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

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SPONSORS OF THE BOAT RACE & LEANDER ACADEMY ATELIER PARMIGIANI 97 MOUNT STREET, MAYFAIR, LONDON W1K 2TD, TEL. 020 7495 5172 LONDON

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WELCOME Have you ever crashed a car? I have. The only damage, fortunately, was to my pride. I’d been attempting to show my then-young son how to take Silverstone’s Woodcote corner at speed but got it horribly wrong. Any respect he might have had for my driving abilities was crushed in an instant. And to add insult to injury, when he jumped behind the wheel he proceeded to lap far quicker than I had ever managed. He had had a head start, of course, having being introduced to Sony’s Gran Turismo computer game at a very young age… Gran Turismo and other computer driving games have now reached a stage where they are so close to reality that racing drivers can successfully learn new tracks in virtual form first. Some of the best gamers, meanwhile, have proven to be instantly competitive when trying the real thing. In this issue of DRIVE – and prompted by the Bugatti Vision concept produced for Gran Turismo – we look back at “petrol pixels” and how driving games have developed over the years. We also look at the latest Bentley Continental GT – the changes go deeper than you might think – and do our bit to bring a case of 2015 Beaujolais Nouveau back to Blighty on the day of its release. We travelled well, but we’re not so sure about the wine! We investigate two new ventures from H.R. Owen in the fields of insurance and classic cars and we look at performance tyres – the only things that keep us on the black stuff, no matter what’s under the bonnet. With Christmas almost upon us we also suggest some particularly luxurious gift ideas for the petrolhead in your life and we take a behind the scenes look at some clever-clever London lock-ups. As always, we hope you enjoying reading this issue and would love your feedback. Drop me a line at the email address below and let me know what you think.

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 Bespoke. For all publishing and advertising enquiries please contact: RWMG BESPOKE 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: Marketing Director 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 BESPOKE Giles Ellwood: Publisher Alan Cooke: Managing Director Mark Welby: Creative Director Adam Garwood: Project Manager PUBLISHING ENQUIRIES Call Alan Cooke on +44 (0)20 7987 4320 or email a.cooke@rwmgbespoke.co.uk ADVERTISING ENQUIRIES Call Rachel Eden on +44 (0)7793 380 012 or email r.eden@hrowenmagazine.co.uk CONTRIBUTORS Editorial: Nick Swallow, Mark Lacey, Caroline Kent, Chris Hall, Matt Prior, Laura McCreddie, Jethro Bovingdon, George Chapman, Brian Gush Photography: Drew Gibson (pp16-17, pp88-92) Rob Cadman (pp22-23, pp85-87) Dean Smith (pp60-67)

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©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.

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WINTER 2015 // VOLUME #12

contents

C OV E R S TO RY

44 PETROL PIXELS: DRIVING VIDEO GAMES Bugatti’s latest concept – a virtual racer designed for Gran Turismo – proves the importance of driving games, says Chris Hall, now the teenagers of the Eighties and Nineties are grown up and running car companies.

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27 SLOPING OFF: SKI ESSENTIALS Self-driving your next ski holiday may sound adventurous, but it makes all sorts of sense. Here’s our guide to skiing the Alps in high-octane style this season. 35

ITALIAN STALLION: FERRARI F12tdf, DRIVEN The F12tdf is the most extreme front-engine V12 Ferrari yet made, and a rather shell shocked Matt Prior was one of the first at the wheel. ROLLS OUT THE BARREL: BEAUJOLAIS NOUVEAU Every third Thursday of every November, the terribly British institution of “bringing back the Beaujolais” kicks off – so Jethro Bovingdon decided to do it as Britishly as possible; in a Rolls-Royce.

69 MR XX: THE ULTIMATE TRACK DAY Ferrari’s suitably suave Senior VicePresident, Commercial and Marketing, Enrico Galliera reveals what it takes to join the car world’s most exclusive club – and the extraordinary hypercar that comes with it.

REGULARS

BET ON BUY TO LET: INVESTMENT PROPERTY United Kingdom Sotheby’s International Realty’s managing director, Michelle van Vuuren gives her expert insight on the London property boom and how best to invest with the rise in stamp duty imminent. 78 UNDER LOCK & KEY: GOING UNDERGROUND While the mews of Mayfair echo with the din of basement conversions, more and more newbuilds are getting a high-octane treatment, says Jonathan Bell. 90

AT YOUR SERVICE: H.R. OWEN CLASSICS H.R. Owen’s state-of-the-art Ferrari and Maserati servicing centre in northwest London is now home to the Group’s most exciting evolution yet.

16 FRONT SEAT: NEWS, REVIEWS, CULTURE Our treasure trove of a front section embraces the best of car culture, and reveals the latest models on the H.R. Owen forecourt, including Bentley’s updated Continental GT – the best yet. 39 AUTOMOBILIA: SEASON’S GIFTINGS From driving shoes to diamond rings, cafetieres to Cartier watches, you needn’t look elsewhere for that rather more extravagant, last-minute Christmas gift. 51 ROAD TRIP: EUROPEAN EPICS It’s time to start planning a dash for the Continent, come spring, with spectacular driver’s roads aplenty, if you know where to look – and they’re not all the Stelvio Pass. 85 MEET THE EXPERT: CLAIRE MANTON The remarkably driven woman heading up H.R. Owen Insurance Services. 96 THE BACK SEAT: BRIAN GUSH

The Goodman Penthouse Launch at Goodman’s Fields Thursday 4th February, 6pm – 9pm

Enjoy the pinnacle of London living at The Goodman Penthouse. Just over 3,800 square feet set over the top three floors of Satin House with exquisite interiors and breathtaking views towards the City and Canary Wharf.

The Goodman Penthouse priced at £5,000,000 - ready to move in by March 2016. Call 020 3740 9743 or email goodmans@berkeleygroup.co.uk Sales & Marketing Suite open 7 days a week 10am – 6pm (Open until 8pm on Wednesdays and 4pm on Sundays) 39 Leman Street, London, E1 8EY. Prices and details correct at time of going to press and subject to availability. Computer generated image depicts Goodman’s Fields and is indicative only.

www.goodmansfields.co.uk Proud to be a member of the Berkeley Group of companies

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WINTER 2015 // VOLUME # 12

FRONT SEAT NEW MODELS // NEWS + EVENTS // MODERN CLASSIC // KNOWLEDGE = POWER // // PROUD OWNER

BENTLEY CONTINENTAL GT MY16

CHARGING ON Radical change is not how Bentley tends to do things. Indeed, a quick glance at the new Continental GT – with the emphasis on the word quick – might suggest that nothing has changed at all. But to jump to that conclusion would be a grave mistake. Put a 2016 car alongside a 2003 original – as we do on the following page – and you will see that while the changes are evolutionary rather than revolutionary, they are legion. There are restyled grilles, new bumpers and the “Flying B” side vents. But the biggest change come under the bonnet of the W12 flagship. Not only is that exquisite 6.0-litre more powerful (up 15PS to 590PS) it is more efficient: it uses less fuel and produces fewer emissions. MATTHEW CARTER’S FIRST DRIVE CONTINUES OVERLEAF…

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Twin round headlamps and a mesh grill ticked all the historic design cues and the muscular rear haunch was a 21st century nod to that most evocative of all Bentley grand tourers, the R-Type Continental of 1952

The latest Continental GT (left), squaring up to a pristine 2003 original (right). Note today’s crisper, sharper lines, and the rakish new “B” side strake.

BENTLEY CONTINENTAL GT MY16

CHARGING ON (Continued from page 15) It’s thanks to an advanced cylinder deactivation system that turns the flagship Continental GT’s W12 powerhouse from a “twelve” to a “six” when the conditions are right. That means you have to be above third gear with the engine at running temperature and using only gentle throttle openings. It’s a hugely complex process, as to keep the two catalytic converters warm the deactivation process means shutting down one bank for 55 seconds, then activating both for three seconds, before switching off the opposing bank of cylinders for 55 seconds. And so on. At least, that’s what Bentley claims happens… from behind the wheel you’ll never know when the cylinder changeover is happening, so seamless is the process.

The benefits are that the W12 now has a potential range of 400 miles between refills, while CO2 emissions drop to 329g/km. OK, that’s hardy supermini territory but it is a step in the right direction. In other respects the new Continental GT delivers just what you’d expect: sublime airsprung ride comfort, prodigious performance and exceptional handling given the car’s size and weight. And all enjoyed within a wonderfully sophisticated interior. Some things never change… Matthew Carter test-drove the new Continental GT on Norway’s spectacular Atlantic Road. Learn how you can retrace his tyretracks from page 51

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BUGATTI CHIRON

HEAD TO HEAD

I T ’S O F F I C I A L

EVOLUTION OF AN ICON A QUICK GLANCE AT BENTLEY’S NEW CONTINENTAL GT MIGHT SUGGEST THAT NOTHING MUCH HAS CHANGED. BUT YOU’D BE MISTAKEN. WE PUT A 2016 CAR ALONGSIDE A FIRST-GEN 2003 ORIGINAL AND, AS NICK SWALLOW EXPLAINS AND DREW GIBSON ILLUSTR ATES, YOU SOON REALISE THE CHANGES ARE LEGION… From the moment it was launched in 2003, sales of Bentley’s Continental GT took off like a fourwheel drive, 552bhp scalded cat. And little wonder. Not only did it look sensational, it also offered 200mph performance, 2+2 seating and the all-year usability of all-wheel drive. Pricing was canny, too; the new Bentley was pitched tantalisingly just above Mercedes-Benz SL and Porsche 911 Turbo territory, yet was around half the price of its hand-built predecessor, the Continental R. From pre-VW era sales of less than 1,000 cars a year, Crewe’s production volumes grew and grew, peaking at around 10,000. A lot of that was down to the design. The lines, by exterior design head Raul Pires under the direction of Dirk van Braeckel, just looked right from every angle. Twin round headlamps and a mesh grill ticked all the historic design cues and the muscular rear haunch was a 21st century nod to that most evocative of all Bentley grand tourers, the R-Type Continental of 1952. The first major revision came along in 2011. Superformed aluminium front wings enabled the designers to achieve a sharper bodyline and get rid of the body seam across the headlights. The inner headlight grew in size and the rear wing, lights and boot lid were subtly reshaped to give a lower, wider look. Not a dramatic change, but Crewe insiders openly talk of the Continental GT as Bentley’s 911; the keynote is evolution, not revolution. Inside it was out with the “gentleman’s club sofa” look and in with a cleaner cockpit treatment. The new cobra seats were slimmer, leather surfaces were soft-touch and there were more useful stowage and cubby holes as befits a proper grand tourer.

The 2016 model year sees a further evolution. The front spoiler and lower-width grille make the car seem lower and meaner while the angle of the wing above the headlights is sharper. There’s a new stylised ‘B’ vent behind the front wheel, a revised rear bumper and the aerodynamic lip on the boot lid has been tweaked. hrowen.co.uk/Bentley

The next Bugatti, succeeding the mighty Veyron, is to be called “Chiron”. Named after Louis Chiron, a legendary racing driver who won virtually all the major grands prix for the marque in the 1920s and 1930s (pictured above), his name is more closely connected with the history of Bugatti than any other racing driver. Given that the car is being billed as nothing less than the world’s most powerful, fastest, most luxurious and most exclusive production super-sports car, “Chiron” does indeed seem apt. Its hotly anticipated world premiere is planned for the 86th Geneva Motor Show in 2016, but several selected customers have already enjoyed a glimpse, and more than 100 orders have already been received. “The development brief can be summarised in one sentence,” affirms president, Wolfgang Dürheimer, “we want to make the best significantly better.”

NEW MODEL

REAR THRUST THE HUR ACÁN IS NOW AVAILABLE WITH 580BHP DELIVERED SOLELY TO THE WHEELS AT THE BACK, FOR MAXIMUM EXHILAR ATION Were the Lamborghini Huracán a cooking hatchback, we might refer to the newcomer as an entry-level model but that’s not a description that can be levelled at something wearing the fighting bull badge. Instead, savour how CEO Stefan Winkelmann regards the LP580-2. At the car’s launch he said: “The rear-wheel-drive model is the purest expression of a Lamborghini to date.

It’s a serious car for serious drivers.” Although producing less power and torque (571bhp plays 602bhp) than the four-wheel-drive LP610-4 model, the rear driver is lighter so loses little in terms of outright performance. More significantly, the chassis has been tuned to provide oversteer on demand… Expect it to arrive here by early summer 2016.

KNOWLEDGE = POWER

Lærdalstunnelen Since one of our Road Trips (page 51) is a tour of Norway’s coastal wilds, you might want to incorporate this into your trip: the world’s longest road tunnel. Built from 1995–2000, the Lærdal Tunnel is an important link in the ferryfree road connection between the Bergen area and eastern Norway, including Oslo, and is especially significant for winter traffic, when the high mountain passes are closed by snow. As well as its three beautifully lit, cavernous rest stops (see sidebar), the tunnel’s notable as the first in the world to be equipped with an air treatment plant, which removes both dust and nitrogen dioxide through a large carbon filter.

LONDONS TOP FIVE

RESTAURANTS WITH VALET PARKING As our Under Lock & Key feature demonstrates from page 78, parking in London is having to get cleverer and cleverer as – despite the best efforts of Boris and his Superhighways or Congestion Zones – our capital’s streets have never been so clogged. So, if you must insist on taking the car to this evening’s meal out, best make it a restaurant that offers a valet service and do away with the headache of NCP or – dare we think it? – on-street parking. It’s an old-school notion, but as you can see here, still very much alive at west London’s swankier joints (certainly don’t expect your Shoreditch hotspots to offer much more than a bike rack for now…)

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24.5 km Total length in kilometres of Lærdalstunnelen (15.2 miles). The world’s second longest, St. Gottard Tunnel in Switzerland, is 16.92 km (10 miles).

2.5 million The cubic meters (3.27 million cubic yards) of rock removed from the entire tunnel. On the Aurland side, the excavated rock has been used to build part of the new highway between Flåm and Aurland.

1,082 million Total project costs in Norwegian krone (£82.5 million).

AURLAND

200,000 Number of steel bolts of up to 5 meters (16 feet) in length used to strengthen the tunnel walls.

1. The Ivy 9 West St, London WC2H 9NE The beloved institution of London’s theatreland reopened this year after a much-publicised refit, and the reception has been unanimous: the food still brilliant (the shepherd’s pie’s still on) and décor doing away with the dingy area known as “Siberia”.

2. L’Atelier de Joël Robuchon 13-15 West St, London WC2H 9NE Next door to The Ivy is this consistently excellent purveyor of French haute cuisine from the multi-Michelin-starred Monsieur Robuchon. Delicate small plates are served at the counters on the ground-floor “L’Atelier”, equally fantastic meals are served in “La Cuisine” upstairs, while cocktails are crafted on the rooftop. No wonder Robuchon’s 12 restaurants share 25 Michelin stars.

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LÆRDAL

24.5km

Good mental health

AIR TREATMENT PLANT In a 100-metre cavern 9.5km (5.9 miles) from Aurland, two large fans draw air through the air treatment plant, where dust and soot are removed by an electrostatic filter, and a large carbon filter removes the nitrogen dioxide.

3. The River Cafe Rainville Rd, London W6 9HA Admittedly, parking is rather easier around The River Cafe’s Hammersmith location, but if the valet’s around, why not? More time to savour this enduring favourite’s unbelievably fresh, pared-back Italian simplicity from a riverside setting.

32 32 huge jet fans clustered in 5 groups draw air in from both entrances, with polluted air expelled through the ventilation tunnel to Tynjadalen.

In order to break the monotony of the Lærdal’s 20-minute drive, the tunnel has been divided up into four sections by creating three large caverns. Whereas white light is used in the tunnel itself, the “mountain halls” are equipped with blue and yellow light. This gives one the illusion of driving into daylight every 6 km (3.7 miles), and the golden light along the floor gives the illusion of sunrise. These surreal subterranean spaces are popular “selfie” laybys, even hosting a wedding in one strange instance.

4. Nobu 19 Old Park Ln, London W1K 1LB Amazing to think that this, the first European The tipping point venture of celebrated Valet parking is uncommon in the Japanese chef Nobu UK, so when available, there’s usually Matsuhisa, has a charge and tipping is unnecessary (The Ivy, for example, charges a very reasonable been going since flat rate of £15 per night). But, if you can 1997. Perched on carry it off smoothly, there’s always something to be said for a tip, especially when it comes the first floor of to entrusting your pride and joy with another The Metropolitan driver. According to online etiquette guide site The Art of Manliness, usually to the valet who Hotel, the retrieves your car at the end of the night. But tipping the valet who takes it when refreshingly you drop it off can buy you preferential airy dining room treatment — like a parking spot in a “full” garage. enjoys views across Hyde Park through full-height windows. The sushi, of course, is to die for. And the black cod remains surefire.

5. Novikov 50A Berkeley St, London W1J 8HA A vibrant, borderline frenzied buzz seems to bounce from the suede panelling of Mayfair’s perennial celebrity haunt, whose combination of Asian and Italian cuisine manages to remain delicious. Novikov has to be experienced.

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RACING LIVERIES

CUTTING A DASH IN THE BEGINNING, R ACING CARS CARRIED THEIR NATIONAL COLOURS – SILVER FOR GERMANY, BLUE FOR FR ANCE, GREEN FOR GREAT BRITAIN, ETC. BUT THEN CAME SPONSORSHIP AND EVERYTHING GOT A LOT MORE CREATIVE. HERE’S DRIVE’S PICK OF ICONIC R ACING LIVERIES

1972 LOTUS 49 Lotus’s Colin Chapman is often accredited with the introduction of commercial sponsorship on European race cars but this is not the case. He certainly increased everyone’s awareness of sponsorship and was probably the first to bring tobacco companies into Formula 1. Adorning his 1972 F1 car, the Imperial brand had a sophisticated black and gold colour scheme making Lotus stand out most elegantly. Tobacco advertising of course ended in 2002 but what’s interesting is how these companies handled the initial ban requiring the removal of the brand names; by this time the colours and graphics were so embedded in the viewers’ conscious

WORDS & ILLUSTRATIONS: MARK LACEY // LACEYVIEWS.CO.UK

that the lack of actual names hardly registered.

1958 MASERATI 250F ELDORADO

1972 PORSCHE 935/78 MOBY DICK

It was not unusual for Maserati to stumble from one financial crisis to another and it was a

Martini has been one of motorsport’s biggest supporters for decades and in most

serious lack of funding that led to their request for help to run a car at the 1958 500 Miglia

forms from Formula 1 to prototypes, as seen here on the Porsche 935 group 5

di Monza, which essentially gave the Americans the chance to pitch their best IndyCars

monster nicknamed “Moby Dick”. Martini was so confident of its id that it tried some

against the European Formula 1 racers for the “Race of Two Worlds” trophy. Despite Maserati

experimental liveries that led to some of the most iconic designs. It would have been

securing the funds from a wealthy Italian ice cream company with additional support from

easy to choose a Porsche 917 or Brabham BT43 but they were already beauties in their

Stirling Moss, who was also enlisted to drive the machine, the Maserati could not mount a

own right. No, what sums up the gorgeous Martini stripes more than any other is that

serious challenge to the IndyCars and would finish no higher than seventh. However, the

they look fantastic even on the grotesquely distorted form of Moby Dick!

Maserati Tipo 420/M/58 “Eldorado” is probably the first European single-seat race car to carry commercial sponsorship.

1967 FORD GT40

1975 BMW 3.0CSL BATMOBILE

The unmistakable powder-blue and marigold-orange colours associated with Gulf Oil is

As a saloon-based race car, the BMW 3.0CSL already popped off the grid with its

probably the most famous of all motorsport liveries. However, things could have been

aerodynamic appendages. These were more than decorative and served a very practical

very different as the actual colours for Gulf at that time were dark blue/orange, the lighter

purpose that was not lost on the opposition, who were soon to mimic the BMW. It was

colours were the property of Wiltshire Oil Company which was purchased by Gulf Oil. Both

Hervé Poulain who thought it a good idea to have his friend Alexander Calder splash

colourways were used but it was the powder blue that was to endure, presumably as it was

some paint on his car in preparation for Le Mans in 1975. Little was he to know that this

more distinctive. It was the special relationship between John Wyer and Gulf that ensured

was to be the start of a long tradition for BMW and its “art car” one-offs – now counting

the colours were applied to so many sportscar legends of the late Sixties/early Seventies,

18 sensational artworks, all by famous artists of their era. Long may it continue.

but since then they’ve successfully adorned Porsches, McLarens, Audis and Aston Martins.

THE CHAPAR L OV E CL O TH ES HA TE SHOPPI N G

S IG N U P | S TYL I ST CONSUL TA TI ON | H A N D - P ICK ED CL OTHES | TRUNK D EL I V ER ED

W W W.THEC HAPAR .CO M 21

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CHARLIE’S NEW VAN ARGUABLY THE WORLD’S MOST FAMOUS PLUMBER AF TER SUPER MARIO, PIMLICO’S LARGER-THAN-LIFE CHARLIE MULLINS IS A FULLY SIGNED-UP BENTLEY NUT, WITH A NEW MULSANNE TO PROVE IT It isn’t many nine-year-olds who decide that they want to become a plumber – ambitions at that tender age are usually limited to astronaut, princess or the like. But that’s exactly what Charlie Mullins decided, and it’s probably part of the reason he’s been so successful at it. For young Master Mullins had noticed the decent lifestyle and community respect that his family’s local tradesman enjoyed, thanks to his one-man-band business. “He drove this great big Zephyr which made everyone’s head turn when he came down the street,” Charlie recalls, sipping tea in the reception area of his depot in Vauxhall. “He let little eight-year-old me sit at the steering wheel and pretend to drive. In fact, it was the same colour as my new Bentley, that Zephyr,” he chuckles.

His local plumber helped Charlie qualify in the early 1970s and soon after, Mullins set to work building Britain’s largest independent plumbing firm, Pimlico Plumbers, a business founded on respectable trustworthiness, which is so in-demand they’ve installed their own paint and panel shop at HQ to service his 200-strong fleet of vehicles (all owned outright by the company). Nestled amidst the vans today is Charlie’s latest and favourite: his brand-new Bentley Mulsanne. “I needed a four-door because we’re always hopping in and out for events and appointments, and I liked the sense of space and comfort that the Mulsanne offered,” Charlie muses. But it wasn’t just the Bentley’s convenience that charmed him, “It was the champagne bar in the back seat that really did it for me, and the

white and baby-blue two-tone interior.” His Mulsanne is one of a growing collection of Bentleys – all of which Charlie has purchased from H.R. Owen’s Jack Barclay business over the years, “I bought my first Bentley 10 years ago and I’ve been updating them every year since. I keep my Continental in Spain – the convertible roof is perfect for cruising in the sunshine – and I ordered the new Bentayga without even seeing it.” Whether it comes to his cars or his company, Charlie’s priorities are the same “In business, you can be the best in the world but if no one knows what you’re about then what’s the point? The same is true for cars. Besides the British heritage, a Bentley is a great talking point because people who know quality and style are passionate about the brand.”

THREE OF THE BEST

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WEEKEND BAGS THE OLD-FASHIONED “PADDINGTON BEAR” SUITCASE MAY BE MAKING A WELCOME RETURN, THANKS TO THE EFFORTS OF GLOBETROT TER ET AL., BUT THERE’S STILL NO SUBSTITUTE FOR A SPACIOUS, SQUASHY HOLDALL THAT ABSORBS EVERY ESSENTIAL FOR A LAST-MINUTE WEEKEND DASH AND STILL SQUEEZES INTO THE BOOT BETWEEN THE WELLIES AND GOLF CLUBS.

Tumi 1975 Square Duffle (£1,495, exclusively from caseluggage.com) FLUSH WITH SUCCESS After a four-year apprenticeship, Charlie started out in 1979 with a second-hand van and a bag of tools from the basement of an estate agent in Pimlico.

Tumi has certainly come a long way from the sober black business attachés that were stock in trade ’til less than a decade ago. Now joining the American brand’s lifestyle-oriented oeuvre is this dropdead gorgeous duffle bag – American-made, limited-edition and crafted from natural full-grain cowhide.

“I set out to change the image of the plumbing industry and get rid of the stigma associated – i.e. plumbers who turn up late, driving rusty old vans, not wearing uniform, arses hanging out their trousers, bad workmanship and ripping off the customer,” says Charlie. Pimlico is now London’s largest independent plumbing company in London, with a workforce of over 200, 160 vehicles and £20 million turnover and a clientèle boasting Dame Helen Mirren, Joanna Lumley, Daniel Craig and Richard Branson.

Elvis & Kresse Weekend Bag (£299.99) Award-winning northerners Elvis & Kresse have been reclaiming “heroic materials” ever since they fell in love with the London Fire Brigade’s decommissioned fire-hose – usually destined for landfill after a distinguished career saving lives; now a super-durable luggage fabric with a patina unique to every bag.

Charlie is still very much involved with the day-to-day running of the business though, saying with trademark bluntness, “The way I run my business isn’t rocket science, it’s common sense. The only problem is that common sense ain’t that common.”

Ettore Bugatti Large Bag (£3,000) A statement holdall like no other, female travellers – or male travellers with a “distinct” sense of style – can double-up this beautifully crafted bag as a statement tote. The sturdy design, shaped to echo Bugatti’s signature arched front grille features two handles, D-rings for attaching the snap-hooks of the shoulder strap and two zipper closures that separate different compartments.

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MODERN CLASSIC

ASTON MARTIN LAGONDA THE BRITISH MARQUE’S MOST “MARMITE” CREATION IS A GLORIOUS WEDGE OF LOVE-IT-OR-LOATHE-IT EXOTICA

LINE MAN The five-metre-long Lagonda was designed by Aston’s William Towns in an extreme interpretation of the classic 1970s “folded paper” style. It was as unconventional a design then as it is now

PIN UP:

SHOTS IN THE DARK

egular readers of DRIVE will already be familiar with the work of one of our favourite car photographers, Drew Gibson, who has shot nearly all of our “Under Lock & Key” garage features, and a fair few others. However, this young talent’s stock in trade happens to be endurance racing, photography of which is a feat of endurance in itself. Drew’s uncanny knack for exploiting the world’s finest 24-hour circuits’ lesser-known corners and angles, harnessing natural light at dusk and night to spectacular effect, whilst suffering from borderline hypothermia and sleep deprivation means that his portfolio is not only captivating, but well worthy of a calendar. Now in its third edition for 2016 in large-format glossy stock, “Endurance” is a must for any aesthetically inclined petrolhead. £24.99, drew-gibson.co.uk

DASHING CHAP The Lagonda was the first production car in the world to use solid-state computer management and a digital instrument panel. Series 3 used cathode ray tubes for the display, which proved far less reliable than the original model’s LED display, so with Series 4 (1987) the CRTs were replaced by vacuum fluorescent gauges.

F R O N T

S E A T

ASTON MAR TIN

back to the drawing board and re-emerged with an extreme interpretation of the angular “folded paper” style popularised by Giorgetto Guigiaro (of Lotus Esprit and Delorean fame). The huge, PRODUCED anteater wedge nose (with pop-up - 1974-1990 headlights) and uncompromising ENGINE - 5. 3L V8 lines were as distinctive and MAX POWER - 280bhp shocking then as they are now. TOP SPEED - 143mph But the fun doesn’t end on the NUMBER PR ODUCED - 64 outside. The Lagonda had quite 5 RAREST - A two-door a billing to live up to, and Aston’s “Rapide” ve rsion was engineers went to town. It was the made, shar ing the Serie s 4 architectur first car to use LED dashboard e. Four long wheelbase Ti instrumentation (a decision that ckfords were made in 1984 , including AM probably regretted – the only one RH D model. electrics alone cost quadruple the car’s budget). It had “touch EXOTICA pad” controls on the steering FACTOR wheel, front and rear electric sunroofs and cigar lighters. Best of all, however, was came after, the Lagonda was well the “Tickford” Lagonda – a received by customers, and went limousine variant produced by some way towards sustaining public in-house coachbuilders Tickford. belief in the brand during a tough This specced the Lagonda up time. Production was laborious, to “kitchen sink” levels: colour however, and only 645 were made televisions front and rear, cocktail throughout its lifespan. A rare bit cabinets, top-line hi-fi gear and a VHS player. The extended wheelbase of rarity that means you should probably snap one up if you get the limousines were notable for their opportunity, whether you like the vertically split rear windows, half of Lagonda or not – this divisive classic which was electrically controlled, can only be a surefire investment. the other half static. Somewhat amazingly, given Words by Chris Hall what had gone before and what

LAGONDA SPECIFICAT IONS

uite a few exotic cars draw a lingering glance from passers-by. Not many yield the furrowed brows and head-shaking that an Aston Martin Lagonda will produce, however. It is a car that absolutely demands questions in every inch of its design and construction; the kind of thing that in this day and age is utterly astonishing that it ever got made. If the badge on the front said “Cadillac”, say, the looks might not have been so surprising. But this came from a company that only nine years previously had still been turning out DB5s. What happened? Aston was in need of a cash injection, despite its handsome array of 2+2 tourers. It engaged designer William Towns to create a four-door saloon that would compete with the best that Rolls-Royce or Bentley had to offer, and excite customers accordingly. Towns’ initial 1974 design, the Lagonda Series I, was actually just an extended version of the Aston Martin V8. Insufficiently different from the V8 (and unlucky enough to coincide with an oil crisis), it was effectively stillborn; just seven were made. What you see here is the Lagonda Series 2. Towns went

8/10

EVEL’S LAGONDA Evel Knievel drove his 1984 Aston Martin Lagonda cross country countless times, driving over over 300,000 miles in 19 years. This vehicle was synonymous with Evel’s flamboyant image and was heavily customized, including a 8.2l Chevrolet V8, chrome side pipes, custom bodywork, hand-built dash and console with custom gauges and wood accents, Rolls-Royce cream leather interior and wool carpeting. In 2001, Evel changed the paint color from the original black to an Oxblood Maroon because “he always wanted to see this model car in this unique color”.

BOY’S TOY:

HOBBY HORSE

he wonderful world of Lego borders on overwhelming for most grown-ups these days, with all manner of tenuous film tie-ins and bizarre iterations of sci-fi and fantasy. But one collection DRIVE can get behind is “Creator” – a 3-in-1 system that “replicates the world your child lives in” with to-scale models of everything from the Sydney Opera House to a Mini Cooper. While most children’s worlds won’t be blessed with a Ferrari F40, the kit itself is worth considering for Christmas regardless – an impressively detailed repro of the iconic Eighties sports car, complete with vented rear hatch that opens to reveal a twin-turbocharged, 90-degree V8 engine. Just remember, chaps: this is for your CHILD, not you.

£69.99, shop.lego.com

S K I

E S S E N T I A L S

DRIVE MAGAZINE GUIDE: SKI ESSENTIALS

IMAGE : JOE WINDSOR-WILLIAMS

SLOPING OFF SELF-DRIVING YOUR NEXT SKI HOLIDAY MAY SOUND ADVENTUROUS, BUT AS LONG AS YOU CAN GET THE SKIS IN THE CAR – BENTLEY’S CONTINENTAL GT EVEN HAS A HANDY HATCH – IT MAKES ALL SORTS OF SENSE, NOT LEAST FOR NEGATING THOSE DRAWN-OUT TRANSFERS, AND AFFORDING THE OPPORTUNITY TO HOP BETWEEN RESORTS. HERE’S DRIVE’S GUIDE TO SKIING THE ALPS IN HIGH-OCTANE STYLE THIS SEASON

IN ASSOCIATION WITH

D R I V E

M A G A Z I N E

G U I D E

ied-in-the-goosedown ski bunnies may be dubious, but getting to the Alps by car is a doddle – a multi-Péage whoosh of A roads down to the French Alps, then a series of exhilarating mountain roads east towards Switzerland. A whole day’s travel is required from the outset, admittedly, but weigh that up against an early airport transfer, inevitable flight delays, possible loss of luggage, a minibus transfer at the other end as glacial as the surroundings… And once you’re there, you have the use of your car, making Megève the perfect launchpad for our whistlestop tour of the Alps’ better ski resorts, via Chamonix to Verbier. Arguably the prettiest of our three, it’s hardly

surprising that Megève is so popular with the French, not to mention anyone else who likes shopping and eating as much as skiing. A boutique resort originally created by Baroness Noémie de Rothschild in 1921 to rival Switzerland’s St Moritz, Megève is the Aspen of the Alps and, much like the Colorado millionaire magnet, gilded by A-list celebrity, more likely found shopping in the local Hermès than on the surrounding slopes. To stay, there is no nicer stop-over in the entire French Alps than Les Fermes de Marie, a stunning hotel constructed out of nine restored Savoie farmhouses. But for something even more special, with a refreshing twist on the rustic Alpine chalet style, book early to secure some days at the magnificent Chalet Mont Blanc, overlooked by the eponymous peak. It’s almost as if Heidi’s family home had been redecorated by the W Hotels creative team, so refreshingly contemporary is this luxuriously appointed 12-sleeper. Onwards east, along the D1212 then D909 towards Chamonix – at the sharp end of Alpine adventure since 1760, when a Genevois scientist offered a prize for the first ascent of the highest Alp. This steep-sided valley, draped with tumbling glaciers beneath a crown of rocky spires, is where snowsport and mountaineering collide. In fact, Collineige is the valley’s established luxury chalet specialist, with flexible catering, mountain-guide arrangements and the best local

GEARING UP: IN ASSOCIATION WITH

knowledge. The flagship “Valhalla” chalet (sleeps 12 to 17) lives up to its name – in a peaceful and scenic position, it’s within walking distance of the town centre. Or, for a short hotel stay, look no further than the 110-year-old Hameau Albert 1er. Back onto the winding mountain roads, and the D1506 takes you over the Swiss border to some of the most spectacular sections of our route: Col de la Forclaz, which winds through a particularly furrowed part of the Swiss foothills towards Verbier, immediately proceeded by the switchback-happy Route de la Verbier – a piece of tarmac spaghetti draped haphazardly up a mountainside, with fabulous views down to Bagnes. In Verbier itself, you should buck the chalet thing altogether and stay at the first Alpine outpost of the funky W Hotels chain – situated in the best location in town, opposite the Médran gondola. With its sexy neon lighting, glassed-in fireplaces and style-conscious bars, it’s a wonder the conservative Swiss locals put up with it. But if you’re worried about agitating the natives, check out Ski Verbier instead – your one-stop shop for local luxury chalets. All you need to do now is choose some natty new gear (see below) and start those knee exercises… oxfordski.com fermesdemarie.com collineige.com

hameaualbert.fr whotels.com/verbier skiverbier.com

Snow & Rock is literally your one-stop shop for all things skiing – a comprehensive adventure outfitter with a rare sense of style and panache. Which is just as well, given how fashion-forward the likes of Megève and Verbier can be. Here’s our pic of the coolest new product hitting the retailer’s website and, in particular, its Canary Wharf emporium this season… 1. TONI SAILER WOMEN’S

3. TONI SAILER MEN’S

JOSEPHINE JACKET

BLAKE JACKET

Sleek, stylish, technical and warm,

A great technical ski jacket with racey

using Toni Sailer’s 4 way premium

styling, this will guarantee you look

stretch fabric the jacket has a

great both on the slopes and off piste

flattering, pinched-in feminine cut,

this season, not least for its bang-on-

ensuring you’ll look and feel quite

trend Seventies colour blocking.

the Bond girl this winter.

£690

£670 4. VOLANT COLORADO SKIS 2. KJUS MEN’S CUCHE SPECIAL

The world’s lightest 100mm

EDITION JACKET

underfoot ski, built for freeriders

Didier Cuche – former world

and ski tourers alike, the Colorado

champion skier and KJUS brand

has a Karuba wood core, plus

ambassador – brings his years of

carbon strips have been built into

ski experience and know-how to

the core and the top surface for

this special edition. Body-mapped

maximum stability and control.

construction guarantees an excellent

£900

fit, and super-lightweight insulation is guaranteed to keep you warm on

5. KJUS BT GLOVE

the piste, as well as looking sharp.

Toasty gloves, complete with in-

£1,390

built technology that allows you to answer your phone whilst you’re on the piste without taking your gloves off – just connect your phone to your glove using Bluetooth. £200

S K I

CHALET MONT BLANC, MEGÈVE

E S S E N T I A L S

N BEST STRETCH: ROUTE DE VERBIER

VERBIER

NATIONALE DES AIGUILLES

CHAMONIX

D909

D1506

W HOTEL

N205

MEGÈVE LES FERMES DE MARIE HAMEU ALBERT 1ER

7. OAKLEY CANOPY GOGGLES The Canopy Goggle has an expanded lens volume with a low-profile frame design meaning you will enjoy a wide-open view with maximized peripheral and downward vision. The Plutonite lens filters out 100% of all UV while the dual vented lens and F3 Anti-Fog coating give you superb protection against fog-ups. £160 8. SWEET PROTECTION IGNITER HELMET Constructed from highly advanced rubber-toughened ABS Superlight Shell and unique Impact Shield technology, your head is well protected against whatever tree, boulder or ski pole might come your way. Removable lined ear pads allow you to personalise how you wear the

SWITZERLAND

CHAIN REACTION On mainland Europe, snow chains are a legal requirement when a long spell of snow is forecast. Roadside checks are carried out and drivers may be fined if they don’t have a set in their vehicle. Generally sold in pairs, they need to be fitted to the drive wheels, or the front wheels if you’re four-wheel drive, but keener drivers prefer to use two sets for additional traction – especially if you are driving for long stretches. Even with chains fitted, do drive with caution in snowy conditions (the maximum recommended speed is 30mph) and a gentle driving style is essential; excessive acceleration and hard braking may cause the chains to snap.

helmet whilst the OCCIGRIP and fit pads ensures that the helmet fits to 8

6. GOPRO HERO4 SESSION Fancy yourself as a YouTube snow hero? Then film your descent with

your head like glue. £150

For more infomrmation, visit:

snowandrock.com

GoPro’s smallest, lightest, most convenient camera yet, featuring a rugged and waterproof design, easy one-button control, 1080p60 video 6

and 8MP photos. £329.99

hrowen.co.uk/bentley

F O R E C O U R T

FORECOURT

ROLLING OUT THE BIGGEST AND BEST NEW METAL OF THE YEAR, HITTING THE FORECOURTS OF H.R. OWEN WITH IMMEDIATE EFFECT

THE TROUBLE WITH MOTOR SHOWS IS THAT THEY TEASE. NEW MODELS ARE UNVEILED WITH POMP, PIZZAZZ AND DRY

A S TO N M A RT I N D B 9 G T

ICE… AND THEN IT’S MONTHS (SOMETIMES LONGER) BEFORE THE NEW MODELS FINALLY APPEAR IN THE SHOWROOMS. THE FRANKFURT MOTOR SHOW IN SEPTEMBER WAS A CASE IN POINT. THE SHEETS WERE PULLED OFF NEW CARS AND CONCEPTS FROM VIRTUALLY EVERY CARMAKER UNDER THE SUN. BUT OF MORE INTEREST TO DRIVE READERS, OF COURSE, WAS THE NEW METAL (OR, IN MANY CASES, COMPOSITE) FROM ASTON MARTIN, ROLLS-ROYCE, FERRARI, BENTLEY AND LAMBORGHINI. THREE MONTHS ON, THOSE NEW CARS ARE HERE, OR NOT FAR AWAY. HERE’S YOUR ROUND-UP OF WHAT TO EXPECT – AND TO GET YOUR DEPOSITS ON – IN THE NEW YEAR.

his one’s is already in the showrooms, and marks the last hurrah of the venerable DB9 – a bona fide modern classic that first appeared a dozen years ago. For the next generation of Aston Martins is just around the corner – heralded by James Bond’s unique DB10 but to be manifested in the twin-turbo DB11. Though no one should dismiss the DB9 GT as nothing more than a run-out model. Dynamically it is the best DB9 yet, with a wonderfully compliant ride and superb steering, while the fixtures and fittings – especially the latest sat nav screen and touch sensitive switchgear – is up with the best of them. It’s a good vintage; buy one to enjoy now or to lay down for the future… Price: £140,000

N E W

LAMBORGHINI HURACÁN SPYDER

M E T A L

R O L L S - R OYC E DAW N

hile the Ferrari 488 Spider uses a folding metal panels to gain convertible status, the Huracán Spyder has a lightweight fabric soft-top. It takes 17 seconds to fold away, which can be done on the move, at up to 30 mph. But like the Ferrari, the Lamborghini does have further stylistic changes behind the seats including new buttresses and revised air intakes above the rear wheels. The naturally aspirated 5.2-litre V10 also features some changes, notably the addition of cylinder-ondemand technology and a stop-start system to lower emissions by 14% over the Gallardo Spyder – an improvement that’ll also feature on the 2016 Huracán coupé. Price: £199,947

lso due in showrooms in the early part of 2016, the Rolls-Royce Dawn is aimed squarely at a younger generation of buyers. Although sitting alongside the Wraith in the company’s portfolio, Dawn is anything but a drophead version of the coupé. As creative director Giles Taylor revealed to DRIVE (issue 11) more than 60% of the exterior panels are brand new. He said: “It has a strong stance. Not too feminine but still elegant, with the sensuality of the original Silver Dawn.” Powered by the twin-turbo 563bhp 6.6-litre V12, Dawn is the most powerful four-seat drophead from Rolls-Royce yet and, the company, claims is the most rigid four-seater convertible available today. Price: £267,955

B E N T L E Y B E N TAYG A

F E R R A R I 488 S P I D E R

he most eagerly awaited Bentley for years, the first production Bentayga was driven off the Crewe production line at the end of November and headed straight for the Bentley Heritage Collection. Deliveries of the first customer cars, however, start in Q1 2016, all powered by a new 600bhp version of the 6.0-litre W12 with both diesel and hybrid versions mooted to follow, but the launch model has already been described by Autocar as: “… the quietest, most luxurious SUV in the world… well worth the wait”. Not long now before DRIVE itself gets behind the wheel. Price: From £160,200

ue here in the late spring, the 488 Spider is one of the most anticipated Ferraris in a long time. Why? Because it builds on the much lauded 488 GTB, providing similar performance with the added bonus of open-top exhilaration. It’s all down to the new 3.9-litre twin turbo that punches out a hefty 660bhp, or a nominal 100bhp more than the 458 can muster. But as Andrew Frankel revealed in these pages last time, it develops that power over a huge rev range and there’s a great deal more torque than before. Frankel declared of the GTB: “It represents the single biggest advance in mid-engine production Ferrari road car ability in the 47 years Maranello has been building them.” Price: £204,391

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

ASTON MARTIN VANQUISH Stratus White with Obsidian Black interior

BENTLEY MULSANNE V8 MDS Extreme Silver with Linen interior 11,165 miles

BENTLEY CONTINENTAL GT W12 MULLINER Silver Tempest with Portland interior

FERRARI 458 SPIDER Rosso Corsa with Nero interior 3,232 miles

72,255 miles

9,500 miles

£137,950

£149,950

£38,450

£179,950

FERRARI F430 COUPE F1 Nero Daytona with Nero interior

BENTLEY FLYING SPUR W12 Onyx with Linen interior

9,540 miles

15,402 miles

LAMBORGHINI HURACAN LP 610-4 Giallo Midas

LAMBORGHINI AVENTADOR V12 Verde Ithaca with Pearl Effect and Nero Ade interior

3,500 miles

2,595 miles

£91,950

£112,950

£184,950

£279,950

RANGE ROVER SPORT SVR Estoril Blue with Cirrus/ Ebony interior

MASERATI GHIBLI DIESEL Blue Emozione with Cuoio interior

MASERATI GRANCABRIO Blue Oceano with Sabbia interior

MERCEDES-BENZ SLR MCLAREN Silver with Leather interior

6,400 miles

18,950 miles

8,889 miles

£104,950

£41,450

£71,950

£229,950

ASTON MARTIN V8 VANTAGE Onyx Black with Phantom Grey interior

ROLLS-ROYCE PHANTOM V12 Black with Creme Light interior

ROLLS-ROYCE WRAITH Diamond Black with Seashell with Black interior

ASTON MARTIN VANTAGE N430 SPECIAL EDITION Mariana Blue with Black interior

4,850 miles

1,900 miles

£184,950

£79,950

4,950 miles

9,073 miles

33,711 miles

£39,950

£179,950

NORTHAMPTON ENGLAND NORTHAMPTON MAKERS OF FINE SHOES ENGLAND SINCE 1879 MAKERS OF FINE SHOES SINCE 1879

STYLE: CAMBERLEY

LONDON

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JERMYN STREET

BURLINGTON ARCADE, NEW ST

7 WEST 56TH STREET

RUE DE NAMUR

CHAUVEAU LAGARDE

STYLE: CAMBERLEY

BURLINGTON ARCADE

KNIGHTSBRIDGE LONDON

ROYAL EXCHANGE

JERMYN STREET

CANARY WHARF

BURLINGTON ARCADE KNIGHTSBRIDGE

BIRMINGHAM BURLINGTON ARCADE, NEW ST

NEW YORK

CROCKETTANDJONES.COM 7 WEST 56TH STREET

BRUSSELS RUE DE NAMUR

BOULEVARD RASPAIL

PARIS

CHAUVEAU LAGARDE BOULEVARD RASPAIL

F E R R A R I

I TA L I A N

F 1 2 T D F

S TA L L I O N

[ FIRST DRIVE ] The Ferrari F12tdf is the most extreme front-engine-V12 Ferrari yet made, and a rather shellshocked Matt Prior was one of the first at the wheel…

ust what you thought it didn’t need, right? More power. Ferrari’s F12 never struck me as wanting more poke, but here we are: the Ferrari F12tdf, a limited-run, special version of the F12, dubbed “tdf ” in reference to the old Tour de France road race, at which Ferrari did rather well (see panel). But though the tdf has lots more power than an F12, there are also plenty of modifications alongside it. Ferrari’s special 12-cylinder car programme has previously given us the raw 599 GTO. Ferrari says the tdf is just as extreme; and more agile than any previous front-engined Ferrari V12. There are plenty of ways to make a car feel more agile, and Ferrari has tried most of them here. Tick off the first one: adding more punch. The tdf has 770bhp instead of 730bhp, thanks mostly to easier breathing and race-derived mechanical tappets, letting its 6.3-litre V12 rev all the way to 8,900rpm, passing peak power at 8,500 on the way. Method two is weight reduction, so the tdf sits at 110kg lighter than

the F12, making it 1520kg at the kerb. Inside, lots of leather is replaced by Alcantara and carbon fibre, while outside quite a lot of aluminium has become carbon fibre too. But the easiest way to make a car feel more alert is to simply to fit huge front tyres. At the start of the tdf development process, Ferrari’s engineers did just that; first by fitting 315-section F12 rears to the front, then even slicks, to see what it was like. Hilarious but perilously unstable, is the short of it. Here Ferrari’s marketing people like an aerospace analogy: a modern fighter jet is inherently unstable, but electronic control systems make it flyable. Similarly, Ferrari uses active rear steering to make the unstable tdf driveable. It calls the system a “virtual short wheelbase”, though that doesn’t quite sum it up: it’s the 285 rather than 255 front tyres that increase front grip and make the wheelbase feel shorter. The ZF rear steer system, which adjusts the rear toe angle by up to a degree, almost always in the

F I R S T

D R I V E

FERRARI F12 tdf Price £339,000 Engine

6.3-LITRE V12

Power/Torque

769BHP / 705NM

Transmission

7-SPEED F1 DUAL-CLUTCH GEARBOX

0-62mph

2.9 SECONDS

Top speed

OVER 211MPH

Economy 15.4L/100KM

THE F12TDF HAS AN UT TERLY MAGNIFICENT POWERTR AIN. UNTROUBLED BY TURBOCHARGERS, ITS RESPONSES ARE ELECTRIC, AND IT MAKES A GLORIOUS, OLD-SCHOOL F1 NOISE

same direction as the fronts, puts stability back in. That virtually lengthens rather than shortens the wheelbase but otherwise the analogy isn’t unfounded. Ferrari likes the system so much it’ll use it again. Other changes are on a more detailed level. The aerodynamics are much cleverer – including an active rear diffuser – while gear ratios are 5–6% shorter and spring rates are 20% stiffer, a difference “you’ll feel within a metre”. If you’ve been invited to buy one of 799 tdfs, it’ll cost you £339,000, you’ll own at least five other Ferraris and “we know you very well”. As for the drive itself ? Ferrari admits its special V12s aren’t simple to drive quickly – unlike the standard mid-engined V8s – and the tdf does take some learning before you feel completely comfortable on a circuit. But on the road there are no such problems. The tdf is always a firm car; not crashy, but you know what kind of surface is beneath you. It retains the F12’s 2.0-turn lock-tolock steering too but because of the stiffness, and wider tyres, it feels connected and responsive. In the hills around Maranello the tdf steers with ease and precision; a big car but easy to place.

And it has an utterly magnificent powertrain. Untroubled by turbochargers its responses are electric, especially high in the rev range, and it makes a glorious, old-school F1 noise. The already superb twin-clutch gearbox receives a few tweaks to further clean its shifts too. At high revs throttle response can sometimes be too sharp – even Ferrari’s test drivers think it can be quite spiky – but the nature of the programme is to bring some racing car feel to these special V12s. It works. Plenty of race drivers would love an engine this phenomenal. On a circuit, though, the tdf is not straightforward like most front-engined, rear-driven cars. On most cars like that, the handling is as simple as it comes: settle the nose as you turn to quell any understeer, get back on the power, and enjoy the delicious balance. The tdf isn’t like that, partly because there isn’t really any understeer in the first place. The additional tyre width makes the front hyper-agile, so in faster corners the F12 darts towards an apex, and when you expect the rear to unsettle as a result, rear steer intervenes to keep it stable, trimming the rear of the car to the same line as the front, at a speed that would be unobtainable without the system. With familiarity you learn to anticipate the tdf ’s characteristics, drive with lighter, more fingertippy touches and smaller steering and throttle inputs, and then it becomes a deeply rewarding thing. But it’s not a car – like the relatively docile 488 GTB, for example – whose handling is easily grasped. But given it’s meant to be challenging, and that owners will have plenty of other cars in the stable, the tdf can easily afford a greater depth of character. And getting to know it should be addictive; a characteristic that is, ultimately the whole point of these limited-run V12 Ferraris.

F E R R A R I

F 1 2 T D F

TOUR DE FORCE

At the dawn of the 20th century, the words “Tour de France” got petrolheads just as excited as pedallers, for they referred to a motor race as well as a bicycle race. Held most years between 1899 and 1986, the Tour de France Automobile was at its peak in the 1950s and 1960s when Ferrari was a regular winner in the GT category. The first win for the Prancing Horse came in 1956 when Alfonso de Portago took a long-wheelbase 250 GT Berlinetta Competizione to victory in the gruelling 10-day event. Fittingly, the model went on to win the Tour de France for the next three years as well as the 1957 Targa Florio and the GT class at the 1959 Le Mans – success that paved the way for cars such as the fabled 250 GTO. Perhaps the ultimate example of a dual personality road-going/competition car from Ferrari, on the rare occasions a TdF makes it to the open market today, it always attracts huge interest. In September 2014, a 1956 example was sold at auction in London for almost £4.9 million. And at RM Auctions’ Monterey sale in August this year, de Portago’s original winner fetched $14.2 million. The new F12 honours the 250 GT Berlinetta Competizione “Tour de France”, though as the two-wheel brigade own the rights to the term, it has to make do with the “tdf” suffix…

“The first Tour de France win for the Prancing Horse came in 1956 when Alfonso de Portago took a long-wheelbase 250 GT Berlinetta Competizione to victory”

UNLOCK THE BEST IN LONDON LIVING + 44 (0) 207 205 4629

parklands-properties.com/concierge

D R I V E

M A G A Z I N E

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V O L U M E

# 1 2

A U T O M O B I L I A

SEASON’S GIF TINGS FROM DRIVING SHOES TO DIAMOND RINGS, CAFETIERES TO CARTIER WATCHES, YOU NEEDN’T LOOK ELSEWHERE FOR THAT RATHER MORE EXTRAVAGANT, LAST-MINUTE CHRISTMAS GIFT. COMPILED BY LAURA MCCREDDIE ’Tis the season to be jolly… and jolly generous, we say. To whit, if you’re still stuck on what to buy your nearest and dearest, then the next three pages should hopefully provide ample inspiration from some more unusual quarters. There’s everything from ride-on buggies for the future Formula 1 driver in your family, to watches inspired by motorracing legends, plus some gorgeous means of stowing them.

Of course, not everyone can share your passion for all things petrolpowered, so we’ve also included a few ideas for the non-automobile obsessive in your life. There are even a few suggestions for how to treat yourself, once the festivities are over and you’re still left wanting. However, this does mean you now have no excuse for leaving your shopping until December 24th. Sorry about that.

A U T O M O B I L I A

WHAT’S IN A NAME?

THE GIFT OF TIME

Things have certainly moved on from the logo-ed baseball caps and colour-coded Varsity jackets. Now you can still show your allegiance to your favourite automotive marque, but in a much more creative way.

A fine Swiss watch is certainly for life and not just for Christmas. So, whether buying for the recent convert or the avid horological collector, let time as well as timekeeping be an inspiration.

[1]

[2]

[3] [3]

[4] [4]

[5]

[1] BENTLEY BLOWER RIDE-ON MODEL Unfortunately this classic car is for petit petrolheads aged 2 to 5. Sorry chaps. £3,200, shop.bentleymotors.com [2] LAMBORGHINI AVENTADOR PIRELLI EDITION LEATHER JACKET Like the car brand whose name it bears, this is Italian styling at its most rakish. £898, lamborghinistore.com [3] ETTORE BUGATTI DIAMOND KEYRING Five-hundred hours of work goes into this full-pavé piece, which combines white and black diamonds with red sapphires totalling 6.15cts. But don’t get too excited, you have to have the car before you can buy the keyring. £184,000, bugatti.com [4] ASTON MARTIN STERLING SILVER MARTINI SET All you need to add to this mix is a copy of Casino Royale for the most British Christmas gift imaginable. £7,850, luxdeco.com [5] MASERATI ST ANDREWS SHOE Don’t just use these for driving; something this stylish deserves a spin on the town as well. £169.29, maseratistore.com

[1] CLÉ DE CARTIER Voluptuously shaped rose gold combines diamonds with an automatic movement; perfect for those who like their watches to have brains as well as beauty. £40,400, cartier.co.uk [2] WOLF WINDSOR DOUBLE WATCHWINDER Every watch collector should have one of these sleek beauties to keep their self-winding timepieces ticking along nicely. £428, wolf1834.co.uk [3] PATEK PHILIPPE 5960/1A An annualcalendar chronograph from Patek Philippe doesn’t get much finer – and it’s in highly collectible steel. £33,560, patek.com [4] BAUME & MERCIER CAPELAND SHELBY COBRA With its dashboard-inspired dial and Carroll Shelby’s Cobra logo counterbalancing the seconds hand, this is a must for any Sixties V8 enthusiast. £3,000 goldsmiths.co.uk [5] BESPOKE WATCH ROLL Luxury leather brand Ettinger has teamed up with east-London bespoke leather designer Mia Sabel to create this made-to-order storage unit for your most treasured timepieces. £420 (inc P&P), sabelsaddlery.co.uk

S E A S O N ’ S

G I F T I N G S

LIFE’S LITTLE LUXURIES They say that the best gifts are more opulent versions of those everyday things you wouldn’t necessarily buy for yourself. And whether it’s a camera or cognac, that is precisely what all these have in common.

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[1] HASSELBLAD STELLAR ZEBRA WOOD COMPACT CAMERA Go one better than your iPhone with this beautifully ergonomic pocket version of the fashion world’s favourite camera. £1,549, selfridges.com [2] THE ORGANIC PHARMACY GENE EXPRESSION LIFTING SERUM Who wouldn’t want the gift of flawless skin this Christmas? £190, theorganicpharmacy.com [3] CHANEL MISIA Named after Mademoiselle’s close friend and rumoured lover, this fragrance blends feminine florals with undertones of leather. £210, chanel.com [4] WILLIAM & SON BRUTON TRAVEL BAG As the name suggests, this is perfect for all your jet-setting essentials. £1,680, williamandson.com [5] TUMI LUKE ROLL-TOP LEATHER BACKPACK The ideal companion for braving the jungle, urban or otherwise. £645, uk.tumi.com [6] LOUIS XIII LE JEROBOAM COGNAC If you know someone who likes to live like a king, then this is the gift for them. £24,995, harrods.com [7] SIMON CARTER SADDLE SHOE Work the two-tone trend with these rather dapper ones and twos. £150, simoncarter.net [8] JESSICA MCCORMACK TATTOO DIAMOND RING The design may be inspired by Maori body art, but the execution is pure opulence, £30,000, jessicamccormack.com [9] MONTBLANC M FOUNTAIN PEN The clean crisp lines of Montblanc’s legendary pens take on a futuristic feel under the design auspices of Marc Newson. £385, montblanc.com [10] THEO FENNELL GARAGE DOOR CUFFLINKS These can be personalised to reveal whatever car you want. Pick one you own or opt for something you dream of. ca£8,250, theofennell.com

A U T O M O B I L I A

DOMESTIC GOD

TREAT YOURSELF

Style doesn’t have to stop with what’s in the garage – these discerning additions to your coffeetable or indeed coffee will immediately elevate your home life from pedestrian to perfection.

These are the ideal presents for the fellow petrolhead in your life. Or maybe as a little treat for yourself, once you’ve taken back those socks and spent your book tokens

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[2]

[1] [3]

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[1] THE WORLD ATLAS OF WINE, 7TH EDITION Written by notable wine connoisseurs Hugh Johnson and Jancis Robinson, this is the bible for those who like to imbibe and impress. £40, bookshop.blackwell.co.uk [2] TOM DIXON BREW CAFETIERE The king of copperware has created an entire range for aesthetically minded coffee lovers. £140, tomdixon.net [3] LABOUR AND WAIT JAPANESE APRON Add a bit of authenticity to your attempts at teppanyaki or keep your cords clean at the very least. £38, labourandwait.co.uk [4] SHINOLA CONTRAST DOG LEASH Shinola’s pet accessories have been designed by labrador-loving photographer Bruce Weber. £110, shinola.co.uk [5] VITRA TOOLBOX Bring a little mid-century modernity into your under-the-stairs cupboard, for far less than the price of an Eames chair. £28, hauslondon.com [6] ACQUA DI PARMA BENZOIN CANDLE Set in genuine Murano glass, this is the last word in heady, sumptuous room fragrance. £100, harrods.com

[1] RARE AUTOMOBILE POSTER Created for the 1959 24hr Le Mans by Michel Beligond, this is a car-centric addition to the house even your wife will love. And it pairs perfectly with the Baume & Mercier watch, as Carroll Shelby was victorious in the 1959 race. £2,500, historicart.net [2] HAYNES CLASSIC CUTAWAYS COLOURING BOOK Colouring-in isn’t just for kids anymore, as this tongue-in-cheek take on the classic repair manuals proves. Just make sure you stay in between the lines… £6.99, haynes.co.uk [3] ASSOULINE’S IMPOSSIBLE BOOK OF CARS From the 1909 Blitzen Benz to a 1996 McLaren F1 this is the definitive guide to the 100 most exceptional cars of the 20th century. £550, assouline.com

V I D E O

G A M E S

V I D E O

G A M E S

PETROL PIXELS

Bugatti’s latest concept – a virtual racer designed for Gran Turismo – unequivocally proves the importance of driving games, says Chris Hall, now that the teenagers of the Eighties and Nineties are grown up and running car companies

V I D E O

G A M E S

t the Frankfurt Motor Show earlier this year, Bugatti released the Vision GT; a fully bonkers racing concept that melds the Veyron’s basic architecture with some of the lines seen on the EB110 back in 1991. It’s a ferocious medley of splines, strakes and vents, and unlike most concept cars, is likely pointing towards an actual reality, with Veyron’s successor Chiron on the horizon. What’s interesting about the Vision GT is why it was built at all. A clue is in the project’s tagline,“This is for the fans”. The Vision GT is a car developed exclusively for Gran Turismo, the hyper-successful racing game series. Within minutes of its release, its target audience had seen it from every angle, inside and out, and even driven it on the world’s most iconic circuits, all from the comfort of their living rooms. The Bugatti Vision GT as seen at Frankfurt is the physical embodiment of a digital creation; or, to put it another way, a car created simultaneously in real-world and video game environments. Bugatti isn’t the first to go down this path. Citroën did it, in 2008, with an equally madcap GT design. Red Bull guru Adrian Newey bent his considerable prowess in 2010 to designing an ultimate race concept for Gran Turismo 5 – a car that would do 500kmph and pull 8G in the corners – and then got some guy called Sebastien Vettel to fine tune it on the simulator. Most recently, Aston Martin designed its very own downloadable concept car last year for Gran Turismo 6 – the super-slick, twin-turbo, mid-engined “DP-100” (see panel opposite). Nissan has gone one further still, running a driver recruitment programme through Gran Turismo. Elite players were plucked from sofas worldwide, given race training and entered into GT4, GT3 and LMP2 class races – and they picked up wins and podium finishes.

Nevertheless, the fact that the Vision GT is being talked of as the future direction for actual Bugatti models shows how far we’ve come. For 40 years, video games have created simulations of supercars; now, we’re making motorshow models of cars that only exist in any meaningful sense on televisions around the world. But where did we begin? Racing games have been around in some form almost as long as the medium itself. After all, the concept of “get from A to B quickest” is one of the simplest forms of competition. Released by Atari in 1974 ( just two years after Pong), Gran Trak 10 was the first racing game. A singleplayer arcade game, it pitted players against the clock as they steered a white blob of a car around a basic top-down circuit. It may not seem like much now, but it introduced the first steering wheel, gear stick and pedal controls for a game. It also lost close to half a million dollars through mismanagement, but that’s another story. The bug was out there, and from these inauspicious beginnings, man’s addiction to simulated speed took form. Night Driver (1976) was the first to approximate a first-person viewpoint, but the next big breakthrough came in 1982 with Pole Position. Created by the brains behind Pac Man, it cemented Panel of four, clockwise from top left: OutRun (1986), Need For Speed: High Stakes (1994), Ridge Racer (1994), and the original Gran Tourismo (1997). Bottom left: The 1:1 scale model of Aston Martin’s DP-100 virtual racer designed for Gran Turismo 6 on display at Goodwood Festival of Speed.

Below right: The creases, crimps and curves of Bugatti’s Vision GT make for a particularly sinister presence on the virtual track… and point towards the potential styling of next year’s real-life successor to the Veyron, the Chiron.

V I D E O

G A M E S

P OW E R . B E A U T Y. S O U L . G A S P S . ASTON MARTIN’S RECENT BID FOR GR AN TURISMO IMMORTALISATION RESULTED IN THE DP-100 – A TRULY AWESOME HYPERCAR THAT BROUGHT THE SCHOOLBOY OUT IN US ALL

s a British luxury supercar maker in the purest tradition of the form, Aston Martin might reasonably be expected to be more Shakespeare play than Playstation. But it showed faith in the Gran Turismo series from the very first game, providing game studio

Polyphony Digital with a cool DB7 race concept. Seventeen years later Aston returned for GT’s sixth franchise edition with the DP-100 Gran Turismo, a breathtakingly futuristic concept car that was six months in the planning. The “DP” stands for “design prototype”, and serves to emphasise that this won’t ever become a production model – not that you didn’t get that from the looks. Design director Marek Reichman (already responsible for the killer lines on DBS, Rapide, One-77 and Vulcan) held the reins, with vitally relevant input from right-hand man Miles Nurnburger, who before working for Aston spent time modelling cars for legendary late-Nineties game, Colin McRae Rally. As befits a car created for the constraint-free digital world, the DP-100 features all manner of gloriously conceptual, “what if?” tech and styling. There are flamboyant swan-wing doors, vented wheel arches and some frankly awesome wheels. The latter two are key parts of the car’s advanced active aero engineering, with retracting wheel blades that open and close to aid brake cooling and reduce drag respectively. The car’s also rather low-slung, with just 60mm clearance under that front grille. Even on more prosaic grounds, it explores unfamiliar territory for the brand, with its

For its launch at the 2014 Goodwood Festival of Speed, the DP-100 was created “IRL” (gamer-

mid-engined turbocharged layout. The hypothetical twin-turbo engine is based on Aston’s

speak for In Real Life), with fully functioning suspension and state of the art electronics. It

6-litre V12, and spits out 800bhp, putting Aston – in the virtual world at least – at the

benefitted from all the 3D-modelling a production car would receive, and the finished article

hypercar top table.

drew praise from Gran Turismo’s creative director Kazunori Yamauchi, who said: “When I first

But, coming as it does at the end of a chapter of Aston design (admittedly a stunning one), the DP-100 does contain details which will inform the company’s next generation of models – with the blade-shaped rear LED lights singled out by Reichman for future Astons.

came face-to-face with this car, I was at a loss for words seeing the level of perfection of its design. [It] was so detailed, it could be released on the market pretty much as is.” We can only hope.

V I D E O

G A M E S

SCREEN IDOLS THREE OF THE COOLEST CARS IN VIDEO GAMES

Out Run (1986) - Ferrari Testarossa Spider Regular DRIVE readers will remember from last issue that only one Ferrari Testarossa Spider was ever produced – as a gift for Fiat boss Gianni Agnelli. That car was produced in silver with a navy blue stripe and white interior;

F O R 40 Y E A R S, V I D E O G A M E S H AV E C R E AT E D S I M U L A T I O N S O F S U P E R C A R S . N O W, T H E F A C T T H A T THE VISION GT IS BEING TALKED OF AS THE FUTURE

anyone wanting to see one in Rosso Corsa had to play Out Run, where the signature wide, blocky taillights and quad exhausts lent themselves particularly well to depiction in one of the earliest third-person racers.

DIRECTION FOR ACTUAL BUGAT TI MODELS SHOWS HOW FAR WE’VE COME

Namco’s reputation in driving games for a generation. Widely acknowledged as the first racing game to feature any kind of artificial intelligence, it was also the first to simulate a real-world racetrack (Japan’s Fuji Speedway) and featured “realistic” advertising from Martini and Marlboro. The most successful arcade game in the USA in 1983, it was breathlessly reviewed as “the most exhilarating driving simulation game on the market”, with “beautiful graphics” that show “turning corners...in every graphic detail” – which, if nothing else, is a lesson to us all about the pace of change. But Pole Position’s success paved the way for a series of arcade classics, including 1986’s Out Run, which saw game studios beginning to simulate real world supercars (see boxout). By the end of the decade, Formula 1, Indy 500 and Le Mans races had been immortalised in pixels, as had icons of the age like the Porsche 911 Turbo, Lotus Esprit, Ferrari Testarossa and, er, monster trucks. As computing power rose, gaming entered the home in the Nineties with the mass adoption of the games console. The most significant racing title of the early Nineties, however, wasn’t a faithful simulation but a cartoon karting game that threw bananas at “serious” racers. Super Mario Kart on the SNES (1992) was a counterpoint to every “realistic” sim game (and a lot more fun than most of them), and a genuine masterpiece of gaming balance. It may not have offered petrolheads anything in the way of virtual rubber-burning but its influence can’t be overlooked. Arcade cabinets continued to develop. 1993’s Daytona USA had a wealth of track, difficulty and viewpoint options, as well as 8-player multiplayer – but their days at the front of the pack were over; perhaps best symbolised by Ridge Racer’s port over from arcade cabinet to Playstation in 1994. The modern era of driving games had begun. When Gran Turismo came out in 1997, it might not have been foreseeable that by 2015 car manufacturers would invest thousands in creating actual cars, throwing launches at global motor shows and putting the best gamers behind the wheel of genuine, metal-and-oil racers. But it birthed a setup that spoke to a question in the heart of motoring fans that is as old as cars themselves: What’s in your fantasy garage? What cars do you yearn for? By giving players the chance to collect and race an ever-growing catalogue of real cars (from 140 models in the first game, up to 1,200+ in GT6), the game allowed car fans to really nerd out over the world’s most exotic metal. Add in a ridiculously thorough approach to accuracy an d tens of millions of sales (a few thousand of which are inevitably future or current customers) and it’s no wonder the world’s biggest motor manufacturers have taken notice.

LA Noire (2011) - Phantom Corsair Nothing to do with street racing in the City of Angels, LA Noire saw the player solving hard-boiled detective plots as an LAPD officer. The game’s open-world format meant your gumshoe needed a vehicle to get around, with several period cars lovingly recreated. Best of the bunch is this 1938 stunner. The real car never made it past the prototype stage, as creator Rust Heinz died before he could put it into production. The 6m-long Corsair could seat six (with four in the front row!), used a 4.7-litre V8 and boasted two drinks cabinets, a dashboard altimeter and compass.

Gran Turismo 5 (2010) - Red Bull X2010 Designed by Red Bull’s technical chief Adrien Newey as the answer to the question, “How fast could a racecar be if all restrictions were lifted?”, the 545kg X2010 combined a 1,479bhp turbo engine with extreme aerodynamics (including a driver canopy and enclosed wheels) and a ground-effect fan to produce literally insane performance figures: a top speed of 310mph and theoretical limits of 8G through the corners. Driven on the simulator by Sebastian Vettel, it broke the track record at Suzuka by 20 seconds.

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E U R O P E A N

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T h es e p ag es o f D RIVE u s u al ly e s p o u s e t h e vir t u e s o f a s p o n t a n e o u s w e e k e n d d a s h f o r t h e B r i t i s h c o u n t r y s i d e. B u t w it h w in t e r u p o n u s, it ’s t im e t o s t a r t p la n n in g a d a s h f o r t h e Co n t i n en t , c o m e s p r i n g. T h e r e a r e s p e c t a c u la r d r ive r ’s r o a d s a p le n t y, if y o u k n o w wh er e t o l o ok – a n d t h e y ’r e n o t a ll t h e S t e lvio Pa s s

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European Epics

1 A T L A N T I C R O A D , N O R W A Y K R I S T I A N S U N D , V E V A N G ,

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63.0167° N

7.3545°E

t’s a long old haul to get there – about 29 hours not including rest stops – and the tarmac in question is a mere 12-minute blast, but boy oh boy is Norway’s Atlantic Road worth it. What’s more, another five hours south (what’s five hours when you’ve come this far?) is the Geiranger-Trollstigen mountain pass – a switchback-ridden road that could be described as the Norwegian Transfagarasan Highway. The two stretches thrillingly combine mountains, fjords, ocean and serpentine roads. Throw in some incongruously contemporary architecture along the way (see sidebar) and you have one of Europe’s most otherworldly driving experiences. If you’re desperate to put your own car through its paces, then the best way is to drive northeast from Calais’s Eurotunnel terminal and take the car ferry from Denmark’s Hertshals to Norway’s Larvik, heading northwards to Kristiansund via Lillehammer. Make sure your car is a capable, comfortable grand tourer, as this is at least two solid days’ driving. Alternatively fly into Ålesund from London Gatwick, or Kristiansund via Oslo, and rent a car (a decent car, mind). The Atlantic Road itself – or “Atlanterhavsveien” – winds its way through islands and scarries over the open ocean, forming a dramatic link between land, sea and sky by connecting the island community of Averøy with mainland Eide. From Kristiansund, the Atlantic Road is only a 30-minute drive through the Atlantic Ocean Tunnel. After passing the tunnel you cross the island of Averøy with Kvernes Stave Church, the very scenic west side of the island, and

the incredible coastline towards the weather-beaten, open bay of Hustadvika. Few places bring you closer to the ocean and let you feel part of it, curving sinuously from islet to islet over its seven bridges, across moorland to bare crags. At the end of the breakwater at Aksvågen you can feast your eyes on the view when the weather is good, and when storms roll in you can feel your body buffeted by the power of nature. Or come summer, simply rent one of the new cabins at Atlanterhavsveien Sjøstuer and wait for the Northern Lights to appear. For something a touch less elemental and more luxurious, continue driving further south from the Atlantic Road to the famous fjords, including the Geiranger Fjord and Hjørundfjorden. In this area you have several stunning hotels with excellent local food – including the modernist forest location for Alex Garland’s recent film Ex Machina, Juvet Landscape Hotel in Valldal (off the Geirangerfjord), plus the more traditionally appointed Hotel Union Øye (Hjørundfjorden). The “Geiranger-Trollstigen” tourist route is a drive that offers innumerable highlights, and the

eleven hairpin bends of Trollstigen as well as the view from Ørnesvingen down to the Geirangerfjord will set your pulse racing. Lush valleys, sheltered strawberry-growing areas, precipitous mountains and vantage points are all guaranteed to make you dizzy – if not from the heights, then from the sheer variety and scale of Norway’s landscape. nasjonaleturistveger.no juvet.com/no unionoye.no

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MAN + LANDSCAPE

SWENDEN

NORWAY

hrowen.co.uk/ AstonMartin

R O A D S

2023) perforated with some remarkably contemporary architecture that invites the traveller to explore the remotest, wildest parts. Steps cut into bare rock, bridges cross over cascading waterfalls and viewing platforms jut into thin air – such as the vertiginous viewing platform on the Geiranger-Trollstigen route.

KRISTIANSUND

BEST STRETCH Type “Atlantic Road” into Google Images, and the most striking photos will depict a particularly precariouslooking bridge, curving away from the tiny island of Grisen. When the weather’s feeling inclement, waves crash and spray consumes the road, while you sweep up and over with stomachchurning excitement.

ATLANTIC ROAD

DENMARK

E39

TAJFORD

650

JULIET LANDSCAPE HOTEL

GERMANY

It’s a long way to the Atlantic Coast of Norway (some 29 hours with a prevailing wind, not including rest stops) so this epic road trip calls for a fairly epic grand tourer. Given that Aston Martin has dubbed its Vanquish as a “Super Grand Tourer”, this V12 monster will do the job better than most–pure comfort and practicality combined with torrents of

power a mere toe-curl away, in other words. Harnessing its 568bhp of power and 201mph top speed is the Touchtronic III ZF transmission, whose eight gears are produced by four gear sets and five shift elements – always operating at their optimum level for exceptional shift quality (in just 130ms) and even faster acceleration.

NETHERLANDS

WHICH CAR? Aston Martin Vanquish S

What’s special about driving in Norway is that in fact people live just about everywhere – even on the narrowest mountain ledge or smallest crag there will be a house. In keeping with this, 18 National Tourist Routes are being developed along Norway’s coast (completion

E P I C S

The modernist forest location for Alex Garland’s recent film Ex Machina, Juvet Landscape Hotel in Valldal (off the Geirangerfjord),

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D559 > D6007 > M2565

07°23 30 E

SAINTE-MAXIME

n stark contrast to the raw, coastal elements of Norway’s Atlantic Road, we have Col de Turini – pretty much your quintessential, sweeping South of France glamour cruise. Or, applying a little less ooh-la-la and a touch more sacre bleu, one of Europe’s lesser-known destinations for putting pedal to metal. Begin your journey in St Tropez (where else?) waking up in the lush, landscaped gardens of the Muse Hotel. Hop in the car and head to the private beach belonging to Le Club 55 to work on your tan before slinking up to a table in the restaurant itself for a leisurely Mediterranean lunch (the artichoke with aioli is perfect for sharing). Back on the road, you’ll curve round adjacent to the coast before entering serene Port Grimaud. The tranquil town’s Venetian-inspired canals and fisherman-style houses created by architect Francois Spoerry are worth stopping for. Your journey carries along the Cote d’Azur coast road, through Sainte-Maxime, before taking a turn off the D559 and up the D8 road where you begin the scenic climb to Fréjus. Stop at Restaurant L’Orlando in the port to indulge in a traditional Marseille bouillabaisse; a stew of fresh shellfish and saffron, mopped up with crusty baguette. If you have time for a detour, swing by the futuristic architectural marvel “Palais Bulles”, created

PORT GRIMAUD

FRÉJUS

43°58 40 N

> M70 > D2566

D559

SAINT TROPEZ

The Muse Hotel

Pierre Cardin's iconic Palais Bulles

E U R O P E A N

BEST STRETCH Vallon de la Gourra The Vallon de la Gourra near Moulinet is the most exciting section of road through the Col de Turini, its switchbacks cut into some seriously dizzy

WHICH CAR? Ferrari F12 Berlinetta The most sophisticated front-engined V12 from the Prancing Horse yet, the feather weight and lightning-fast throttle response of this aluminium-chassis coupé allows for easy acceleration and handling, so every hairpin turn and metre climb of the Col de Turini is felt and cherished. The delicate drive shaft delivers torque at 509lb per foot at 6000rpm while gliding gracefully from 0 to 62mph in 3.1 seconds and achieving a top speed of 211mph, leaving behind a red blur and red-hot tarmac.

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slopes. It'll take a sharp mind and even sharper driving skills to rinse the best out of any Ferrari here, but whatever you drive will feel genuinely epic with these views and demanding tarmac.

COL DE TURINI

club55.fr lorlando.com labrouettedegrandmere.fr museepicassoparis.fr hotelhermitagemontecarlo.com M70 BEST STRETCH

M2565

D6007

NICE

CAP ANTIBES

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ST-LAURENT-DU- VAR

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MONTE CARLO

by iconic French designer Pierre Cardin. Otherwise, the coast road continues along towards star-studded Cannes, a buzzy resort that enjoys a surprisingly villagey feel outside of FIlm Festival season. To experience the city like a native, cruise past the designer shops on the seafront then head a minute or two into the town for time-honoured home-style dishes at La Brouette de Grand Mère. Nestled between Cannes and Nice sits the town of Antibes on the eastern neck of La Garoupe. If you’re feeling road weary, head for some R and R at Hotel du Cap-Eden-Roc at Cap D’Antibes. Make sure to visit the Musée Picasso too in the

old Grimaldi Palace where some of Picasso’s major works are exhibited alongside other locally based internationally renowned contemporary artists. If you’re feeling peckish the biggest market in Provence, is a stone’s throw from the museum and is perfect to pick up some local saucisson to snack on. A sharp left turn after Antibes towards the StLaurent-du-Var introduces the highlight of the route. The elegant, winding stripe of tarmac known as the Col de Turini dominates the landscape, demanding all your attention and all the power of our recommended ride – the Ferrari F12. The road may seem like it leads nowhere but the thought of

a destination is insignificant with some of the most breathtaking views in the country. Located in the Alps with an elevation of more than 1,000m, Turini is one of the most distinguished roads in the world and regularly features in the annual Monte Carlo rally. Soon after leaving Col de Turini, the road begins to wind back down to the coast for a final stop in Monte Carlo. Toast to the drive of a lifetime with cocktails on the rooftop bar of the Hôtel Hermitage overlooking the marina. And if you’re feeling lucky, finish the evening by rolling the dice at Belle Epoch gem, Casino Monte Carlo. Good luck!

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G R I P S

No matter how formidable the engine or chassis, your car’s performance is only as good as a few square inches of rubber connecting it to the road – which, as George Chapman explains, must be a lot more than just “rubber” for today’s supercar

reaching about a car’s power output and performance figures is all very well, but as any discerning petrolhead will tell you, the ability to transmit power to the road, track or indeed trail is what really counts. Even supercars fitted with the very widest and most advanced rubber available benefit only from just a few square inches of actual contact. Of course, variables such as tyre pressures, road surface, temperature and weather conditions also play a huge part. The famous Pirelli slogan, “Power is nothing without control”, is far more accurate than you might believe. As manufacturers continue to produce cars with more brake horsepower and torque, leading tyre manufacturers such as Pirelli, Michelin, Bridgestone and Continental are under increasing pressure to develop tyres capable of providing traction within ever more stringent safety margins. Often closely guarded secrets, the make-up of modern day supercar tyres is highly complex, comprising of more than 200 different raw materials including steel, nylon, carbon black and silica. Soft ‘sticky’ tyres are well suited for the track, but for the road, a more robust multi-purpose compound is needed.

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Left: A Bugatti testing session with Michelin, who purposemake a bespoke tyre capable of translating the Veyron’s mighty performance to the road. Below: The world’s first purpose-built low-profile supercar tyre, Pirelli’s P7. Bottom: The Ferrari F40 of 1987 was factory-fitted with Pirelli’s groundbreaking ultra-low-profile P Zero.

OF TEN CLOSELY GUARDED SECRETS, THE MAKE-UP OF MODERN DAY SUPERCAR TYRES IS HIGHLY COMPLEX, COMPRISING OF MORE T H A N 200 D I F F E R E N T R AW M AT E R I A L S I N C LU D I N G S T E E L, N Y LO N, CARBON BLACK AND SILICA

The typical radial road tyre consists of approximately nine or ten parts. Beginning with an air-tight inner skin of synthetic rubber (as opposed to an inner tube) a carcass of textile fibre cords determine the strength of the tyre and help it resist pressure – for a very high performance tyre these can number more than 1,500. Two wire beads per tyre grip tightly on the edge of the rim, maintaining an air-tight seal and loads as high as 4,000lbs. The sidewalls, which protect the rim from kerbs, also provide a surface on which the tyre’s specification and branding is printed. Above the carcass ply, two further ply layers (containing nylon and steel cords) help prevent the tyre from deforming at high speed, whilst also remaining flexible to cope with deformation caused by uneven surfaces. Finally, the crown plies or belts provide a rigid base onto which the tread compound is attached. Widely regarded as the first “supercar tyre”, Italian brand Pirelli launched the P7 in 1975 – also the world’s first road-going low-profile tyre (“profile” is a measurement of the sidewall expressed as a percentage of the tyre’s width). Receiving widespread critical acclaim, the P7’s distinctive asymmetrical pattern was fitted to cars such as the first Porsche 911 Turbo, a car well known for its on-off boost and not suffering fools or inexperienced drivers gladly.

By 1987, Pirelli, fast becoming the global leader in high-performance rubber, had launched its groundbreaking P Zero range. The first “ultra low-profile” tyre, the P Zero was fitted to the iconic Ferrari F40 – the first 200mph production car. According to road tests of the period, the F40’s factory-fitted P Zeros provided drivers with grip and feedback levels on a par with racing tyres, but without the need for pre-warming. Today’s supercar tyres raise the game even further. The current world’s-fastest-production car, the Bugatti Veyron Super Sport is fitted with a set of very special Michelin Pilot Sport PAX run-flats. Developed specifically for Bugatti’s hypercar and measuring 9.5 inches wide at the front and 14.4 inches at the rear (245mm and 365mm respectively; the widest ever fitted to a production car), these highly advanced tyres play a vital role in the Super Sport’s ability to cover the 0–62mph sprint in just 2.5 seconds, produce 1.4g of lateral acceleration and remain stable at speeds in excess of 250mph. They’re pressure monitored automatically and can run flat quite safely for approximately 125 miles at speeds of up to 50mph. This run-flat ability cleverly eliminates the need for a bulky spare. But the main disadvantage, and part reason for the Veyron range’s substantial

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Right: Bentley’s new Bentayga, presenting the new challenge of a 200mph car that can go offroad. Below: The Lamborghini LM002 of ‘86, fitted with Pirelli Scorpion Run Flat.

million-euro price tag, is the cost – at approximately £25,000 for a replacement set. But just when tyre manufacturers thought things couldn’t get more extreme than the Veyron, along comes the current era’s new performance niche: the super-SUV. Models such as Bentley’s hugely impressive, 600bhp Bentayga has provided tyre companies with the fresh challenge of developing tyres that can safely approach 200mph on tarmac, but also find grip on steep or muddy off-road surfaces. In fact, the Bentayga’s potential

maximum speed far outstrips the capability of its tyres, and as a result, the car’s top speed was limited by Bentley’s engineers to ‘only’ 187mph during development – an almost identical ceiling to that of Ferrari’s 288 GTO supercar from 1984! The largest factory-fitted Pirellis available on Bentley’s luxury SUV measure 285/40 ZR22, a measurement totally unheard of in 1984, unless perhaps you were the owner of Lamborghini’s wild LM002… For the LM002 of 1986, also known as the “Rambo Lambo”, Lamborghini was forced to commission Pirelli to produce a set of tyres that could withstand the car’s weight, power output and off-road, 4x4 credentials. Hugely expensive and featuring early run-flat technology borrowed from the military, the massive 345/60 R17s ‘Scorpions’ are some of the most extreme and rare supercar tyres ever made. The team developing Lamborghini’s Urus SUV, due to arrive in 2018, will undoubtedly be knocking on Pirelli’s door once again. Be mindful when enjoying your next crosscountry blast – either on- or off-road. Spend a moment to consider the huge forces at play and remember just what your pride and joy’s tyres are being asked to do. It’s a foolish driver that scrimps on tyres – those few square inches really do make all the difference.

DID YOU KNOW..?

T H E WO R L D S L A R G E S T T Y R E M A N U FA C T U R E R I S ... ...Lego. In 2011, DRIVE’s favourite toymaker (see page 25) rolled out a whopping 381 million miniature tyres putting the Lego Group’s output at twice that of th e next largest producer in the world, Bridgestone with 190 million tyres in 2011. Produced since 1962 when Lego introduced “Set No. 400” – a wheel and axle set that sold 820,000 units – almost half of all Lego sets produced today include tyres.

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IMAGES : DEAN SMITH

ROLLS OUT THE BARREL Every third Thursday of every November, the terribly British institution of “bringing back the Beaujolais” kicks off – so we decided to do it as Britishly as possible; in a Rolls-Royce Wraith

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Illustration: Averil Sinnott

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t’s 9.30pm on Wednesday 18th November and our serene Rolls-Royce Wraith bumps up over a kerb beside an archway that leads through to a tiny car repair shop. It eases to a stop under an evocative crimson sign marked “Carrossiere Reparateur” illustrated with the yellow stencil outline of an old horse drawn carriage. The streets of Beaujeu are packed with cars strewn haphazardly, filling every space, kerb, driveway and probably a few gardens. When I swing open the Wraith’s elegant coach door the noise of slurred singing, the distant echoes and thumps of music and the smell of hot crèpes and barbequed meat tempers the shock of the bitter cold air. Two hours from now this season’s Beaujolais Nouveau will be released and it seems everyone is making sure last year’s stock is cleared-out in some style. We’ve got some catching up to do… You’ll have probably heard of Beaujolais Nouveau day, marked on the third Thursday of November each year, a matter of weeks after the Gamay grapes are picked from the hillsides of the region. You may have heard of the Beaujolais Run, too. The event grew from a private race between Sunday Times columnist, restaurateur and wine distributor Joseph Berkmann and Clement Freud, MP and wine columnist for The Sun. The contest, essentially a race to get the first Beaujolais Nouveau back to London, was run between these two friends in 1970 and ’71 and their respective columns sparked a growing interest. In ’72 Alan Hall, another Sunday Times contributor, offered the reward of a bottle of champagne for the first person to “Bring Back the Beaujolais” to his desk in Fleet Street. A phenomena was born. The record is held to this day by a Ferr… Actually no, the RAF put the record out of reach by delivering a bottle of Nouveau by Harrier jump jet. The “race” is no more, of course. However, the official Beaujolais Run lives on and has become a slickly organised five-day event that starts at the RAC Club in Epsom, Surrey and meanders down to the Beaujolais villages via a whole host of trials, checkpoints and lovely hotels before heading home with bottles chinking gently

in all manner of modern and classic performance cars. It’s a great event and raises money for the Air Ambulance service through the Henry Surtees Foundation. However, DRIVE’s own little Beaujolais adventure is entirely independent and absolutely authentic. We want to see how the locals celebrate Nouveau day, soak up the atmosphere, show our solidarity with the French people after the still-fresh events of Paris, and buy a case or two of the 2015 release, of course. It’s also a convenient excuse to stride across the continent in the deliciously sumptuous Rolls-Royce Wraith. Beaujeu really is rocking, and slumping, and tripping over and very obviously having a seriously good time. I have to admit I wondered if Beaujolais Nouveau day was a lot of fuss about nothing and an excuse for us Brits to seek a bit of road trip therapy and pick up lots of cheap plonk. I’m okay with that, of course, but to see just how important this day is to the local community is a fantastic surprise. They’ll be no rushing back to London for us, either. Tonight we’ll get lost in the celebrations, tomorrow we’ll wend our way to Vaux to visit a celebrated “Cave” and pick up a case (or two) of wine, and then amble back to London under the warm glow of the Wraith’s twinkling Starlight headlining.

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ROLLS-ROYCE WRAITH Price

£255,365 (EXC. LOCAL TAXES)

Engine

6.6-LITRE TWIN TURBO-CHARGED V12

Power/Torque

624BHP / 800NM

Transmission

8-SPEED AUTOMATIC ZF SATELLITE AIDED TRANSMISSION

0-60mph

4.4 SECONDS

Top speed

155MPH (GOVERNED)

Economy

20.2MPG (COMBINED)

Options fitted to model shown: Two tone Midnight Sapphire with silver upper, 21” Seven spoke alloy wheels, Head Up display, Night Vision, Starlight Headliner, Camera System – Rear, Side & Top View.

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A L L 1,500 P E O P L E A R E LOV I N G E V E RY S I N G L E S E C O N D. C L A P P I N G, CHEERING, DANCING, HOOTING WITH LAUGHTER. IT’S JOYOUS YET UNSET TLING ALL AT THE SAME TIME TO A SMALL GROUP OF BRITS WHO’VE ONLY BENEFIT TED FROM ONE SMALL GLASS OF WINE

As we leave the Wraith and walk towards the noise slowly bouncing along the narrow streets and up towards our space on the edges of the old town centre, it’s safe to say we feel very, very English. Everyone is clutching a wine glass, each little group of friends is leaning against each other in order to stay vaguely upright as they stroll along, laughing and singing before disappearing down another little lane. Beaujeu is the capital of the Beaujolais region and the “Sarmentelles” festival is the biggest of the celebrations that run pretty much for the whole of this week every year around these parts. Just outside Beaujeu’s Hotel de Ville there’s a large sound stage for the entertainment that will start just after the first barrel of new Beaujolais is broken open at 00:01 hours. Before that we’re heading to the Grand Dinner, a 1,500-strong feast of food, wine (lots of wine) and, as it turns out, surreal entertainment. Imagine turning up to a particularly boozy wedding at 10pm, then add in a local celebrity singer running through his repertoire of hits including Louis Armstrong’s A Wonderful World mixed in with obscure ’80s French soft rock music, stilt walkers wearing neon suits and an act described as, I kid you not, “Chris and Rick with more than 40 animals”. More bizarre still is that to a man and woman, young and old, all 1,500 people are loving every single second. Clapping, cheering, dancing, hooting with laughter. It’s joyous yet unsettling all at the same time to a small group of Brits who’ve only benefitted from one small glass of wine. “Andouillette anyone?”

Soon the awkwardness fades and something akin to genuine inspiration takes it place. The Grand Dinner ends with a procession under a laser canopy, clouds formed overhead in the greeny light tunnel by a single smoke machine that seems to have an endless reach… Each person holds a burning lantern and the flames slowly edge along the Rue de Général LeClerc until it’s full of people and fire and excitement. More bizarre entertainment awaits at the centrepiece near the Hotel du Ville, but it falls silent for a minute to mark those lost in Paris and then the crowd, unbowed by the atrocities, burst defiantly into a ramshackle but wonderful rendition of La Marseillaise. The barrel is cracked open at one minute past midnight and the energy of the celebration is renewed. Suddenly it feels like a real privilege to be here. I’m afraid we snuck away early from Beaujeu. Partly because it felt like we’d witnessed the night’s defining moment and partly because we’ve got an appointment with a case of Beaujolais in the small and beautiful village of Vaux today. Yannick de Vermont is celebrating his first Beaujolais Nouveau since taking over his family winery, a legacy that stretches back six generations in an extraordinary Cave that’s a patchwork of 12th and 16th century buildings. We’re told if we want to try the best Nouveau we need to see Yannick. And of course we’d like to explore the local area by Wraith. Those 600 miles yesterday only gave hints of this car’s depth of ability.

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The roads that climb and fall over this unique terrain are invariably narrow and the rare flowing sections are frequently punctuated by series of tightly stacked hairpins. In other words they are absolutely not suited to the Wraith. Or so you might think. Yet as my artistic passengers discuss light and composition I combat the desire to fall asleep (only joking guys!) by gradually asking more and more of the car’s turbine-smooth 6.6-litre twin-turbocharged V12. Suddenly the Wraith feel more like a force of nature than a motor car… It produces an astonishing 624bhp and 590lb/ft and the 8-speed automatic gearbox ensures you get access to every bit of it whenever you so desire. The delivery is suitably smooth and unruffled but there’s just a hint of its teeth if you use all of the available revs, the V12’s note hardening to a tight, distant howl. The chassis stands up to this wave of power with real composure, subtlety and poise. The steering wheel is big and there are no gearshift paddles to exercise, so you sense the Wraith isn’t keen on being hustled too hard. However, the light, accurate steering response is actually full of feel and lends the car a sense of agility that belies the sheer scale it’s built on. It’s genuinely impressive and really good fun. And, of course, as soon as you throttle back, all the Wraith’s athletic tautness melts away to a loose-limbed suppleness that is utterly imperious and amazingly relaxing. It is a fine way to travel, that’s for sure.

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TASTING NOTES Beaujolais Nouveau is made from the Gamay noir à Jus blanc grape, better known simply as Gamay. The grapes must come from the Beaujolais appellation region, with those of the 10 “cru” appellations excluded. The result is a purple-pink wine reflecting its youth, bottled only 6-8 weeks after harvest. The method of production means that there is very little tannin, and the wine can be dominated by such fruity ester flavours as banana, grape, strawberry, fig and pear drop. It is, of course, intended for immediate drinking, recommended to be slightly chilled to 13°C (55°F). While some nouveau can be kept for a few years, there’s no real reason to, as it doesn’t improve with age. Just leave all pretension aside and enjoy!

T H E W R A I T H’S L I G H T, A C C U R AT E S T E E R I N G R E S P O N S E IS ACTUALLY FULL OF FEEL AND LENDS THE CAR A SENSE OF AGILITY THAT BELIES THE SHEER SCALE T H I S V12 B E H E M OT H I S B U I LT O N

It’s mid-afternoon by the time we arrive at Yannick’s place and we’re greeted by his cousin Seb. Wine is in the blood around here (and I don’t just mean the after-effects of last night) and Seb passes on his passion through wine tours all over France. He talks about the unique “terroir” on the surrounding appellation, the age of the vines and how Yannick is using some of the older stock traditionally utilised for the Reserve for the Nouveau to lend it more depth, how 2015 is the best year since 1976 due to the high sugar (and hence alcohol) content. What’s fascinating is that it won’t be a great year in terms of yield and profit but the small, intensely flavoured Gamay grapes have created a fantastic wine of which the family are very proud. The profit is almost by-the-by. Beaujolais Nouveau might be out of fashion since the boom time of the 1980s but around here it’s still something to savour and celebrate. I limit myself to a mere sip and thoughts of a full glass in London mean a hasty adieu to our new friends and the Wraith soon pointing north-west towards Calais, the Channel Tunnel and the peaceful sanctity of Rolls-Royce Motor Cars London on Berkeley Square. It’s dark and the rain comes in great sheets as we pass Mâcon aiming for Dijon and beyond, but the Wraith rolls on and on, silent, stable, effortless and lavishly comfortable. The miles slip away quickly but these days that hardly seems to matter. Records be damned, I say. The run to Bring Back the Beaujolais should be about meeting new friends, enjoying the incredible enthusiasm and pride of the people in this gorgeous region and arriving home fresh, happy not to mention well stocked with stories and the perfect, easy-going wine to share them over with old friends.

YOU DRIVE THE ROUTE Beaujeu is around 450-miles from Calais, just south-west of the town of Mâcon. Stick to the Autoroutes and Péages and it’s an easy journey, although it’ll cost around €55 in tolls. However, we’d suggest you head onto France’s expansive N roads and savour the journey rather than rush to the destination. Why not pop into Paris for an overnight stop first? And don’t forget to stop off in Reims to see the old GP circuit pits, easily found on the main road to Gueux (pictured above). To the west of Dijon the Resistance Museum within the Morvan National Park is well worth a visit, too. Don’t tell the locals but a quick stop in the neighbouring Burgundy region for a case to sit alongside the Beaujolais Nouveau is highly recommended, too.

For more information on the official Beaujolais Run go to beaujolaisrun.com To learn more about Les Sarmentelles in Beaujeu go to sarmentelles.com

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21/02/13 12:39

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MR XX Ferrari’s suitably suave Senior Vice-President, Commercial and Marketing, Enrico Galliera reveals what it takes to join the car world’s most exclusive club – and the extraordinary car that comes with it

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Facing page from top: The Ferrari 599XX, FXX K and FXX strut their stuff up the hill at Goodwood during this year’s Festival of Speed. Above: Ferrari’s Senior Vice-President, Commercial and Marketing, Enrico Galliera, explains the XX programmes to Goodwood television.

by its conventional V12 engine and 190cv by its electric motor) and ou might think that making the waiting list for the F12tdf was maximum torque in excess of 900Nm. Even Sebastian Vettel himself was hard enough (only 799 being made – all pre-sold) but Ferrari’s heard to exclaim, “Mamma mia!” following his first time behind the wheel. new mega-machine, which Matt Prior takes to task from page 35, “Road cars have homologation concerns, race cars is positively mass-market compared to the have rules,” says Enrico Galliera – a man who’s every toppest tier of Ferrari’s top-tier customer inch as cool and collected as you’d expect Ferrari’s driving programme, dubbed Corse Clienti. “O U R C L I E N TS H AV E T H E I R Senior Vice-President, Commercial and Marketing No, if you want to talk “exclusive”, try getting SHAKEDOWN ON FIORANO to be. “But these XX cars have no barriers. We test on into the appropriately named “XX” gang. Actually, WITH OUR TEST DRIVER. IN them what we can’t on road or race cars. Customers you can’t by conventional methods (save for one THE MIDDLE OF THE TRACK tell us if technology is interesting or not, then we see particular dodge, revealed later on) because you have if it’s suitable to develop further for the road cars.” to buy a Ferrari FXX K – and only 40 are being made IS ENZO FERRARI’S OLD While there will only be 40 FXX K track cars, in Maranello, they cost €2.5 million and, yes, they’re all H O U S E , W H E R E T H E Y S L E E P… this is in fact up on the programme’s previous pre-sold. Which, for a car you can’t drive even on the IF YOU LOVE CARS, IT’S THE generations, which started with 30 each of the road, or go racing with, is extraordinary. MAXIMUM YOU CAN DREAM” Enzo-based FXX of 2005 and the 599XXs of 2009, The fruit of a symbiotic partnership between which evolved from the 599 GTB Fiorano. Many Ferrari’s GT and GES racing divisions, the FXX K scoffed at the prospect of paying £1 million for a arrives two years after the launch of the Prancing car they can’t drive on the road or race, but look at the programme now: Horse’s most powerful-ever road car, LaFerrari, guaranteeing an twice the price to enter, and in accordance with Enzo Ferrari’s cardinal unprecedented evolution of the hybrid hypercar. The numbers speak for policy, entertaining a demand that far outstrips supply. themselves: total power output of 1,021bhp (or 1050cv, with 860cv delivered

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From the competitive part of Ferrari’s Corse Clienti programme, the track-only 458 Challenge charges up the Goodwood hill this summer, raced by customers all over the world in the Ferrari Challenge.

“You have to have a long history with us,” Galliera says of his entry policy, without the pressure of competition. For Ferrari, however, there is a “money is not enough. And you have to be in a way already part of the benign ulterior motive: it serves as a proving ground for new technology, programme – either XX or the wider Corse Clienti racing programme – with the customers enjoying the honour of being ersatz test pilots. so that we know that they will not buy the car just to collect it.” “Indeed, most customers are very critical,” says Galliera, “and some For their money, clients get to attend seven are really as fast as our official drivers, so their driving events at circuits around the world over a comments are very to the point. So we always listen. two-year period. In between events, Ferrari will store “For example, the 599XX was the starting point “R OA D C A R S H AV E the car for you to ensure it’s in tip-top shape before for the 599 GTO, with many of the active-aero HOMOLOGATION CONCERNS, shipping it to the next event. But if you can’t wait for solutions identified through client testing going R A C E C A R S H AV E R U L E S. B U T that, Ferrari will organise a special event for you. on that car.” And as for the trickle-down from the In our minds, though, it’s the very first handFXX K? Road-car hybrid systems? “We’ll test the T H E S E X X C A R S H AV E N O over that seems the most special. hybrid system first on the XX. We’re still working BARRIERS. WE TEST ON THEM “When we deliver this car, clients come to on it. It really is a laboratory.” WHAT WE CAN’T ON ROAD OR Fiorano,” says Galliera, of Ferrari’s legendary test For now, this dream club may seem exactly that: RACE CARS” circuit, next to the factory. “We have our test driver a dream. But for those who missed the boat on the teach them how to drive and we have the shakedown FXX K, there is a back door, which Galliera is all too on Fiorano. In the middle of the track is the old happy to reveal: “Try and buy one of the 599XXs, house of Enzo Ferrari, where they can sleep, as it’s been refurbished because so many of the guys that are buying the FXX K also own a 599XX. as a guest house. So it really is an experience. If you love cars, it’s the So if one customer is interested, we try to put them in contact.” maximum you can dream.” If you have the means, it certainly seems to be worth a shot, Ultimately, what XX provides is the ultimate track-day experience doesn’t it?

T H E B E A U T Y I S I N E V E RY D E TA I L

This is The Ritz 150 Piccadilly, London W1J 9BR +44 (0) 20 7493 8181 | enquire@theritzlondon.com | www.theritzlondon.com

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06/11/2015 16:17

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Main image and below left: Occupying a former printerâ&#x20AC;&#x2122;s warehouse dating from 1903, which once produced the labels for Marmite, Claphamâ&#x20AC;&#x2122;s Printworks is a wonderful new opportunity for buy-to-let investors. Below right: 58-70 York Road in Battersea, proving the regeneration or a formerly downtrodden area.

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BET ON BUY TO LET With the rise in stamp duty imminent, how best to invest in London property and actually see a healthy return? Here, United Kingdom Sotheby’s International Realty’s managing director Michelle van Vuuren reveals some cleverer-than-ever buys where you’d least expect them

hen it comes to property in London, what Michelle van Vuuren doesn’t know probably isn’t worth knowing at all. 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 perenially 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 found itself at the epicentre of current debate on London’s market. Indeed, van Vuuren is particularly percipient when it comes to these “debates”, and following on from last issue’s conversation regarding the ongoing shift in urban lifestyles towards the Hong Kong model of fully serviced, high-rise “hotel” living, we were lucky enough to find another half an hour and discuss the sharper end of the London property scene – investment and buy to let. DRIVE: Why is property investment in the capital such a hot topic right now? Michelle van Vuuren: According to the Greater London Authority (GLA), we need to deliver 55,000 new homes each year to meet basic supply and demand levels. A particular trigger for this is the projected population growth of London over the coming 20 years. So, in order to facilitate this level of home building, the GLA has identified key areas for so-called “densification”. These

include Wembley Park, Nine Elms in Battersea, Stratford and Croydon. DRIVE: All areas that seem to be booming. Aren’t the GLA’s goals being met? MVV: At best, despite the perception of this housingconstruction “boom”, the industry is currently only building about 27,000 homes per year. Furthermore, this is complicated by the fact that, out of the homes under construction, there’s distinct oversupply in the £1 million-plus mark and undersupply of sub-£1 million properties. This is ostensibly creating a housing shortage in the fertile mid-market. Not to mention causing a negative impact to the market, because those looking to invest in £1 million-plus property tend to be less committal in their purchases. Add to this the burden of current mortgage lending requiring 20–30% deposits, home ownership for the local Londoner is becoming increasingly difficult. Recent stats state that the age of the average first-time homeowner is like to be closer to 38 now. DRIVE: Not so good for those trying to get on the ladder, then. But surely property investors and the rental market are benefitting nicely? MVV: Well, yes and no. As many foreign investors have rushed into this sub-prime market, there has been an increase in rental properties available – a clear necessity, as home ownership is on the decrease. However, the new stamp duty announced by George Osborne in November is due to be implemented and

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York Road in Battersea exhibits clean, modern architecure that doesn’t impinge on the local landscape.

“ B AT T E R S E A , C R OY D O N A N D S T R AT F O R D H AV E S E E N A D R A M AT I C I N C R E A S E I N P O P U L A R I T Y, A S W E L L A S E M E R G I N G A R E A S S U C H A S W O O LW I C H T H A N K S T O C R O S S R A I L . A L L C L E V E R B U Y -T O - L E T O P T I O N S T H A T ’ L L S E E A N I N S T A N T RETURN ON YOUR INVESTMENT”

will have a fundamental impact on buy-to-let and second-home purchases. The new 3% additional tax means that irrespective of the value of the property they will be even more expensive. And inevitably, this will be passed on the tenant. DRIVE: So it’s becoming prohibitively expensive to rent as well as purchase in London? MVV: Indeed. The stranglehold becomes when people are neither able to afford to own nor afford to rent – and this is an increasingly likely risk. DRIVE: So how can investors still capitalise on the rental market without pricing themselves out of it? MVV: Simple: by purchasing homes at accessible pricepoints. DRIVE: In London? MVV: Absolutely. In terms of affordability, areas such as Battersea, Croydon and Stratford have seen a dramatic increase in popularity. Also new emerging areas such as Woolwich are developing thanks to Crossrail. These are particularly clever buyto-let options right now, with good likelihood of a healthy return on your investment. DRIVE: But given the rather “frontier” nature of these areas, how’s best to guarantee you’re making the right decision? MVV: There are a few key questions to consider when investing in a property. Primarily, is the developer reputable and do they have a track record of quality delivery? Also, in turn, is their main contractor reputable and will the project run (at least) reasonably close to the construction programme? (Obviously purchasing through United Kingdom Sotheby’s International Realty will render these concerns moot!) Another thing to bear

in mind is what amenities are included in the new development and at what cost? Remember, all amenities result in an increase in service charge. This service charge is applied on a per-squarefoot basis and is over and above council tax and ground rent – all costs that will need to be passed on to your tenants, potentially undermining your investment’s rentability. DRIVE: So, come on then; what are your hot tips, property wise? MVV: There’s a wonderful development in Croydon called Impact House due for completion in 2017 – originally built as offices but now re-purposed as luxury apartments with top amenities, as well as transport links of course – despite being southernmost London, the train and tram connections to the capital are second to none (less than 15 minutes to Victoria or London Bridge). Or completing May 2017 is 58–70 York Road in Battersea – a new five-storey, 39-unit development on the site of the old “Battersea Bar” public house which will bring a fresh, open response to apartment living. The perfect antidote to highdensity schemes yet benefitting from significant infrastructure improvements brought by the Power Station’s redevelopment. Or, closer to the action, Clapham, SW9 still has affordable investment opportunity in the shape of Printworks – a beautiful Edwardian warehouse, transformed into luxury “artisan” residences. For more information on residential property in London, please log on to sothebysrealty.co.uk or contact Michelle van Vuuren or Rebecca Jaques on +44 (0)20 7495 9580 or michelle.vanvuuren@sothebysrealty.co.uk or rebecca.jaques@sothebysrealty.co.uk

Curzon Square, Mayfair Conveniently located in the heart of Mayfair, Curzon Square is moments away from Berkeley Square, Hyde Park and St James Park, and within walking distance of Green Park and Piccadilly tube stations. Situated across two floors, this Grade II listed property offers two en-suite bedrooms. Generous living space includes a reception room and a spectacular drawing room which features the original detailing and impressive high ceilings. Full height sash windows promote an abundance of natural light whilst an ornamental balcony offers access to the communal landscaped garden. Further benefits include air conditioning, a 24 hour porter service and a secure underground car park space.

Price: ÂŁ4,500,000

T | 0207 495 9580 E | london@sothebysrealty.co.uk sothebysrealty.co.uk

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A Jaguar XKSS displayed in the study of Park Lodge in Ennismore Street, Knightsbridge (londoncapitalcorp.com).

GOING UNDERGROUND While the mews of Mayfair echo with the din of basement conversions, mo re and more newbuilds are getting a rather more high-octane treatment, says Jonathan Bell

espite its frustrations, London is still car-lover’s city, a place where priceless classics grind along in traffic alongside ultra-rare supercars. It’s all very well owning the latest and greatest in four-wheel style, but for many owners, leaving it at the mercy of the capital’s mean streets is a step too far. As one might expect, London’s hyper-steroidal housing market places a premium on parking spaces (a coveted spot in Harrods’ subterranean supercar vaults can easily cost a few hundred thousand pounds), but there are smarter ways to park. Finding the space to place even a single car is a technical and logistical challenge. As a result, architects and designers are exploring new ways of auto storage, in extreme cases integrating cars into the very fabric of the dwelling itself. After all, if you’ve commissioned a bespoke car as well as specified every last detail of your living space, it makes sense to combine the two. As a result, the glass-walled garage is an increasingly common device in high-end developments. Michelle van Vuuren, MD of Residential Development at Sotheby’s International Realty, explains the lure of the garage-as-display-case. “The garage is increasingly becoming the gallery of the modern home,” she says, “both cars and motorbikes are being used as central showpieces in core places in the home via car lifts and turntables. Some homes even have glazed, temperature-controlled garages so cars can be viewed from within the house much like a fine art installation.” Indeed, Aston Martin once confessed that one purchaser of the strictly limited One77 hypercar actually ordered two – one to drive and one to keep as a shell and hang on his wall. Just as showcase houses are designed to reveal teasing glimpses of wine collections or private art galleries, the new garages treat cars like objets d’art, floodlighting them in their own special display spaces. “Cars are becoming the centrepieces of entertainment spaces – places for people to gather and share a mutual appreciation for fine design and engineering, much like how people have hung fine art in the dining room for their guests’ enjoyment,” says van Vureen. Clarendon Works in Notting Hill is a slick transformation of a handsome Victorian industrial building into a four-bedroom private house. Moreno:Masey Architects placed the car in pride of place in a traditional mews-style garage which is integrated into the hallway and kitchen area with elegant glass walls. Other developers have gone even further. At Park Lodge in Ennismore Street in Knightsbridge, the garage is brought as close to home as possible. Located behind a translucent glazed panel installed in the study, the parking slot allows your current steed to be revealed at the flick of a switch, a trick that works best with low-slung works of automotive art (the developers used a Jaguar XKSS in their marketing materials).

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Left: The new underground palace at One Tower Bridge, where Berkeley Homes has created a gallery-like space for your car to take pride of place alongside the steeds of your peers. Below: A Mini displayed in the hall of Clarendon Works, Notting Hill – a slick recent conversion of a Victorian mews by Moreno:Masey Architects. Bottom: A Seth Stein project in Notting Hill, which stealthily conceals the owner’s Aston Martin DB6 behind a flush panel wall.

Facing Page: Havona House puts the owner’s car collection on display in the basement cinema, using the Canadian “Robopark” system - illustrated here by a Ferrari 458 Italia and Rolls-Royce Phantom.

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“CARS ARE BECOMING THE CENTREPIECES OF ENTERTAINMENT SPACES – PLACES FOR PEOPLE TO GATHER AND SHARE A MUTUAL APPRECIATION FOR FINE DESIGN AND ENGINEERING”

Havona House, marketed by Chestertons, not only puts the owner’s car collection on display behind a glass wall in the basement cinema but uses the very latest in automated parking technology to achieve it. Believed to be the first domestic use of the Canadian “Robopark” system, the installation allows one to select your desired car (there are three parking slots, each capable of taking a Rolls-Royce Phantom) from the touch screen control pad and have it lifted up to street level, ready for you to step into. There are earlier precedents for this current wave of Batcave-esque designs. The London architect Seth Stein created a cult classic back in the late Nineties with a Knightsbridge mews built around his client’s love of the classic Fiat 500. In the original scheme, the canary-yellow microcar was placed on a doubleheight car lift, allowing Dante Giacosa’s masterful design to be enjoyed from the dining table. A subsequent project in Notting Hill also benefitted from automotive royalty in the shape of an Aston Martin DB6, which could be stealthily concealed behind a flush panel wall – shades of a certain secret agent.

The game keeps moving on, and it’s no longer confined to private houses. Designers of apartment buildings are well aware that car care is high on their occupants’ priority list. Witness the ranks of dormant supercars kept beneath NEO Bankside and other new London developments or the new underground palace at One Tower Bridge, where Berkeley Homes has emphasised high-quality materials and lighting in the garage, creating a gallery-like space where your car can take pride of place alongside the steeds of your peers. London isn’t likely to join the likes of Miami, with its car-condo towers, any time soon. Nevertheless, one new apartment complex in the capital will ensure that residents always have something special to hand. Lillie Square’s Car Club has been developed in collaboration with Aston Martin, giving residents, quote, “exclusive access to a choice of the marque’s latest models, as and when required.” If you can’t keep your own car close at hand, then instant access to the very best will more than make up for it.

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Our two-part guide to the “Grand Tour of Switzerland” concludes with a stately, serpentine cruise from Geneva, up through the Jura Mountains and the Bernese Oberland, to Zürich, staying at some of Europe’s finest five-stars along the way

rom the Rhine Falls in St Gallen to the glamorous winter resort of St Moritz, via the looming Matterhorn of Zermatt and the vine-lined shores of Lake Geneva – readers of DRIVE will agree that the new “Grand Tour of Switzerland” began in spectacular fashion in our autumn issue. However, closing the loop clockwise back to Zürich, it’s quickly apparent that there’s even more to be packed in, through yet more sweeping, shifting and breathtaking mountain scenery. Marked with road signs the entire way and joining up the most stunning natural landscapes of Switzerland, the 1,000 miles of rolling road is particularly attractive for its succession of Swiss Deluxe Hotels – a collection of the country’s 41 most exclusive five-star retreats, many of which dot the route. And for our second and final installment, we take off from where we last left off: the cosmopolitan buzz of Geneva.

Driving northeast, it isn’t long before the busy road starts to become steeper and more winding, as you rise into the fir-lined slopes of the Jura Mountains towards the Vallée de Joux and Neuchâtel beyond – the cradle of Swiss watchmaking and home to some of the world’s finest brands since the 18th century.. In fact, Neuchâtel’s Beau-Rivage Hotel will even arrange a tour around one of the finest, Parmigiani Fleurier, if you want to witness the painstaking craftsmanship that goes into a mechanical timepiece. Alternatively, simply enjoy the hotel’s idyllic lakeside setting, just a short distance away from the bustling student city. From Neuchâtel, you have the option of travelling towards Basel, on the border of France and Germany. Boasting an unspoilt medieval centre, this oft-overlooked city is the art capital of Switzerland, home to countless galleries, worldclass architects’ practices, the annual Baselworld watch and jewellery fair and June’s Art Basel fair.

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SWITZERLAND STAY: GRAND HOTEL LES TROIS ROIS, BASEL

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STAY: BEAU-RIVAGE HOTEL, NEUCHÂTEL

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If you’re staying in Basel, look no further than the Grand Hotel Les Trois Rois – one of the oldest city hotels in Europe, perched on the banks of the Rhine like an ancient crown. Les Trois Rois is all about old-world charm and elegance, offering the “hautest” of French haute cuisine at Gourmet Restaurant Cheval Blanc (three Michelin stars). If you choose not to travel to Basel, you can continue from Neuchâtel along the route to the town of Gruyères, famous for its eponymous, powerfully aromatic cheese – the crucial ingredient to any good fondue. Passing further along the route, you travel through Gstaad, the renowned ski resort, before finding yourself between the two lakes of Interlaken. After a long day’s drive you’ll be glad to cross the threshold of the Victoria-Jungfrau Grand Hotel & Spa, at the foot of the eternally snow-capped Jungfrau. Opened in 1865, this luxuriously grand, 224-room bolthole combines the style and sophistication of yesteryear with the most modern comforts and conveniences of the 21st century. Being at a rough halfway point on your trip, this would be the ideal point to relax and enjoy the hotel’s luxurious spa facilities – either a massage at Espa, or a facial at Sensai Select Spa.

STAY: BAUR AU LAC, ZÜRICH

STAY: BELLEVUEPALACE, BERN STAY: PARK HOTEL, VITZNAU

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STAY: VICTORIA-JUNGFRAU GRAND HOTEL & SPA, INTERLAKEN

START: GENEVA

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Then onwards still, deep into the heart of the country to Switzerland’s historic capital of Bern – particularly famous for its winding river where locals enjoy a bracing swim. Your stay for the night, the appropriately named Bellevue Palace is a tourist destination in its own right; a jewel of Art Nouveau architecture, which has hosted heads of states and dignitaries from around the world for over a century. Leaving Bern, you arrive in Emmental and its world-famous dairy. As you continue clockwise, you reach Lucerne, known for boasting Europe’s oldest wooden covered bridge. Overlooking Lucerne and just a short detour off the route is the vertiginous Mount Pilatus, reached via the world’s steepest cogwheel railway. It’s then a pleasant potter around Lucerne’s tortuously shaped lake, towards the recently renovated Park Hotel in Vitznau. It may look every inch the fairytale castle, but within those hundred-

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year-old walls lies a hotel experience like no other, fully embracing the notion of preserving the past and shaping the future, all characterised by the three main themes: Wine & Dine, Art & Culture and Health & Wealth. From here, the conclusion to your most grand of grand tours is in sight: Zürich, and the Hotel Baur au Lac – yet another spectacular lakeside setting for yet another beautifully appointed residence. A stone’s throw from the esteemed shopping street Bahnhofstrasse, the Baur au Lac calmly commands a privileged position in its own landscaped park, evoking the intimacy of a private home. Precisely what you need, in other words, after such an epic trip. MySwitzerland.com/GrandTour SwissDeluxeHotels.com

[1] Perched serenely on Lac Neuchâtel, the Beau-Rivage Hotel, Neuchâtel. [2] The grand bar of the Grand Hotel Les Trois Rois, Basel. [3] One of many gorgeous suites at the VictoriaJungfrau Grand Hotel & Spa, Interlaken. [4] Overlooking Switzerland’s capital, the Bellevue Palace, Bern. [5] The fairytale castle that is the Park Hotel, Vitznau. [6] Suptuousness awaits at the Baur au Lac Hotel, Zürich [7] A particularly enjoyable stretch, in Beatenberg, Interlaken. [8] Even a car ferry feels romantic on Lake Lucerne

INSURANCE FOR YOUR HIGH VALUE LUXURY ASSETS With our new insurance ser vices you can protect more than just your car. For more information, call 020 3372 8382 or visit hroweninsurance.co.uk

H.R. Owen Insurance Ser vices is an appointed representative of Stackhouse Poland Ltd, of New House , Bedford Rd, Guildford, Surrey, GU1 4SJ who are authorised and regulated by the Financial Conduct Authority (FC A) to sell general insurance products. Our firm reference number is 309340. Tel: 020 3372 8382 E-mail: enquir y@hroweninsurance .co.uk Web Site: www.hroweninsurance .co.uk 84

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SPREADING THEIR WINGS Matthew Carter meets the woman passionately driving H.R. Owen’s expansion into a groundbreaking new approach to tailored, high-net-worth insurance

o call Claire Manton “driven” is probably the understatement of the year. Her vision, ambition, passion and workload are, frankly, off the scale… and the good news is that her boundless energy has been channelled into the latest enterprise from H.R. Owen. Claire is the newly appointed Managing Director of the equally newly created H.R. Owen Insurance Services, a specialist broker serving the company’s high net worth customers. She arrives at H.R. Owen with an established pedigree in the insurance business, having worked for the past 11 years in the London office of the world’s largest privately held brokerage firm. There she built up a prestige motoring portfolio, specialising in exactly the sort of cars H.R. Owen deals in – Ferrari, Aston Martin, Lamborghini and Maserati. In fact, there’s a very good chance that a number of readers of DRIVE

will have dealt with Claire in the past as she built up the business. “To reach the right people I initially targeted the owners’ clubs like AMOC and FOC, securing special deals and so on for members. I’m very much a people person and by going to track days and race weekends I was able to make direct contact with scores of potential clients. “But it wasn’t a chore. I loved the characters, the cars and the atmosphere. I used to go along with my crash helmet in hand and regularly managed to grab a ride in the passenger seat of some fabulous cars. It wasn’t really work.” It might not have appeared to be work, but it was clearly the right way to go about the business – and, yes, track day insurance became a speciality. As her portfolio expanded so Claire’s reputation in the industry grew. Proudly, she reveals that insurance giant Chubb “gave her

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“WE SEE HROIS AS MUCH MORE THAN A BROKING BUSINESS. WE DESCRIBE IT AS A BESPOKE INSURANCE CONCIERGE SERVICE FOR OUR H I G H - N E T-W O R T H C L I E N T S ”

the pen” – insurance business terminology for allowing a broker to underwrite the business. It happens exceedingly rarely and is especially remarkable when you consider that Claire is still only 33-years-old. In fact, she enjoyed her previous life so much that prising her away to establish H.R. Owen Insurance Services took a little longer than the company was expecting. In the end, however, the possibilities afforded by the new venture proved irresistible. For while the company’s business in these early days will undoubtedly be vehicle-based, the whole purpose of the exercise is to offer a great deal more than fully comprehensive cover on a new Bentley or Rolls-Royce. “We see HROIS as much more than a broking business. We describe it as a bespoke insurance concierge service for our high net worth clients, looking after both their private and corporate needs,” said Claire. H.R. Owen Insurance Services is a joint venture with leading city broker Stackhouse Poland and Claire herself is also a shareholder in the business. Working out of offices near London’s Tower Bridge, HROIS is fully regulated by the Financial Conduct Authority and offers services that are distinct from, but complementary to, H.R. Owen itself. The new company’s aim is to create a personal insurance service for clients that ultimately will cover not just their luxury cars, but their other assets, too. Fine art, yachts, homes and corporate

insurance needs can all be covered. Claire is the first person to admit that “insurance” isn’t the most exciting concept in the world. “I know as well as anyone that insurance can be seen as a ‘distress purchase’, something we all need to have but dislike buying. “I can’t make insurance exciting, but I can make the whole business easier, more cost effective and, in some cases, more effective. Quite often bringing cover for a wide variety of assets under one single policy can cut premiums enormously.” Tailoring insurance to a client’s needs starts with a comprehensive review of whatever current cover is in place. HROIS promises a personal and confidential review that is entirely free: there is no obligation for a client to take any of the recommendations on offer. The service will review existing cover and current valuations and make recommendations where necessary to ensure that cover and premiums remain competitive and that the assets are fully protected. The service can be applied to a single vehicle, the entire asset portfolio or, indeed, anything in between. Furthermore by teaming up with Stackhouse Poland, HROIS has instant access to a vast knowledge base with access to valuation experts in a wide variety of fields, from fine art to property. And the HROIS concierge service doesn’t stop once cover is taken out. A Client Relationship Manager will be on hand 24/7 to provide advice or undertake reviews, to make any amendments or

additions to the cover and, of course, to make any claim as painless as possible. An old head on young shoulders, Claire’s belief in the new business goes much deeper than merely being a shareholder. “One of the things that really attracted me to the business was the strength and depth of the H.R. Owen client list. We have a client list that others envy, highly successful customers who have been with us for years, decades even, and who understand what the H.R. Owen brand stands for. “They appreciate the levels of service we give and the lengths to which we go. Now we can expand those levels of service to a new sector to strengthen further our ability to offer a complete customer experience. It is a genuinely exciting opportunity for me and for H.R. Owen. “The targets we have set ourselves are high, but with my experience in the classic and luxury car insurance industry and the breadth of knowledge we can call upon thanks to our links with Stackhouse Poland we can genuinely offer a complete service to customers.” And her personal ambition? “I aim to make this a multi-million pound business within five years. It is a challenge but we can do it thanks to the backing and support of H.R. Owen, the integrity of the brand and the loyalty and trust of our customers.” To learn more about H.R. Owen Insurance Services visit hroweninsurance.co.uk or call 020 3373 8382

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Claire Manton, photographed at Rizon Jet, Biggin Hill by Rob Cadman

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WORDS : MATTHEW CARTER // IMAGES : DREW GIBSON

PA S T M A S T E R S H.R. Owen’s state-of-the-art Ferrari and Maserati servicing centre in northwest London is now home to the Group’s most exciting evolution yet: H.R. Owen Classic Cars – fit to handle everything on all Ferrari models, regardless of age, from an oil change to a full-scale restoration

ometimes promotion isn’t quite all it’s cracked up to be. Back in 2004 Atillio Romano was made an offer he couldn’t refuse. After around ten years working for H.R. Owen in various technical roles, he was invited to put his knowledge to good use back at the factory, at Maranello. “It was a fantastic opportunity,” he remembers. “I was to be the factory’s technical manager looking after important markets including the UK, Japan, South Africa, the Middle East and Australia.” He jumped at the job… but soon realised it wasn’t for him. “Although I am Italian by birth, I came to live in the UK when I was five years old, so my Italian needed improving,” said Atillio, today a youthful-looking 53-year-old. “And it turned out not to be such good timing for my family – my daughter was at a critical point in her schooling, so uprooting the family wasn’t possible.” But perhaps the most significant reason Atillio came back to H.R. Owen (the company welcomed him back with open arms) after just six months in Italy is that the job was office-based and conducted largely on a computer.

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IF A PART NO LONGER EXISTS, ATILLIO ISN’T TOO WORRIED: IF NECESSARY HE CAN FABRICATE SIMPLER COMPONENTS SUCH AS BRACKETS… I N FA C T, H E P O S I T I V E LY R E L I S H E S I T

And one look at his fingernails will tell you that Atillio, now Technical Manager at H.R. Owen Ferrari Service in northwest London, is much happier on the shop floor than he is driving a desk. The hands are clean but there’s that build up of old oil under the nails that reveals he’s already been underneath a few cars this morning. It also reveals a change that’s taking place at Premier Park. Servicing today’s Ferrari supercars is largely centred around data acquisition which is downloaded and analysed on a laptop, but the facility is home to a new H.R. Owen division which is turning back the clock to the days of carburettors and coils, mechanical clutches and oil leaks! H.R. Owen Classic Cars has been established to specialise in the sale, servicing, restoration and acquisition of premium classic sports cars. The company can also act as a broker for customers wanting to sell… with its blue-chip client base, the company is perfectly placed to match sellers and potential buyers. Today at Premier Park the modern 458s, F12 and FFs in the service bays are rubbing shoulders with a number of older Ferraris including a 308, a 512BB and a 355 Spider. Tucked away in one corner is a 246 Dino and alongside that is a glorious 365GT 2+2. All are customer cars in for servicing or minor repair – actually make that major repair in the case of the 308 which suffered a major engine disaster when one of its original sodium filled valves failed catastrophically. Pride of place, however, is taken by a 275GTB/4 that’s midway through a full bare metal restoration. Bought at auction a couple of years ago for around £2 million, the cost of the restoration work has easily been absorbed by the model’s rise in value… Atillio reckons it’s worth closer to £4 million today. At the moment most of the classic cars being looked after by Atillio and his team at HROCC are Ferraris, though other marques are catered for, too. There’s a Maserati Merak awaiting treatment while others to have been

through the facility in recent months include an Aston Martin V8 Zagato Volante, a unique Bentley Azure Aerodeck and a very special Bugatti EB110 SS that won its class in this year’s Salon Privé – Atillio is one of the leading EB110 specialists in the world. Classic Ferrari restoration and servicing is, of course, a huge business and there are a number of very good specialists out there who have built up strong reputations over the years. But Atillio believes that H. R. Owen Classic Cars can offer a number of advantages over the rest. For starters there’s the company’s standing in the Ferrari world: H. R. Owen is Ferrari’s current Global Dealer of the Year, an award that covers every aspect of the business including servicing and repair.

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P R I D E O F P L A C E AT P R E M I E R PA R K I S TA K E N BY A F E R R A R I 275GT B/4, M I DWAY THROUGH A FULL BARE-METAL RESTOR ATION. BOUGHT AT AUCTION A COUPLE OF YEARS AGO FOR AROUND £2 MILLION, THE COST OF THE RESTOR ATION W O R K H A S E A S I LY B E E N A B S O R B E D BY T H E M O D E L’ S R I S E I N VA LU E … ATILLIO RECKONS IT ’S NOW WORTH CLOSER TO £4 MILLION

Page 89: (From foreground back) Ferrari LaFerrari, a 1970s Maserati Merak and a Ferrari California.

This page, above: Back from red to its original Argento Silver scheme, a Ferrari 275GTB/4 from the mid-Sixties.

Page 90: The view into the hybrid V12 engine bay of Ferrari’s LaFerrari. Page 91: (Above) A Dino 246 GT – the V6 midengined car produced by Ferrari between 1969 and 1974 – and (below) that stalwart of the Nineties, Ferrari’s F355.

Then there’s Atillio’s connection with the factory. He might have only been in Maranello for a short period but that was enough time to forge a number of strong contacts there, notably within the Ferrari Classiche division.This helps give Atillio instant access to historic files – that 275GTB/4, for example, was red when it came into H. R. Owen but has now been returned to its original Argento Silver following inspection of its build sheet. The connection is also useful for sourcing hard-to-find new/old parts. But if a part no longer exists Atillio isn’t too worried: if necessary he can fabricate simpler components such as brackets… in fact, he positively relishes it. And good news for owners is his obsessive attention to detail. He points to the wiring loom of the 275GTB/4 and focuses on a connector. “That will have to go,” he says. “It’s not the correct type of connector that would have been used back in the early ’60s, so it will be changed.” Even though it will be hidden behind the dashboard and never seen again? “But I would know it’s wrong…” he says with disarming logic. That said, he is happy to improve old technology if it makes a car more usable – upgrading from mechanical to electronic ignition for example – provided the change can be disguised by housing new components within original containers, for example.

There is little doubt the classic car market is on the rise and it’s modern classics that are causing most interest – as the cars on the company’s stand at the recent Classic and Sports Car Show at Alexandra Palace show. They included an F40, a 288GTO, a F355 Spider and an ultra low mileage 328 GTS. But the rise in values, while good for owners, does leave Atillio in something of a quandary. “I love to see these cars being used, but with values soaring some owners are thinking twice about taking them out. I’m pleased to say, though that the owner of the 365GT 2+2 and the Dino is a man after my own heart. He wants them both to be mechanically perfect first and foremost because he plans to drive them… he’s not too worried if the paint and body aren’t concours perfect.” Mind you, if that owner did want a couple of concours winners he’s in the right place… Offering a range of fixed-price servicing options, H.R. Owen Classic Cars will handle everything from basic oil changes to full-scale restoration work on all Ferrari models, regardless of age. For more information, visit hrowen.co.uk

4 Jubilee Place, Canary Wharf, London E14 5NY Telephone 0044 (0)207 538 2332 www.davidmrobinson.co.uk 93

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CHEQUERED FLAG As usual, it’s been a hyperactive few months 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.

H.R. OWEN // ASTON MARTIN

BEAULIEU BEAUTIES

7 NOVEMBER: Cool cars, remarkable roads, gorgeous autumn weather, and the chance to enjoy an astounding display of classics in the heart of New Forest National Park… What’s not to love? Aston Martin Reading hosted 30 customers for a Drive Day in early November to the famed Beaulieu estate – home to one of Britain’s finest automotive collections. Customers started the day in the Reading showroom with coffee and bacon rolls before departing in convoy for the Motoring Museum. Upon arrival guests had a hosted tour of the museum facilities before breaking to enjoy a pleasant early afternoon lunch.

H.R. OWEN // LAMBORGHINI

THE MANCUNIAN JOB H.R. OWEN // ASTON MARTIN

OW E N. H . R . OW E N

26 OCTOBER: Two red-carpet charity screenings of the new Bond film SPECTRE were hosted by Aston Martin Reading and Cheltenham respectively, raising over £2,800 for Rays of Sunshine. Guests of the two H.R. Owen dealerships enjoyed champagne and canapés before the screenings, with plentiful supplies of popcorn and nibbles sustaining them through the nail-biting action on screen.

5 NOVEMBER: The Lamborghini Manchester Showroom Launch was the place to be on Bonfire Night. The combination of cocktails, prosecco, great music and, most importantly, being host to the most famous supercar on the planet made for a fantastic party! The priceless, original Miura used in The Italian Job (1969) was on display, alongside a Countach, Aventador SV and an impressive line-up of customer cars outside the dealership. Over 150 guests attended, welcomed by the Manchester team, Lamborghini Sales Area Manager for UK & South Europe, Damien Percheron, and Lamborghini Aftersales Manager for UK West Europe and South Africa, David Martin.

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H.R. OWEN // ROLLS-ROYCE

DAW N B R E A K S

19 NOVEMBER: Rolls-Royce Motor Cars London held a glitzy VIP launch for Dawn, the latest edition to the Rolls-Royce range in the heart of Mayfair at the showroom on Berkeley Square. A closely kept secret for months on end, the convertible Dawn was kept behind a screen before being finally unveiled in lavish fashion in front of a room laden with champagne, nibbles, specially invited guests and friends from other quarters of the luxury world including Ana de Costa bespoke fine jewellery and Maison Corthay bespoke shoes.

H.R. OWEN // ASTON MARTIN

D B 10 H I TS T H E R OA D

1 OCTOBER & 24 NOVEMBER: In the runup to the release of Bond’s latest outing, SPECTRE, Aston Martin Cheltenham and Reading hosted guests and the brand-new, shark-like Aston Martin DB10 for an evening each, with a champagne, canapés and a special talk from the film’s stunt driver and champion rallyer Mark Higgins. When he’s not on TV’s Fifth Gear or blasting to World Rally Championship class wins, Higgins is an award-winning stunt driver, who guests competed feverishly to outdo in a specially installed Beat the Stunt Driver simulator, with prizes being awarded for those with the fastest laps.

H.R. OWEN // BENTLEY

B E R K S H I R E W E LC O M E S B E N TAYG A

GROUP // DRIVE PROGRAMME

ONE LAST HURRAH

11 NOVEMBER: After a year’s successful programme that’s seen over 500 guests of H.R. Owen driving a range of the latest and greatest cars from across the group, the last group drive event of the year took place in the beautiful grounds of the private members’ club, RAC Woodcote Park, set in 350 acres of Surrey parkland. Built in 1679, the Mansion house was one of the grandest locations for one of our road drives and the hospitality and hosting didn’t disappoint. Guests enjoyed a 45-minute drive along the Epsom Downs’ winding roads, accompanied by a pro’ driving instructor in their model of choice. The Group Drive Programme returns next March with new driving locations and track experiences, so do email events@hrowen.co.uk for more information.

23 SEPTEMBER: H.R. Owen’s Bentley outpost in Berkshire was fortunate enough to be the first dealership in the UK to welcome the new Bentayga SUV to an anxiously awaiting audience of VIP clients, eager to see how the marque’s peerless blend of power and sumptuous craftsmanship translate off the road (beautifully as it transpires). Bentley Berkshire arranged to have a bespoke commissioning studio on display, giving guests the opportunity to use psychometric mapping technology to see what their custom built Bentley might look like if commissioned.

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THE BACK SEAT

BRIAN GUSH Bentley’s charismatic director of motorsport writes exclusively for DRIVE on why racing is as important to the marque today as it was back in the golden “Bentley Boy” years of the 1930s

Illustration: Mark Welby

2015 was a strong season for Bentley Motorsport in GT3. We were victorious around the world – at Oschersleben, Moscow, Zandvoort, Okayama, Fuji, Buriram and Road America – and collected podium finishes at many more race tracks, winning the Blancpain Sprint Series title with Vincent Abril and Maxi Buhk, and the GT Asia Teams’ Championship with Bentley Team Absolute. But with the highs came too many lows this season – some self-inflicted, some not. We are at the track to win, not only to participate, and to demonstrate competitiveness – and we’re already working on how we’ll be even better next season. Success attracts success. Our customers buy from a successful brand. Racing sharpens our focus, it increases our speed – mentally and physically – as well as our competitiveness

NO OTHER BR AND MAKES CARS THAT ON THE SAME DAY CAN BE THE CHOICE FOR HER MAJESTY THE QUEEN, WHILE AT THE SAME TIME WINNING ENDURANCE RACES AROUND THE WORLD

and modernity, and it contemporises the brand. Like our founder, W.O. Bentley, I believe in the importance of motorsport to Bentley and value a competitive spirit to a business. His first visit to Le Mans in the 1920s was a pivotal moment for the brand, as he saw the value of motorsport for the first time. Bentley belongs on the racetrack. Our history is built on repeated success at Le Mans in the 1920s, and the Bentley chairman of the time, Woolf Barnato, is still the only Le Mans competitor to have won every Le Mans race he entered. We proved the value of motorsport to the brand in 2003 when we won Le Mans for the sixth time after a three-year programme, perfectly timed with the launch of the first-generation Continental GT [on which the current GT3 car is based]. Now, we use motorsport to enhance the appeal of Bentley to the younger generation – the Bentley customers of the future – while also supporting with our long-standing fanbase.

I have heard people say there is no room for luxury on a racetrack, but we continue to prove them wrong. No other brand makes cars that on the same day can be the choice for Her Majesty The Queen, while at the same time winning endurance races around the world. I’ve had many questions from the media about how the current situation at Volkswagen Group might affect Bentley Motorsport. The answer, so far at least, is that it hasn’t. The value placed on motorsport by the Group is clear when listing the combined achievements of the year – Porsche winning the World Endurance Championship, Audi winning the Nürburgring 24 Hours, and Volkswagen winning the World Rally Championship. Matthias Müller, the new Group chairman, believes that motorsport plays an integral role in the future of the Group, and Bentley will continue to add to the list of motorsport successes. Next year I look forward to more teams racing with Bentley around the world, building on our success this year. Because as a motorsport programme, and as a business, for Bentley, the best years are yet to come. bentleymotors.com

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