people and to showcase the message that electric cars are for the city. It’s part of our DNA.

Illustration: Mark Welby

T H AT WA S G R E AT ”

COM E AND FI ND S ANC TU ARY KJ WEST ONE (020) 7486 8262

96

2 6 N E W C AV E N D I S H S T R E E T INFO@KJWESTONE.CO.UK

LONDON

W1G 8TY

W W W. K J W E S T O N E . C O . U K 97

T H E

B A C K

S E A T

R

THE BACK SEAT

ALEJANDRO AGAG A thrilling finale in London’s Battersea Park brought the inaugural Formula E all-electric race

ADDI CTED TO AU DIO?

season to a close in June and with it the conclusion of three-and-a-half years’ work to turn a vision from FIA President Jean Todt into a reality. Here, Formula E’s London-based Spanish CEO reflects on its success and future

The success of Formula E in its first season has been simply incredible. I’m proud to see how the championship has grown from an initial idea to the start lights going out for the Beijing ePrix. Those 10 seconds when all of the cars were on the grid waiting for the lights to go out was a huge moment – we didn’t even know how well the cars would work a few months before!

So to see them all together with all the fans, drivers, teams etc. was immense.

Then, to finish the season and to do it in style with two thrilling races and carry so much momentum was just fantastic. If we had to write a script for the first season then we couldn’t have written it better. From Prost and Heidfeld’s huge crash on the last lap of the last corner in China to the last lap of the last race, we had drama throughout. This made for an incredible season that was so unique.

“I REMEMBER SEEING SOME KIDS – FOUR O R F I V E Y E A R S O L D – WATC H I N G T H E C A R S AT ONE OF THE R ACES AND BEING VISIBLY FASCINATED AND THRILLED BY THE SOUND

We always hoped it would be well received, especially by young fans, and we never knew if this was going to happen. But it did.

I think one of the keys to that was the cars’ surprising level of sound. I remember seeing some kids – four or five years old – watching the cars at one of the races and being visibly fascinated and thrilled by the sound of the motors and tyres, and that was great. Of course we need to continue working on this and attracting fans in general, which is not easy as interests change all the time.

The provisional calendar for season two, starting in Beijing again in October, has just been released with the addition of Paris – an iconic setting and a huge deal, not least because if we weren’t electric we couldn’t race there. Needless to say, we’re already looking at the calendar for season three and meeting with potential cities.

Ultimately though, the inaugural Formula E season achieved one big objective which was to bring electric cars closer to the people and to make them more accessible. We still have a lot of work to do but I think it was a great first season so I guess, “Formula E? Mission accomplished!” fiaformulae.com

OF THE MOTORS AND TYRES, AND

The great Enzo Ferrari once said, “If you can dream it, you can do it.” Well, we had a dream and we did it.

In terms of the series’ impact, I think Formula E has served to change any pre-conceptions that electric cars are slow and boring. The fans have been vocal about their fascination of the sound and the on-track action, and there’s no doubt that it brings a new vision to motorsport. People are curious of new things, we’re in a world that’s changing all the time. We’re showcasing new technology and new ways to entertain and I think Formula E has achieved that.

Also, we race in the cities. This doesn’t always mean racing in the streets, as in Berlin we raced at an airport. But the key is to be in the city to bring the racing closer to the people and to showcase the message that electric cars are for the city. It’s part of our DNA.

Illustration: Mark Welby

T H AT WA S G R E AT ”

COM E AND FI ND S ANC TU ARY KJ WEST ONE (020) 7486 8262

96

2 6 N E W C AV E N D I S H S T R E E T INFO@KJWESTONE.CO.UK

LONDON

W1G 8TY

W W W. K J W E S T O N E . C O . U K 97

RM 030 LE MANS CLASSIC Automatic winding movement Power reserve circa 55 hours Declutchable and adjustable rotor geometry Winding indicator Date display 24-hour display at 2 o’clock Free sprung balance with variable inertia Double barrel Baseplate, bridges and balance cock made of titanium Torque limiting crown in NTPT® Balance: Glucydur, 4 arms Inertia moment 4.8 mg.cm², angle of lift 53° Frequency: 28,800 vph (4 Hz) Spline screws in grade 5 titanium for the bridges and the case Case in ATZ white ceramic and titanium Torque limiting crown in NTPT® Baseplate and bridges in grade 5 titanium, wet sandblasted, Titalyt® treated Barrel bridges PVD coated Sapphire blasted and hand-drawn surfaces Limited edition of 100 pieces

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